Vehicle body roll adjusting method, medium and equipment for improving riding comfort

Abstract

The invention discloses a vehicle body roll adjusting method and device for improving riding comfort, a storage medium and electronic equipment, and the method comprises the steps that under the characteristic working condition of high roll risk, the load transfer direction of a to-be-controlled vehicle is determined based on the current acceleration of the to-be-controlled vehicle; based on the load transfer direction, judging whether the vehicle body of the to-be-controlled vehicle can roll or not; if the vehicle body of the to-be-controlled vehicle can roll, the rear wheel turning angle of the to-be-controlled vehicle is controlled based on the current acceleration, the current vehicle speed, the current steering wheel turning angle and the vehicle structure parameters of the to-be-controlled vehicle so as to actively restrain the vehicle body from rolling. According to the technical scheme, the vehicle body roll is judged in the early stage based on the load transfer direction, the rear wheel turning angle is actively controlled for compensation, and therefore smooth restraining is achieved before roll happens, and the riding comfort and the driving stability of the vehicle are effectively improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicle control, in particular to a body roll adjustment method and device for improving ride comfort, a readable storage medium and an electronic device. BACKGROUND

[0002] During driving, especially when steering, changing lanes or passing through a curve with large curvature, the body will produce roll due to centrifugal force. This roll movement not only destroys the stable posture of the body, but also transmits obvious lateral shaking to the passengers, directly leading to the decline of ride comfort. Long-term or severe roll can also exacerbate passenger fatigue and even cause dizziness and other discomfort reactions. Therefore, effectively suppressing body roll is a key technical link to improve vehicle driving quality and meet users' growing demand for comfort.

[0003] Currently, the main technical routes for suppressing roll in the industry are concentrated in two aspects: one is to optimize the suspension system, such as using harder springs or thicker anti-roll bars, to mechanically enhance the anti-roll stiffness; the other is to use electronic stability programs for differential braking, that is, to apply braking force to individual or multiple wheels to generate a corrective yaw moment. However, the former often sacrifices shock absorption performance at the cost of ride comfort, which will transmit more bumps on flat roads and affect comfort; the latter will inevitably cause vehicle deceleration due to braking action, which not only interferes with the original control intention of the driver, but also has a more obvious intervention, which is also difficult to achieve smooth roll control while ensuring comfort. SUMMARY

[0004] The present application provides a body roll adjustment method and device for improving ride comfort, which can effectively improve the ride comfort and driving stability of the vehicle by smoothly suppressing roll before it occurs.

[0005] According to a first aspect of the present application, a body roll adjustment method for improving ride comfort is provided, the method comprising:

[0006] In a characteristic working condition with high risk of roll, determining the load transfer direction of the vehicle to be controlled based on the current acceleration of the vehicle to be controlled;

[0007] Based on the load transfer direction, determining whether the body of the vehicle to be controlled will roll;

[0008] If the body of the vehicle to be controlled will roll, controlling the rear wheel angle of the vehicle to be controlled based on the current acceleration, current speed, current steering wheel angle and vehicle structure parameters of the vehicle to be controlled to actively suppress body roll.

[0009] According to a second aspect of the present application, a vehicle body roll adjustment device for improving ride comfort is provided, the device comprising:

[0010] a load transfer direction determination module configured to determine a load transfer direction of the vehicle to be controlled based on a current acceleration of the vehicle to be controlled in a characteristic working condition with high roll risk;

[0011] a vehicle body roll determination module configured to determine whether the vehicle body of the vehicle to be controlled will roll based on the load transfer direction;

[0012] a rear wheel steering angle control module configured to control a rear wheel steering angle of the vehicle to be controlled based on the current acceleration, a current vehicle speed, a current steering wheel steering angle and vehicle structure parameters of the vehicle to be controlled to actively suppress vehicle body roll if the vehicle body of the vehicle to be controlled will roll.

[0013] According to a third aspect of the present application, an embodiment of the present application provides a computer readable storage medium having a computer program stored thereon, the program being executed by a processor to implement the vehicle body roll adjustment method for improving ride comfort as described in the embodiments of the present application.

