Vehicle control method, controller and vehicle

Abstract

The invention relates to the technical field of vehicle control, and provides a vehicle control method, a controller and a vehicle. The method comprises the following steps: acquiring first steering data of a vehicle; performing feedforward control on a suspension system of the vehicle based on the first steering data; second steering data of the vehicle are obtained, feedback control processing is conducted according to the second steering data, and feedback vertical force of the suspension system is obtained; the control deviation of the feed-forward control is corrected based on the feedback vertical force of the suspension system, so that the vehicle is controlled in the direction opposite to the inclination direction of the vehicle body when the vehicle turns. Through a feedforward + feedback control mode, the reverse direction of the inclination direction of the vehicle body of the vehicle can be quickly and accurately controlled, the transfer of loads on the inner side and the outer side of the vehicle and the centrifugal force action borne by passengers in the vehicle are effectively reduced, the vehicle can stably run and accurately steer, and the vehicle safety is improved. And meanwhile, the driving confidence of the driver and the riding comfort of passengers in the vehicle are also improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, and in particular to a vehicle control method, a controller and a vehicle. BACKGROUND

[0002] During the steering driving of the vehicle, the centrifugal effect caused by inertia aggravates the load transfer between the inner side and the outer side of the vehicle (referring to the inner side and the outer side of the steering), more load is transferred to the outer side, which causes the load pressure of the outer side wheel to increase and the load pressure of the inner side wheel to decrease, and further causes the grip of the inner side wheel to decrease, thereby affecting the driving stability and the steering accuracy of the vehicle.

[0003] Meanwhile, the passengers in the vehicle will deviate to the outer side due to the centrifugal force, which causes the sitting posture to shake, which may distract the driver's attention and reduce the driving confidence, and also directly affects the riding comfort of the passengers in the vehicle. SUMMARY

[0004] The embodiments of the present application provide a vehicle control method, a controller and a vehicle to solve the technical problem that the load transfer between the inner side and the outer side of the vehicle is aggravated when the vehicle turns, thereby affecting the driving stability and the steering accuracy of the vehicle.

[0005] In a first aspect, the embodiments of the present application provide a vehicle control method, comprising: obtaining first steering data of a vehicle; performing feedforward control on a suspension system of the vehicle based on the first steering data; obtaining second steering data of the vehicle, performing feedback control processing according to the second steering data to obtain a feedback vertical force of the suspension system; based on the feedback vertical force of the suspension system, correcting a control deviation of the feedforward control to control the vehicle in the opposite direction of the body inclination direction of the vehicle when the vehicle turns.

[0006] The embodiments of the present application first perform feedforward control on the suspension system of the vehicle based on the first steering data of the vehicle to achieve rapid response and timely control before the load transfer between the inner side and the outer side of the vehicle is apparent, so that the vehicle is tilted to the opposite direction of the body inclination direction in time, then the feedback vertical force of the suspension system is obtained according to the second steering data, and the control deviation of the feedforward control is corrected based on the feedback vertical force to correct the control on the suspension system. In this way, the cooperative control mode of feedforward + feedback ensures the instantaneity and accuracy of the control, can quickly and accurately control the vehicle in the opposite direction of the body inclination direction, effectively reduces the load transfer between the inner side and the outer side of the vehicle and the centrifugal force acting on the passengers in the vehicle, so that the vehicle can stably drive and accurately steer, and the driving confidence and attention of the driver and the riding comfort of the passengers in the vehicle are also improved.

[0007] In a possible implementation, the second steering data comprises a steering wheel angle and a vehicle speed of the vehicle. The feedback control processing is performed according to the second steering data to obtain a feedback vertical force of the suspension system, comprising: An angle deviation between a target roll angle and an actual roll angle of the vehicle is determined according to the steering wheel angle and the vehicle speed. The feedback control processing is performed based on the angle deviation to obtain the feedback vertical force of the suspension system.

[0008] In the embodiments of the present application, the angle deviation between the actual roll angle and the target roll angle of the vehicle is first determined based on the parameters such as the steering wheel angle and the longitudinal vehicle speed that can describe the dynamic turning of the vehicle, and then the angle deviation is processed to obtain the feedback vertical force of the suspension system, thereby providing support for subsequent feedback control to compensate for the control deviation of the feedforward control.

[0009] In a possible implementation, the second steering data further comprises a roll angle speed or a height of the suspension system. The angle deviation between the target roll angle and the actual roll angle of the vehicle is determined according to the steering wheel angle and the vehicle speed, comprising: The target roll angle is obtained based on the steering wheel angle, the vehicle speed, and a preset corresponding relationship between the steering wheel angle, the vehicle speed, and the roll angle. The actual roll angle is obtained according to the roll angle speed or the height of the suspension system. A difference between the target roll angle and the actual roll angle is taken as the angle deviation.

[0010] Here, the steering wheel angle directly reflects the turning size of the vehicle, such as large turning or small turning, and the vehicle speed such as the longitudinal vehicle speed characterizes the driving dynamics of the vehicle, such as high speed or low speed. The steering wheel angle + longitudinal vehicle speed can completely describe the dynamic scene of the vehicle turning, and both the steering wheel angle and the longitudinal vehicle speed are variables that can be easily obtained in real time. Therefore, in the embodiments, the steering wheel angle, the longitudinal vehicle speed, and the roll angle are associated. Meanwhile, the preset corresponding relationship between the steering wheel angle, the vehicle speed, and the roll angle is obtained according to a large number of roll angle related tests of the vehicle under different steering wheel angles and different longitudinal vehicle speeds. In this way, based on the preset corresponding relationship between the steering wheel angle, the vehicle speed, and the roll angle, the target roll angle under the current turning condition of the vehicle can be quickly and accurately matched without complex calculation process, thereby improving the response speed of the feedback control. Moreover, since the obtained target roll angle is the roll angle that can improve the turning stability of the vehicle and reduce the influence of centrifugal force on the passengers in the vehicle under the current turning condition of the vehicle, the accuracy and effectiveness of the feedback control are also improved. The actual roll angle is obtained based on the roll angle speed or the height of the suspension system, which is simple in calculation and high in precision and authenticity.

[0011] In a possible implementation, the feedback control processing based on the angle deviation comprises: obtaining an anti-roll feedback moment of the vehicle based on the angle deviation and a preset gain coefficient; the anti-roll feedback moment is used to suppress a roll moment formed when the vehicle turns; distributing the anti-roll feedback moment according to a wheel track of the vehicle to obtain a feedback vertical force of the suspension system.

[0012] In a possible implementation, the preset gain coefficient comprises a proportional gain coefficient, an integral gain coefficient, and a differential gain coefficient. The obtaining of the anti-roll feedback moment of the vehicle based on the angle deviation and the preset gain coefficient comprises: obtaining a proportional anti-roll moment based on the angle deviation and the proportional gain coefficient; obtaining an integral anti-roll moment according to a cumulative deviation of the angle deviation and the integral gain coefficient; obtaining a differential anti-roll moment based on a rate of change of the angle deviation and the differential gain coefficient; determining the anti-roll feedback moment of the vehicle according to a sum of the proportional anti-roll moment, the integral anti-roll moment, and the differential anti-roll moment.

[0013] In this embodiment, the PID control method is used for feedback control processing based on the angle deviation between the target roll angle matched with the current turning condition of the vehicle and the actual roll angle under the feedforward control. Through the synergistic effect of the proportional, integral, and differential three links, the dynamic response speed and the steady-state control accuracy can be considered, and the anti-roll feedback moment of the vehicle can be accurately obtained. The anti-roll feedback moment is distributed to the suspension system in the subsequent process, and the corresponding feedback vertical force is obtained to provide core parameter support.

[0014] In a possible implementation, the first steering data comprises lateral acceleration of the vehicle. The feedforward control of the suspension system of the vehicle based on the first steering data comprises: determining an anti-roll feedforward moment of the vehicle according to the lateral acceleration and a roll-related parameter of the vehicle; distributing the anti-roll feedforward moment based on a wheel track of the vehicle to obtain a feedforward vertical force of the suspension system. The suspension system is controlled in a feedforward manner according to the feedforward vertical force.

[0015] In the embodiment, when the vehicle turns, the roll moment and the lateral acceleration, which is a direct correlation variable of the load transfer between the inner side and the outer side of the vehicle, are generated prior to the body roll, the anti-roll feedforward torque is obtained through the lateral acceleration, and the feedforward vertical force of the suspension system is obtained, so that the suspension system can be controlled in time and quickly at the initial stage of the vehicle turning, and the load transfer between the inner side and the outer side of the vehicle and the centrifugal force acting on the passengers in the vehicle can be controlled in the opposite direction of the body roll direction of the vehicle without lag.

[0016] In a possible implementation, the suspension system includes a left front suspension, a right front suspension, a left rear suspension and a right rear suspension; the feedforward vertical force includes a feedforward vertical force for each suspension in the suspension system, and the feedback vertical force includes a feedback vertical force for each suspension in the suspension system; The correction of the control deviation of the feedforward control based on the feedback vertical force of the suspension system includes: For each suspension, the final vertical force of the suspension is obtained based on the feedforward vertical force and the feedback vertical force of the suspension; The suspension is controlled based on the final vertical force.

[0017] Here, the control deviation of the feedforward control is corrected based on the feedback vertical force, that is, a cooperative control mode of feedforward + feedback is adopted, so that the suspension system of the vehicle can be controlled in time and quickly at the initial stage of the vehicle turning before the load transfer between the inner side and the outer side of the vehicle is obvious, and the control of the suspension system can be accurately corrected based on the deviation between the actual roll angle and the target roll angle, so that the vehicle can be quickly and accurately controlled in the opposite direction of the body roll direction, and the load transfer between the inner side and the outer side of the vehicle and the centrifugal force acting on the passengers in the vehicle can be effectively reduced.

[0018] In a possible implementation, after the first steering data of the vehicle is obtained, the method further includes: Obtaining second steering data of the vehicle; According to the first steering data, a feedforward control process is performed to obtain the feedforward vertical force of the suspension system, and according to the second steering data, a feedback control process is performed to obtain the feedback vertical force of the suspension system; The final vertical force of the suspension system is determined based on the feedforward vertical force and the feedback vertical force of the suspension system, and the suspension system is controlled based on the final vertical force.

[0019] Herein, the front feed control and the feedback control are simultaneously performed on the suspension system in one control cycle, that is, the front feed control and the feedback control are performed in parallel, real-time cooperation of the front feed control and the feedback control is realized, control on the suspension system is accurately corrected without delay, the control on the suspension system of the vehicle is ensured in the initial stage of turning of the vehicle, and finally, the vehicle is quickly and accurately controlled in the direction opposite to the tilting direction of the vehicle body, the load transfer between the inner side and the outer side of the vehicle and the influence of the centrifugal force on the passengers in the vehicle are effectively inhibited, the driving stability and the steering accuracy of the vehicle are improved, and the riding comfort of the passengers in the vehicle and the driving confidence and attention of the driver are enhanced.

[0020] In a second aspect, the embodiments of the present application provide a vehicle control device, comprising: The acquisition module is configured to acquire first steering data of the vehicle.

[0021] The control module is configured to perform front feed control on the suspension system of the vehicle based on the first steering data.

[0022] The obtaining module is configured to acquire second steering data of the vehicle, perform feedback control processing according to the second steering data, and obtain a feedback vertical force of the suspension system.

[0023] The adjusting module is configured to correct a control deviation of the front feed control based on the feedback vertical force of the suspension system, so as to control the vehicle in the direction opposite to the tilting direction of the vehicle body when the vehicle turns.

[0024] In a third aspect, the embodiments of the present application provide a controller, comprising a memory and a processor, the memory stores a computer program capable of running on the processor, and the processor implements the vehicle control method according to any one of the first aspect when executing the computer program.

[0025] In a fourth aspect, the embodiments of the present application provide a vehicle, comprising a suspension system and the controller according to the third aspect.

[0026] In a fifth aspect, the embodiments of the present application provide a computer readable storage medium, the computer readable storage medium stores a computer program, and the computer program is executed by a processor to implement the vehicle control method according to any one of the first aspect.

[0027] It can be understood that the beneficial effects of the second aspect to the fifth aspect can be referred to the related description in the first aspect, and will not be repeated here.

[0028] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present specification. BRIEF DESCRIPTION OF DRAWINGS

[0029] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the embodiments or prior art description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative effort.

[0030] Figure 1 is an application scenario provided by an embodiment of the present application; Figure 2 is a flowchart of a vehicle control method provided by an embodiment of the present application; Figure 3 is a flowchart of a vehicle control method provided by another embodiment of the present application; Figure 4 is a structural diagram of a vehicle control device provided by an embodiment of the present application; Figure 5 is a structural diagram of a controller provided by an embodiment of the present application. DETAILED DESCRIPTION

[0031] The present application will be described more clearly in conjunction with specific embodiments. The following embodiments will help those skilled in the art to further understand the role of the present application, but do not limit the present application in any form. It should be noted that those skilled in the art can make several modifications and improvements without departing from the concept of the present application. These are within the scope of protection of the present application.

[0032] It should be understood that when used in the specification and claims of the present application, the term "comprising" indicates the presence of the described features, whole, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, whole, steps, operations, elements, components and / or sets thereof.

[0033] It should also be understood that the term "and / or" used in the specification and claims of the present application means any combination of one or more of the associated listed items and all possible combinations, and includes these combinations.

[0034] In the description of the specification and the appended claims, the terms "first", "second", "third" and the like are only used to distinguish the description, and cannot be understood as indicating or implying relative importance.

[0035] Reference within the specification of this application to "one embodiment" or "some embodiments" means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the application. The appearances of the phrase "in one embodiment" or "in some embodiments" in various places within specified descriptions in this specification are not necessarily all referring to the same embodiment, however, but can refer to one or more but not all embodiments. The terms "including," "comprising," "featuring," and variations thereof are meant to encompass the items listed thereafter and equivalents thereof as well as additional items. Unless otherwise noted, the terms "including" and "comprising" are used in an inclusive sense, and should be interpreted as meaning "including, but not limited to."

[0036] In addition, the "multiple" mentioned in the embodiments of the application should be interpreted as two or more than two.

[0037] During the steering driving of the vehicle, the centrifugal force caused by inertia acts on the vehicle center of mass, forming a roll moment, causing the load transfer of the inner and outer sides of the vehicle (referring to the inner and outer sides of steering) to intensify, more load to transfer to the outer side, causing the grip of the inner side wheel to decrease, affecting the driving stability and steering accuracy of the vehicle. In addition, the passengers in the vehicle will shift to the outer side due to the action of centrifugal force, causing the sitting posture to shake, which may distract the driver's attention, reduce the driving confidence, and also directly affect the comfort of the passengers in the vehicle.

[0038] In the related art, the vehicle is usually controlled after the centrifugal force caused by inertia has affected the stability of the vehicle and the comfort of the passengers in the vehicle during the turning of the vehicle. The hysteresis of this control cannot meet the real-time requirements of the driving stability, safety, turning accuracy, and passenger comfort of the vehicle in the vehicle driving scene.

[0039] Based on the above problems, the inventors think that in order to avoid the situation that the hysteresis control cannot meet the real-time requirements of the vehicle driving, the target value of the controlled variable corresponding to the suspension system of the vehicle can be obtained according to the steering data of the vehicle in the early stage of the turning of the vehicle before the influence of the centrifugal force is not obvious, and the feedforward control of the suspension system is realized. At the same time, considering the limitation of single control in control accuracy, after the feedforward control of the suspension system, the control deviation of the above feedforward control is corrected based on different steering data of the vehicle, so as to improve the control accuracy on the basis of ensuring the instantaneity of the control.

[0040] That is, in the embodiments of the present application, when the vehicle is turning, the vehicle is controlled in the opposite direction of the body tilt direction based on feedforward control + feedback control, so as to timely and accurately reduce the load transfer between the inside and outside of the vehicle and the centrifugal force acting on the passengers in the vehicle. Specifically, based on the first steering data of the vehicle, the suspension system of the vehicle is first controlled by feedforward control to achieve rapid response and timely control before the load transfer between the inside and outside of the vehicle appears, so that the vehicle tilts in the opposite direction of the body tilt direction in time, and then the feedback vertical force of the suspension system is obtained according to the second steering data, and the control deviation of the feedforward control is corrected based on the feedback vertical force to correct the control of the suspension system. In this way, the cooperative control mode of feedforward + feedback is adopted to ensure the instantaneity and accuracy of the control, so that the vehicle can be quickly and accurately controlled in the opposite direction of the body tilt direction, the load transfer between the inside and outside of the vehicle and the centrifugal force acting on the passengers in the vehicle are effectively reduced, the vehicle can stably travel and accurately turn, and the driving confidence and attention of the driver and the riding comfort of the passengers in the vehicle are also improved.

[0041] In order to make the objects, technical solutions and advantages of the present application clearer, the following will be described by specific embodiments in conjunction with the accompanying drawings.

[0042] Firstly refer to Figure 1 , Figure 1 The application scenario provided by the embodiments of the present application is schematically shown, which includes a suspension system of a vehicle and a controller. The stiffness and damping of the suspension system are adjustable, and the suspension system can be an active hydraulic suspension system, an active air suspension system, an active electromagnetic suspension system, etc. The suspension system includes a left front suspension, a right front suspension, a left rear suspension and a right rear suspension, each of which is located at the left front wheel, the right front wheel, the left rear wheel and the right rear wheel of the vehicle respectively and is independent. The controller can control the extension and contraction of each suspension by controlling the stiffness and damping of each suspension.

[0043] The controller controls the suspension system of the vehicle by feedforward control based on the obtained first steering data of the vehicle, and then obtains the second steering data of the vehicle, performs feedback control processing according to the second steering data to obtain the feedback vertical force of the suspension system, and corrects the control deviation of the feedforward control based on the feedback vertical force of the suspension system, so as to control the vehicle in the opposite direction of the body tilt direction when the vehicle is turning.

[0044] Optionally, the above-mentioned controller can be a vehicle-mounted controller, a vehicle external controller or a combination of the vehicle-mounted controller and the vehicle external controller, which is a hardware device with data storage, processing and analysis functions. Here, the controller is taken as an example of a vehicle-mounted controller, which can be an electronic control unit (ECU) or the like.

[0045] Exemplarily, the device in the application scenario can also include a plurality of sensors, such as an inertial measurement unit, a steering angle sensor, a vehicle speed sensor, and the like, for collecting lateral acceleration, steering wheel angle, vehicle speed, and the like of the vehicle.

[0046] The vehicle control method provided by the exemplary embodiments of the present application will be described below with reference to the application scenario of Figure 1 Figures 2-3 The application scenario is only shown for the convenience of understanding the spirit and principles of the present application, and the embodiments of the present application are not limited in this respect. On the contrary, the embodiments of the present application can be applied to any applicable scenario.

[0047] Reference is made to Figure 2 , Figure 2 is a flowchart of the vehicle control method provided by an embodiment of the present application. As shown in Figure 2 , the method in the embodiment of the present application can include: Step 201: acquiring first steering data of the vehicle.

[0048] As known from the foregoing, the direct cause of the load transfer between the inner side and the outer side of the vehicle is the centrifugal force caused by inertia acting on the vehicle mass center when the vehicle turns, and the roll moment is proportional to the lateral acceleration, that is, the lateral acceleration is a direct correlation variable of the load transfer between the inner side and the outer side of the vehicle. Therefore, the first steering data in the embodiment can include the lateral acceleration of the vehicle, such as the lateral acceleration at the vehicle mass center, so that the suspension system of the vehicle can be controlled based on the lateral acceleration in the subsequent step.

[0049] In the embodiment, the lateral acceleration of the vehicle is acquired in real time, and the lateral acceleration is defined as a positive value when the vehicle turns left, and the lateral acceleration is defined as a negative value when the vehicle turns right.

[0050] Step 202: performing feedforward control on the suspension system of the vehicle based on the first steering data.

[0051] Exemplarily, the feedforward control can be performed on the suspension system of the vehicle when the absolute value of the lateral acceleration is greater than a first acceleration threshold. Here, the feedforward control is based on the direct correlation variable (i.e., the lateral acceleration) of the load transfer between the inner side and the outer side of the vehicle, and the feedforward vertical force of the suspension system is obtained as an open-loop prediction control of the target value of the controlled variable before the load transfer between the inner side and the outer side of the vehicle appears in the early stage of the vehicle turning.

[0052] The absolute value of the lateral acceleration greater than the first acceleration threshold is used as a prerequisite condition for the feedforward control, in order to prevent the situation that the vehicle does not turn, but a small lateral acceleration is still detected due to the interference of some factors such as road conditions, environment, and the like. ​

[0053] Optionally, in actual application, the embodiment can determine the anti-roll front feed torque of the vehicle based on the lateral acceleration, and then distribute the anti-roll front feed torque based on the wheel track of the vehicle to obtain the front feed vertical force of the suspension system as the target value of the controlled quantity, and then control the suspension system with the corresponding front feed vertical force to realize the front feed control of the suspension system, that is, to control the vehicle in the direction opposite to the body inclination direction in time, to raise the vehicle body on the outside and lower the vehicle body on the inside, and to enhance the grip of the inside wheels.

[0054] For example, when the vehicle turns left, the vehicle load will shift to the right due to the centrifugal effect caused by inertia, and the vehicle body will incline to the right. When the absolute value of the lateral acceleration is greater than the first acceleration threshold, the front feed vertical force of the suspension system is obtained based on the lateral acceleration, and then the suspension system is controlled according to the above front feed vertical force.

[0055] In this way, at the initial stage of the vehicle turning, when the load transfer between the inside and outside of the vehicle has not yet been obvious, the suspension system of the vehicle can be controlled in time and quickly based on the roll torque and the direct correlation variable of the load transfer between the inside and outside of the vehicle, that is, the lateral acceleration, to realize the control of the vehicle in the direction opposite to the body inclination direction, and to reduce the load transfer between the inside and outside of the vehicle and the centrifugal force acting on the passengers in the vehicle.

[0056] It should be noted that the inside and outside of the vehicle mentioned in the embodiment of the application are divided according to the inside and outside of the turning, that is, when the vehicle turns, the inside of the vehicle refers to the side close to the turning center, and the outside of the vehicle refers to the side away from the turning center. For example, when the vehicle turns left, the left side of the vehicle is the inside of the vehicle, and the right side of the vehicle is the outside of the vehicle.

[0057] Step 203, obtaining second turning data of the vehicle, and performing feedback control processing according to the second turning data to obtain the feedback vertical force of the suspension system.

[0058] Here, the feedback control processing is a processing based on the deviation between the target roll angle and the actual roll angle to obtain the feedback vertical force of the suspension system to correct the control deviation of the front feed control.

[0059] Optionally, the second turning data can include the steering wheel angle, the vehicle speed, and the height of the suspension system. Based on the steering wheel angle and the vehicle speed, and the pre-stored relationship of the steering wheel angle-vehicle speed-roll angle, the target roll angle of the vehicle can be obtained. Based on the height of the suspension system, the actual roll angle of the vehicle can be obtained. The roll angle refers to the roll angle of the vehicle around the longitudinal axis of the vehicle.

[0060] Here, the vehicle turning radius and the vehicle speed are the most direct variables representing the vehicle turning, and the steering wheel turning angle is negatively correlated with the vehicle turning radius, and both the steering wheel turning angle and the vehicle speed are variables that can be easily obtained in real time, so the steering wheel turning angle, the vehicle speed and the roll angle are associated in this embodiment. The pre-stored relationship between the steering wheel turning angle, the vehicle speed and the roll angle can be obtained according to a large number of roll angle related tests of the vehicle under different steering wheel turning angles and different vehicle speeds, so that at the target roll angle, the vehicle turning stability can be improved and the influence of the centrifugal force on the passengers in the vehicle can be reduced. In this way, based on the pre-stored relationship between the steering wheel turning angle, the vehicle speed and the roll angle, the target roll angle under the current turning condition of the vehicle can be quickly and accurately matched without complex calculation, the response speed of the feedback control is improved, and at the same time, since the target roll angle obtained is the roll angle that can improve the vehicle turning stability and reduce the influence of the centrifugal force on the passengers in the vehicle under the current turning condition of the vehicle, the accuracy and effectiveness of the feedback control are also improved, thereby improving the vehicle turning stability and safety.

[0061] In actual application, the embodiment performs feedback control processing according to the deviation between the actual roll angle and the target roll angle of the vehicle, obtains the anti-roll feedback moment of the vehicle, and distributes the anti-roll feedback moment based on the wheel track of the vehicle to obtain the feedback vertical force of the suspension system, so that the control deviation of the feedforward control is subsequently corrected based on the feedback vertical force. Here, the feedback control processing can include feedback control methods such as proportional-integral-derivative (PID) control, fuzzy control and adaptive control, which are not specifically limited here.

[0062] Step 204, correcting the control deviation of the feedforward control based on the feedback vertical force of the suspension system, so that the vehicle is controlled in the direction opposite to the body inclination direction when the vehicle turns.

[0063] In this embodiment, the feedforward control obtains the feedforward vertical force of the suspension system in advance based on the direct correlation variables of the load transfer inside and outside the vehicle to control, which ensures the instantaneity of the control. On this basis, considering the limitations of single control in control accuracy and anti-unknown disturbance and sudden interference, the feedback control is introduced in this embodiment to obtain the feedback vertical force based on the deviation between the target roll angle and the actual roll angle under the feedforward control, and then the control deviation of the feedforward control is corrected according to the feedback vertical force to make up for the defects of the feedforward control in control accuracy and anti-interference ability, so that both the quick response and the control accuracy are ensured.

[0064] In some embodiments, the feedforward vertical force includes a feedforward vertical force for each suspension in the suspension system, and the feedback vertical force includes a feedback vertical force for each suspension in the suspension system. When the control deviation of the feedforward control is corrected, for each suspension, a final vertical force of the suspension can be obtained based on the feedforward vertical force and the feedback vertical force of the suspension, and the suspension is controlled based on the final vertical force. For example, the sum of the feedforward vertical force and the feedback vertical force is taken as the final vertical force.

[0065] In the embodiment, the control deviation of the feedforward control is corrected based on the feedback vertical force, that is, a cooperative control mode of feedforward + feedback is adopted. The vehicle suspension system can be controlled in time and quickly at the initial stage of vehicle turning, before the load transfer between the inner side and the outer side of the vehicle appears. The control of the suspension system can be accurately corrected based on the deviation between the actual roll angle and the target roll angle, and finally the vehicle is controlled in the direction opposite to the body inclination direction quickly and accurately, so as to effectively reduce the load transfer between the inner side and the outer side of the vehicle and the influence of centrifugal force on the passengers in the vehicle.

[0066] Optionally, the embodiment repeats the steps 201 to 204 at a preset time interval during the vehicle turning until the vehicle turning ends. For example, when the absolute value of the lateral acceleration of the vehicle is less than a second acceleration threshold, it can be considered that the vehicle turning ends. The second acceleration threshold can be less than the first acceleration threshold. In this way, during the vehicle turning, the control of the suspension system of the vehicle can be dynamically adjusted in real time according to the specific situation of the vehicle turning, and the vehicle is accurately controlled in the direction opposite to the body inclination direction.

[0067] The vehicle control method provided by the embodiment first controls the suspension system of the vehicle based on the first steering data of the vehicle, so as to quickly respond and control in time at the initial stage of vehicle turning, before the load transfer between the inner side and the outer side of the vehicle appears, and then obtains the feedback vertical force of the suspension system according to the second steering data, and corrects the control deviation of the feedforward control based on the feedback vertical force, so as to correct the control of the suspension system. In this way, the cooperative control mode of feedforward + feedback guarantees the instantaneity and accuracy of the control, and the vehicle can be quickly and accurately controlled in the direction opposite to the body inclination direction, the load transfer between the inner side and the outer side of the vehicle and the centrifugal force acting on the passengers in the vehicle are effectively reduced, the vehicle can stably travel and accurately turn, and the driving confidence and attention of the driver and the riding comfort of the passengers in the vehicle are improved.

[0068] Furthermore, as mentioned above, by implementing feedforward control of the vehicle's suspension system and correcting the control deviation based on the feedback vertical force, a synergistic effect of prediction and correction can be achieved. This allows for rapid and precise control of the vehicle's body tilt in the opposite direction, effectively reducing load transfer between the vehicle's interior and exterior sides. Therefore, in this embodiment, the details of how to perform feedforward control and how to obtain the feedback vertical force of the suspension system can be further refined.

[0069] Figure 3 This is a schematic flowchart of a vehicle control method provided in another embodiment of this application. For example... Figure 3 As shown, the method in the embodiments of this application may include: Step 301: Obtain the lateral acceleration of the vehicle.

[0070] Optionally, the lateral acceleration is defined as positive when the vehicle turns left and negative when the vehicle turns right. In this embodiment, it is first determined whether the absolute value of the lateral acceleration is greater than a first acceleration threshold. If so, feedforward control is performed on the vehicle's suspension system; otherwise, no feedforward control is performed on the vehicle's suspension system.

[0071] Here, the absolute value of the lateral acceleration being greater than the first acceleration threshold is used as a prerequisite for feedforward control in order to prevent situations where the vehicle is not turning but a small lateral acceleration is still detected due to interference from factors such as road conditions and environment, thus avoiding misjudgment and ineffective control.

[0072] Step 302: Based on the lateral acceleration and vehicle roll-related parameters, determine the anti-roll feedforward moment of the vehicle, distribute the anti-roll feedforward moment based on the vehicle wheel track to obtain the feedforward vertical force of the suspension system, and perform feedforward control on the suspension system based on the feedforward vertical force.

[0073] Optionally, vehicle roll-related parameters may include the vehicle's sprung mass, center of gravity height, and roll center height. Here, the center of gravity height and roll center height are vehicle design parameters, which can be understood as baseline values. Once the vehicle is determined, the center of gravity height and roll center height are fixed accordingly. The vehicle track includes the front axle track and the rear axle track, which are also vehicle design parameters. Once the vehicle is determined, the track is also fixed accordingly. To obtain the sprung mass, during the vehicle's current driving process, when both the longitudinal and lateral accelerations are less than the set acceleration values ​​(i.e., when the vehicle is traveling at a constant speed in a straight line), the displacements of each suspension component in the vehicle's suspension system can be obtained. Based on the displacements of each suspension component and the spring stiffness of each suspension component, the sprung mass *m* can be obtained, such as *m = (k1x1 + k2x2 + k3x3 + k4x4)*. (1 / g), wherein xi (i=1, 2, 3, 4) is the absolute value of the displacement of each suspension, ki is the spring stiffness of each suspension, and g is the acceleration of gravity.

[0074] In this embodiment, the lateral acceleration obtained can be first subjected to low-pass filtering processing to filter out high-frequency noise and eliminate invalid interference signals, thereby ensuring the accuracy of the subsequent obtained feedforward vertical force. Then, based on the filtered lateral acceleration and the roll-related parameters of the vehicle, the anti-roll feedforward torque at the vehicle mass center is obtained. The expression of the anti-roll feedforward torque is as follows: M1 = m Ay (h-hr) ka In the formula, M1 is the anti-roll feedforward torque, m is the sprung mass, Ay is the lateral acceleration, such as the filtered lateral acceleration, h is the mass center height, hr is the roll center height, h-hr is a positive value, ka is the feedforward gain coefficient, which is a positive value, used to adjust the feedforward control strength and avoid feedforward overcompensation, and can be obtained based on a large number of anti-roll feedforward torque-related tests according to the specific application scenario. Among them, according to the lateral acceleration, the sprung mass, and the actual mass center height and roll center height, the roll torque is obtained, and the present embodiment is to balance the roll torque to reduce the load transfer between the inside and outside of the vehicle, so the anti-roll feedforward torque is obtained based on the roll torque to precisely balance the roll torque.

[0075] After obtaining the anti-roll feedforward torque of the vehicle, the anti-roll feedforward torque is distributed based on the front axle track and the rear axle track of the vehicle, so as to obtain the feedforward vertical force of each suspension in the suspension system. The expression of the feedforward vertical force is as follows: F fl 1=-0.5 M1 / B frnt F fr 1=0.5 M1 / B frnt F rl 1=-0.5 M1 / B rear F rr 1=0.5 M1 / B rear In the formula, F fl 1、F fr 1、F rl 1and F rr 1are the feedforward vertical forces of the left front suspension, the right front suspension, the left rear suspension, and the right rear suspension, respectively, B frnt is the front axle track, and Brear is a negative value, indicating a vertical downward force, representing the force of the suspension acting on the vehicle body downward, for suppressing the vehicle body from lifting, lowering the height of the vehicle body, and the feedforward vertical force is a positive value, indicating a vertical upward force, representing the force of the suspension acting on the vehicle body upward, for supporting the gravity of the vehicle body, lifting the height of the vehicle body.

[0076] In this way, after obtaining the feedforward vertical force of each suspension, the feedforward vertical force is used to control each suspension, so as to realize the feedforward control of each suspension. For example, when the vehicle turns left, due to the centrifugal effect caused by inertia, the vehicle load will shift to the right, and the vehicle body will tilt to the right. When the absolute value of the lateral acceleration is greater than the first acceleration threshold, the feedforward vertical forces of the left front suspension and the left rear suspension are negative values, and the feedforward vertical forces of the right front suspension and the right rear suspension are positive values based on the lateral acceleration. According to the above feedforward vertical forces, each suspension is controlled to make the vehicle body tilt to the left.

[0077] In this embodiment, when the vehicle turns, the generation of the roll moment and the direct correlation variable of the load shift between the inner side and the outer side of the vehicle, i.e. the lateral acceleration, precedes the roll of the vehicle body. The anti-roll feedforward moment is obtained through the lateral acceleration, and then the feedforward vertical force of the suspension system is obtained. The suspension system can be controlled in time and quickly at the initial stage of the vehicle turning, when the load shift between the inner side and the outer side of the vehicle has not yet been obvious, so as to control the vehicle in the opposite direction of the roll direction of the vehicle body, thereby suppressing the load shift between the inner side and the outer side of the vehicle and the influence of the centrifugal force on the passengers in the vehicle without lag.

[0078] In step 303, the steering wheel angle and the vehicle speed of the vehicle are obtained, the angle deviation between the target roll angle and the actual roll angle of the vehicle is determined according to the steering wheel angle and the vehicle speed, and the feedback control processing is performed based on the angle deviation to obtain the feedback vertical force of the suspension system.

[0079] Optionally, the roll angle refers to the roll angle of the vehicle around the longitudinal axis of the vehicle. In this embodiment, the roll angular velocity of the vehicle or the height of the suspension system can also be obtained. For example, the roll angular velocity of the vehicle can be obtained by a gyroscope, and the height of the suspension system can be obtained by a height sensor.

[0080] In some embodiments, when determining the angle deviation between the target roll angle and the actual roll angle of the vehicle, the target roll angle can be obtained based on the steering wheel angle, the vehicle speed, and the preset corresponding relationship between the steering wheel angle, the vehicle speed and the roll angle, the actual roll angle can be obtained according to the roll angular velocity or the height of the suspension system, and then the difference between the target roll angle and the actual roll angle is taken as the angle deviation.

[0081] Optionally, the vehicle speed in the embodiment is a longitudinal vehicle speed, and the preset corresponding relationship between the steering wheel angle, the vehicle speed and the roll angle can be obtained according to a large number of roll angle related tests of the vehicle under different steering wheel angles and different longitudinal vehicle speeds, so that the target roll angle under the target roll angle can improve the vehicle turning stability and reduce the centrifugal force suffered by the passengers in the vehicle. Wherein, for the target roll angle, the right roll is defined as positive, and the left roll is defined as negative.

[0082] For example, the steering wheel is turned left, and the vehicle turns left. Due to the centrifugal effect caused by inertia, the vehicle body will tilt to the right. The steering wheel angle is 90° (here, the steering wheel is defined as positive when it is turned left, and as negative when it is turned right), and the longitudinal vehicle speed is 50kph. Based on the preset corresponding relationship between the steering wheel angle, the vehicle speed and the roll angle, the target roll angle is-2°, which is tilted to the left, and is in the opposite direction of the body roll direction.

[0083] For example, the roll angle velocity can be integrated to obtain the actual roll angle, or the height difference of each suspension in the lateral direction of the vehicle can be determined according to the height of each suspension in the suspension system, and then the actual roll angle can be obtained based on the height difference and the wheel track of the vehicle. Of course, the actual roll angle can also be obtained by other methods, which is not limited here.

[0084] In the embodiment, the steering wheel angle directly reflects the size of the vehicle turning, such as large turning or small turning, and the longitudinal vehicle speed represents the vehicle driving dynamics, such as high speed or low speed. The steering wheel angle + longitudinal vehicle speed can completely describe the dynamic scene of the vehicle turning, and both the steering wheel angle and the longitudinal vehicle speed are easy to obtain in real time. Therefore, the steering wheel angle, the longitudinal vehicle speed and the roll angle are selected to be associated in the embodiment. Meanwhile, the preset corresponding relationship between the steering wheel angle, the vehicle speed and the roll angle is obtained according to a large number of roll angle related tests of the vehicle under different steering wheel angles and different longitudinal vehicle speeds. In this way, based on the preset corresponding relationship between the steering wheel angle, the vehicle speed and the roll angle, the target roll angle under the current turning condition of the vehicle can be quickly and accurately matched without complex calculation process, which improves the response speed of the feedback control. At the same time, since the target roll angle obtained is the roll angle that can improve the vehicle turning stability and reduce the centrifugal force suffered by the passengers in the vehicle under the current turning condition of the vehicle, the accuracy and effectiveness of the feedback control are also improved. The actual roll angle is obtained based on the roll angle velocity or the height of the suspension system, which is simple to calculate and has high precision and authenticity.

[0085] In some embodiments, when the feedback vertical force of the suspension system is obtained based on the angle deviation, the anti-roll feedback torque of the vehicle can be obtained based on the angle deviation and a preset gain coefficient, and then the anti-roll feedback torque is distributed according to the wheel track of the vehicle to obtain the feedback vertical force of the suspension system.

[0086] Optionally, the anti-roll feedback torque is used to suppress the roll torque formed when the vehicle turns. In this embodiment, the anti-roll feedback torque of the vehicle is obtained by using the PID control method, wherein the preset gain coefficients include a proportional gain coefficient, an integral gain coefficient and a differential gain coefficient.

[0087] For example, when determining the anti-roll feedback torque of the vehicle, the proportional anti-roll torque can be obtained based on the angle deviation and the proportional gain coefficient. S1, obtaining the proportional anti-roll torque based on the angle deviation and the proportional gain coefficient.

[0088] S2, obtaining the integral anti-roll torque according to the accumulated deviation of the angle deviation and the integral gain coefficient.

[0089] S3, obtaining the differential anti-roll torque based on the rate of change of the angle deviation and the differential gain coefficient.

[0090] S4, determining the anti-roll feedback torque of the vehicle according to the sum of the proportional anti-roll torque, the integral anti-roll torque and the differential anti-roll torque.

[0091] The proportional gain coefficient in the preset gain coefficient is essentially an amplification coefficient of the deviation signal (i.e. the angle deviation), which is used to quickly respond to the current control deviation. The integral gain coefficient is essentially an amplification coefficient of the deviation accumulation, which is used to eliminate the steady-state error and improve the long-term control accuracy. The differential gain coefficient is essentially an amplification coefficient of the rate of change of the deviation, which is used to predict the deviation trend and suppress the overshoot. Here, the proportional gain coefficient, the integral gain coefficient and the differential gain coefficient can be obtained based on specific application scenarios through a large number of anti-roll feedback torque related tests.

[0092] Optionally, after obtaining the angle deviation based on the difference between the target roll angle and the actual roll angle, the angle deviation is taken as the input value of the closed-loop proportional term, and the product of the angle deviation and the proportional gain coefficient is taken as the proportional anti-roll torque. The angle deviation is integrated to obtain the accumulated deviation of the angle deviation as the input value of the closed-loop integral term, and the integral anti-roll torque is obtained according to the product of the accumulated deviation and the integral gain coefficient. The angle deviation is differentiated to obtain the rate of change of the angle deviation as the input value of the closed-loop differential term, and the differential anti-roll torque is obtained according to the product of the rate of change and the differential gain coefficient.

[0093] Then, the obtained proportional anti-roll torque, integral anti-roll torque and differential anti-roll torque are added to obtain the anti-roll feedback torque at the center of mass of the vehicle.

[0094] In this embodiment, based on the angle deviation between the target roll angle matching the current turning condition of the vehicle and the actual roll angle under the feedforward control, a PID control method is used for feedback control processing, and through the synergistic effect of the three links of proportion, integration and differentiation, the dynamic response speed and the steady-state control accuracy can be considered, and the anti-roll feedback moment of the vehicle is accurately obtained. The anti-roll feedback moment is distributed to each suspension in the subsequent process, and the corresponding feedback vertical force is provided as the core parameter support.

[0095] For example, after determining the anti-roll feedback moment of the vehicle, the anti-roll feedback moment is distributed based on the front axle track and the rear axle track of the vehicle, so as to obtain the feedback vertical force of each suspension in the suspension system. The expression of the feedback vertical force is: F fl 2=-0.5 (-M2) / B frnt F fr 2=0.5 (-M2) / B frnt F rl 2=-0.5 (-M2) / B rear F rr 2=0.5 (-M2) / B rear In the formula, F fl 2, F fr 2, F rl 2and F rr 2are the feedback vertical forces of the left front suspension, the right front suspension, the left rear suspension and the right rear suspension respectively, and M2is the anti-roll feedback moment. Similar to the feedforward vertical force, the feedback vertical force is negative, indicating the force vertically downward, indicating that the force of the suspension on the vehicle body is downward, which is used to suppress the lifting of the vehicle body and reduce the height of the vehicle body. The feedback vertical force is positive, indicating the force vertically upward, indicating that the force of the suspension on the vehicle body is upward, which is used to support the gravity of the vehicle body and lift the height of the vehicle body.

[0096] In this embodiment, first, based on the parameters such as steering wheel angle and longitudinal vehicle speed that can describe the dynamic turning of the vehicle, the angle deviation between the actual roll angle and the target roll angle of the vehicle is determined, and then the angle deviation is processed to obtain the feedback vertical force of the suspension system. Provide support for subsequent feedback control to compensate for the control deviation of the feedforward control.

[0097] Step 304, based on the feedback vertical force of the suspension system, the control deviation of the feedforward control is corrected to control the vehicle in the opposite direction of the body inclination direction of the vehicle during turning.

[0098] Optionally, for each suspension, the sum of the feedforward vertical force and the feedback vertical force of the suspension can be taken as the final vertical force of the suspension. Furthermore, based on the final vertical force of each suspension, each suspension is controlled to provide a supporting force or a pulling force to the vehicle body, so as to finally accurately control the vehicle in the direction opposite to the body tilting direction.

[0099] Here, the control deviation of the feedforward control is corrected based on the feedback vertical force, that is, a cooperative control mode of feedforward + feedback is adopted, so that the suspension system of the vehicle can be timely and quickly controlled at the initial stage of the vehicle turning, before the load transfer between the inner side and the outer side of the vehicle appears, and the control of the suspension system can be accurately corrected based on the deviation between the actual roll angle and the target roll angle, so as to finally realize the quick and accurate control of the vehicle in the direction opposite to the body tilting direction, effectively reducing the load transfer between the inner side and the outer side of the vehicle and the influence of the centrifugal force on the passengers in the vehicle. Thus, the vehicle can be stably driven and accurately turned, and the riding comfort of the passengers in the vehicle and the driving confidence and attention of the driver are improved.

[0100] It should be noted that the above steps 301 to 304 are repeatedly executed at preset time intervals during the turning of the vehicle until the current turning of the vehicle is completed. In this way, during the turning of the vehicle, the control of the suspension system of the vehicle can be dynamically adjusted in real time according to the specific situation of the turning of the vehicle, and the vehicle can be accurately controlled in the direction opposite to the body tilting direction.

[0101] The specific implementation process and principles of steps 301 to 304 in this embodiment can be referred to the related descriptions in the foregoing embodiments, which will not be described here again.

[0102] In a possible implementation, after obtaining the first steering data of the vehicle, the second steering data of the vehicle can also be obtained, the feedforward control processing is performed according to the first steering data to obtain the feedforward vertical force of the suspension system, the feedback control processing is performed according to the second steering data to obtain the feedback vertical force of the suspension system, and then the final vertical force of the suspension system is determined based on the feedforward vertical force and the feedback vertical force of the suspension system, and the suspension system is controlled based on the final vertical force.

[0103] Optionally, the first steering data can include the lateral acceleration of the vehicle, and the second steering data can include the steering wheel angle, the longitudinal vehicle speed, and the roll angular velocity of the vehicle or the height of the suspension system.

[0104] When the feedforward control processing is performed to obtain the feedforward vertical force of the suspension system, the anti-roll feedforward torque of the vehicle can be determined based on the lateral acceleration, and then the anti-roll feedforward torque is distributed based on the wheel track of the vehicle to obtain the feedforward vertical force of the suspension system.

[0105] When the feedback vertical force of the suspension system is obtained through the feedback control processing, the target roll angle of the vehicle can be determined according to the steering wheel angle and the vehicle speed, the actual roll angle of the vehicle can be obtained based on the roll angular velocity or the height of the suspension system, and then the difference between the target roll angle and the actual roll angle is taken as the angle deviation. Then, the anti-roll feedback torque of the vehicle is obtained based on the angle deviation and a preset gain coefficient, and the anti-roll feedback torque is distributed based on the wheel track of the vehicle to obtain the feedback vertical force of the suspension system.

[0106] Then, for each suspension in the suspension system, the feedforward vertical force of the suspension is added to the feedback vertical force to obtain the final vertical force of the suspension. Thus, based on the final vertical force of each suspension, each suspension is controlled to enable the suspension system to provide a supporting force or a pulling force to the vehicle body, and finally the vehicle is controlled in the direction opposite to the body tilting direction.

[0107] In this embodiment, the feedforward control and the feedback control of the suspension system are performed simultaneously in one control cycle, that is, the feedforward control and the feedback control are performed in parallel, which can realize real-time cooperation of the feedforward control and the feedback control, accurately correct the control of the suspension system without delay, and ensure that the suspension system of the vehicle is controlled in time at the initial stage of turning, so as to finally realize rapid and accurate control of the vehicle in the direction opposite to the body tilting direction, effectively suppress the load transfer between the inner side and the outer side of the vehicle and the influence of the centrifugal force on the passengers in the vehicle, and improve the driving stability and the steering accuracy of the vehicle, and enhance the riding comfort of the passengers in the vehicle and the driving confidence and attention of the driver.

[0108] The specific implementation process and principles of this embodiment can refer to the related descriptions in the foregoing embodiments, which will not be described here.

[0109] It should be understood that the size of the serial number of each step in the above embodiments does not mean the order of execution, and the execution order of each process should be determined according to its function and inherent logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0110] Figure 4 is a structural schematic diagram of a vehicle control device provided by an embodiment of the present application. As shown in Figure 4 The vehicle control device provided by the embodiment can include an acquisition module 401, a control module 402, an obtaining module 403, and an adjusting module 404.

[0111] The acquisition module 401 is configured to acquire first steering data of a vehicle.

[0112] The control module 402 is configured to perform feedforward control on a suspension system of the vehicle based on the first steering data.

[0113] The obtaining module 403 is configured to obtain second steering data of the vehicle, and perform feedback control processing on the second steering data to obtain feedback vertical forces of the suspension system.

[0114] The adjusting module 404 is configured to correct a control deviation of the feedforward control based on the feedback vertical forces of the suspension system, so as to control the vehicle in a direction opposite to a body roll direction of the vehicle when the vehicle is turning.

[0115] In a possible implementation, the second steering data includes a steering wheel angle and a vehicle speed of the vehicle; and the obtaining module 403 is further configured to: determine an angle deviation between a target roll angle and an actual roll angle of the vehicle according to the steering wheel angle and the vehicle speed; perform feedback control processing on the angle deviation to obtain the feedback vertical forces of the suspension system.

[0116] In a possible implementation, the second steering data further includes a roll angular velocity or a height of the suspension system; and the obtaining module 403 is further configured to: obtain the target roll angle based on the steering wheel angle, the vehicle speed, and a preset correspondence between a steering wheel angle, a vehicle speed and a roll angle; obtain the actual roll angle according to the roll angular velocity or the height of the suspension system; determine a difference between the target roll angle and the actual roll angle as the angle deviation.

[0117] In a possible implementation, the obtaining module 403 is further configured to: obtain an anti-roll feedback moment of the vehicle based on the angle deviation and a preset gain coefficient; the anti-roll feedback moment is used to suppress a roll moment formed when the vehicle is turning; distribute the anti-roll feedback moment according to a wheel track of the vehicle to obtain the feedback vertical forces of the suspension system.

[0118] In a possible implementation, the preset gain coefficient includes a proportional gain coefficient, an integral gain coefficient and a differential gain coefficient; and the obtaining module 403 is further configured to: obtain a proportional anti-roll moment based on the angle deviation and the proportional gain coefficient; obtain an integral anti-roll moment according to a cumulative deviation of the angle deviation and the integral gain coefficient; obtain a differential anti-roll moment based on a rate of change of the angle deviation and the differential gain coefficient; determine the anti-roll feedback moment of the vehicle according to a sum of the proportional anti-roll moment, the integral anti-roll moment and the differential anti-roll moment.

[0119] In one possible implementation, the first steering data includes the lateral acceleration of the vehicle; the control module 402 is further configured to: Based on the lateral acceleration and the vehicle's roll-related parameters, the anti-roll feedforward moment of the vehicle is determined; The anti-roll feedforward moment is distributed based on the vehicle wheelbase to obtain the feedforward vertical force of the suspension system; The suspension system is fed forward control based on the feedforward vertical force.

[0120] In one possible implementation, the suspension system includes a left front suspension, a right front suspension, a left rear suspension, and a right rear suspension; the feedforward vertical force includes a feedforward vertical force on each suspension in the suspension system, and the feedback vertical force includes a feedback vertical force on each suspension in the suspension system; the adjustment module 404 is further configured to: For each suspension, the final vertical force of the suspension is obtained based on the feedforward vertical force and the feedback vertical force of that suspension. The suspension is controlled based on the final vertical force.

[0121] In one possible implementation, the adjustment module 404 is also used for: Obtain the second steering data of the vehicle; Based on the first steering data, feedforward control processing is performed to obtain the feedforward vertical force of the suspension system; based on the second steering data, feedback control processing is performed to obtain the feedback vertical force of the suspension system. Based on the feedforward vertical force and feedback vertical force of the suspension system, the final vertical force of the suspension system is determined, and the suspension system is controlled based on the final vertical force.

[0122] It should be noted that the information interaction and execution process between the above-mentioned devices / units are based on the same concept as the method embodiments of this application. For details on their specific functions and technical effects, please refer to the method embodiments section, and they will not be repeated here.

[0123] Figure 5 This is a schematic diagram of the controller provided in one embodiment of this application. Figure 5 As shown, the controller 500 of this embodiment includes a processor 510 and a memory 520, wherein the memory 520 stores a computer program 521 that can run on the processor 510. When the processor 510 executes the computer program 521, it implements the steps in any of the above method embodiments, for example... Figure 2The steps 201 to 204 are shown. Alternatively, the processor 510 implements the functions of the modules / units in the above-mentioned apparatus embodiments when executing the computer program 521, for example Figure 4 The functions of the modules 401 to 404 are shown.

[0124] For example, the computer program 521 can be segmented into one or more modules / units, one or more modules / units are stored in the memory 520 and executed by the processor 510 to complete the present application. The one or more modules / units can be a series of computer program instruction segments capable of completing a specific function, which are used to describe the execution process of the computer program 521 in the controller 500.

[0125] Those skilled in the art can understand that Figure 5 The controller is only an example and does not constitute a limitation on the controller, and can include more or fewer components than shown, or combine certain components, or different components, such as input / output devices, network access devices, buses, etc.

[0126] The processor 510 can be a central processing unit (CPU), and can also be other general-purpose processors, digital signal processors (DSP), application specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor.

[0127] The memory 520 can be an internal storage unit of the controller, such as a hard disk or memory of the controller, and can also be an external storage device of the controller, such as a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. The above-mentioned memory 520 can include both the internal storage unit and the external storage device of the controller. The above-mentioned memory 520 is used to store computer programs and other programs and data required by the controller. The memory 520 can also be used to temporarily store data that has been output or will be output.

[0128] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the above-mentioned division of each functional unit and module is exemplified, and in actual application, the above-mentioned functions can be completed by different functional units and modules according to needs, that is, the internal structure of the device is divided into different functional units or modules to complete all or part of the functions described above. Each functional unit and module in the embodiment can be integrated in one processing unit, or each unit can be physically present separately, or two or more units can be integrated in one unit. The above-mentioned integrated unit can be realized in the form of hardware or software. In addition, the specific names of each functional unit and module are only for the convenience of mutual distinction, and do not limit the protection scope of the present application. The specific working process of the unit and module in the above system can refer to the corresponding process in the foregoing method embodiment, which will not be described here.

[0129] An embodiment of the present application also provides a vehicle, comprising a suspension system and the controller.

[0130] An embodiment of the present application also provides a computer readable storage medium, which stores a computer program, and the computer program is executed by a processor to implement the vehicle control method.

[0131] In the above embodiments, the description of each embodiment has its own emphasis, and the parts not described or recorded in detail in a certain embodiment can be referred to the related description of other embodiments.

[0132] Those of ordinary skill in the art can realize that the units and algorithm steps of each example described in connection with the embodiments disclosed herein can be realized in electronic hardware, or in a combination of computer software and electronic hardware. Whether the functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the present application.

[0133] In the embodiments provided in the present application, it should be understood that the disclosed devices / controllers and methods can be implemented in other ways. For example, the device / controller embodiments described above are only schematic. For example, the division of the modules or units is only a logical function division, and actual implementation can have another division manner. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the units or components shown or discussed can be indirect coupling or communication connection through some interface, device or unit, and can be electrical, mechanical or other forms.

[0134] The units described as separate components may or may not be physically separate, and the components displayed as units may or may not be physical units, i.e., may be located in one place, or may be distributed to multiple network units. Part or all of the units can be selected according to actual needs to achieve the purpose of the embodiment scheme.

[0135] In addition, each functional unit in each embodiment of the present application can be integrated in one processing unit, or each unit can exist physically, or two or more units can be integrated in one unit. The integrated unit can be realized in the form of hardware or in the form of a software functional unit.

[0136] The integrated module / unit, if realized in the form of a software functional unit and sold or used as an independent product, can be stored in a computer readable storage medium. Based on this understanding, all or part of the processes in the above-mentioned embodiment methods can also be completed by a computer program instructing related hardware, and the computer program can be stored in a computer readable storage medium. When the processor executes the computer program, the steps of each method embodiment can be implemented. The computer program includes computer program code, which can be in the form of source code, object code, executable files or some intermediate forms, etc. The computer readable medium can include any entity or device that can carry the computer program code, recording medium, U disk, mobile hard disk, magnetic disk, optical disk, computer memory, read-only memory (Read-Only Memory, ROM), random access memory (Random Access Memory, RAM), electric carrier signal, telecommunication signal and software distribution medium, etc.

[0137] The above-described embodiments are only used to illustrate the technical solutions of the present application, rather than limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: it can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement to part of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the protection scope of the present application.

Claims

1. A vehicle control method characterized by, The method comprises: obtaining first steering data of a vehicle; performing feedforward control on a suspension system of the vehicle based on the first steering data; obtaining second steering data of the vehicle, performing feedback control processing based on the second steering data to obtain feedback vertical forces of the suspension system; correcting a control deviation of the feedforward control based on the feedback vertical forces of the suspension system, so that the vehicle is controlled in a direction opposite to a body roll direction when the vehicle is turning.

2. The vehicle control method according to claim 1, characterized by, The second steering data comprises a steering wheel angle and a vehicle speed of the vehicle; The feedback control processing based on the second steering data to obtain the feedback vertical forces of the suspension system comprises: determining an angle deviation between a target roll angle and an actual roll angle of the vehicle based on the steering wheel angle and the vehicle speed; performing feedback control processing based on the angle deviation to obtain the feedback vertical forces of the suspension system.

3. The vehicle control method according to claim 2, characterized by, The second steering data further comprises a roll angular velocity or a height of the suspension system; The determination of the angle deviation between the target roll angle and the actual roll angle of the vehicle based on the steering wheel angle and the vehicle speed comprises: obtaining the target roll angle based on the steering wheel angle, the vehicle speed, and a preset correspondence between the steering wheel angle, the vehicle speed, and the roll angle; obtaining the actual roll angle based on the roll angular velocity or the height of the suspension system; taking a difference between the target roll angle and the actual roll angle as the angle deviation.

4. The vehicle control method according to claim 2, characterized by The feedback control processing based on the angle deviation to obtain the feedback vertical forces of the suspension system comprises: obtaining an anti-roll feedback torque of the vehicle based on the angle deviation and a preset gain coefficient; the anti-roll feedback torque is used to suppress a roll torque formed when the vehicle is turning; distributing the anti-roll feedback torque based on a wheel track of the vehicle to obtain the feedback vertical forces of the suspension system.

5. The vehicle control method according to claim 4, characterized by The preset gain coefficient comprises a proportional gain coefficient, an integral gain coefficient, and a differential gain coefficient; The obtaining of the anti-roll feedback torque of the vehicle based on the angle deviation and the preset gain coefficient comprises: obtaining a proportional anti-roll torque based on the angle deviation and the proportional gain coefficient; obtaining an integral anti-roll torque based on a cumulative deviation of the angle deviation and the integral gain coefficient; obtaining a differential anti-roll torque based on a change rate of the angle deviation and the differential gain coefficient; determining the anti-roll feedback torque of the vehicle based on a sum of the proportional anti-roll torque, the integral anti-roll torque, and the differential anti-roll torque.

6. The vehicle control method according to any one of claims 1 to 5, characterized by, The first steering data comprises a lateral acceleration of the vehicle; The feedforward control on the suspension system of the vehicle based on the first steering data comprises: determining an anti-roll feedforward torque of the vehicle based on the lateral acceleration and a roll-related parameter of the vehicle; distributing the anti-roll feedforward torque based on a wheel track of the vehicle to obtain feedforward vertical forces of the suspension system; performing feedforward control on the suspension system based on the feedforward vertical forces.

7. The vehicle control method according to claim 6, characterized by, The suspension system comprises a left front suspension, a right front suspension, a left rear suspension and a right rear suspension; the feed-forward vertical force comprises a feed-forward vertical force for each suspension in the suspension system, and the feedback vertical force comprises a feedback vertical force for each suspension in the suspension system; The control deviation of the feed-forward control is corrected based on the feedback vertical force of the suspension system, comprising: For each suspension, a final vertical force of the suspension is obtained based on the feed-forward vertical force and the feedback vertical force of the suspension; The suspension is controlled based on the final vertical force.

8. The vehicle control method according to claim 1, characterized by After the first steering data of the vehicle is obtained, the method further comprises: Obtaining second steering data of the vehicle; According to the first steering data, a feed-forward control process is performed to obtain a feed-forward vertical force of the suspension system, and according to the second steering data, a feedback control process is performed to obtain a feedback vertical force of the suspension system; Based on the feed-forward vertical force and the feedback vertical force of the suspension system, a final vertical force of the suspension system is determined, and the suspension system is controlled based on the final vertical force.

9. A controller comprising a memory and a processor, the memory having stored therein a computer program executable on the processor, characterized in that, The processor executes the computer program to implement the vehicle control method of any one of claims 1 to 8.

10. A vehicle characterized by comprising: The controller comprises a suspension system and the controller of claim 9.

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