[0014] According to a fourth aspect of the present application, an embodiment of the present application provides an electronic device comprising a memory, a processor and a computer program stored in the memory and executable by the processor, the processor executing the computer program to implement the vehicle body roll adjustment method for improving ride comfort as described in the embodiments of the present application.

[0015] According to a fifth aspect of the present application, an embodiment of the present application provides a computer program product comprising a computer program, the computer program being executed by a processor to implement the vehicle body roll adjustment method for improving ride comfort as described in the embodiments of the present application.

[0016] The technical solution of the present application determines the load transfer direction in real time based on the current acceleration in a characteristic working condition with high roll risk, thereby achieving early identification of the vehicle body roll trend. On this basis, the rear wheel steering angle is accurately controlled in combination with the current vehicle speed, the steering wheel steering angle and the vehicle structure parameters, so that the rear wheel generates a compensating moment opposite to the roll trend, thereby suppressing the vehicle body roll from the source of dynamics. The technical solution breaks through the limitations of traditional suspension reinforcement or differential braking, avoids the inherent mechanical constraints and comfort contradictions of the suspension system, eliminates the energy loss and driving jerk caused by differential braking, and finally maintains the consistency of vehicle dynamics while significantly improving the coordinated performance of ride comfort and handling stability.

[0017] It should be understood that the matters described in this section are not intended to identify key or important features of the embodiments of the application, nor are they intended to limit the scope of the application. Other features of the present application will become apparent from the following description. BRIEF DESCRIPTION OF DRAWINGS

[0018] 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 will be briefly introduced as follows. 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 on the basis of these drawings.

[0019] Figure 1 is a flow chart of the vehicle body roll adjustment method for improving ride comfort provided according to embodiment one;

[0020] Figure 2 is a schematic diagram of the vehicle body roll adjustment method for improving ride comfort provided according to embodiment one;

[0021] Figure 3 is a flow chart of the vehicle body roll adjustment method for improving ride comfort provided according to embodiment two;

[0022] Figure 4 is a structural schematic diagram of the vehicle body roll adjustment device for improving ride comfort provided according to embodiment three of the present application;

[0023] Figure 5 is a structural schematic diagram of an electronic device provided according to embodiment four of the present application. DETAILED DESCRIPTION

[0024] In order to make the person skilled in the art better understand the present application, the technical solutions in the embodiments of the present application will be described clearly and completely in the following with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only some embodiments of the present application, not all. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative effort shall fall within the scope of protection of the present application.

[0025] It should be noted that the terms "first", "second", "target" and "candidate" and the like in the description and claims of the application and above and the following accompanying drawings should not be construed as indicating a specific order or sequence. It should be understood that the data thus used can be interchanged, where appropriate, so that the embodiments of the application described herein can be carried out in other than the order shown or described herein. Furthermore, the terms "comprise" and "have" and any variations thereof are intended to cover non-exclusive inclusion, for example, processes, methods, systems, products, or devices that include a series of steps or units are not necessarily limited to those clearly listed, but can include other steps or units not clearly listed or inherent to these processes, methods, products, or devices.

[0026] Embodiment one

[0027] Figure 1 is a flowchart of a vehicle body roll adjustment method for improving ride comfort according to embodiment one. This embodiment can be applied to the case where the vehicle is in a high dynamic roll risk working condition such as high-speed long curve and urban intersection rapid turning, and the vehicle body roll is actively suppressed by rear wheel steering control to improve ride comfort and handling stability. The method can be executed by a vehicle body roll adjustment device for improving ride comfort, which is realized in the form of hardware and / or software and can be integrated into an electronic device running this system.

[0028] As shown in Figure 1 , the method comprises:

[0029] S110, in a characteristic working condition with high roll risk, determining the load transfer direction of the vehicle to be controlled based on the current acceleration of the vehicle to be controlled.

[0030] S120, based on the load transfer direction, determining whether the vehicle body of the vehicle to be controlled will roll.

[0031] S130, if the vehicle body of the vehicle to be controlled will roll, controlling the rear wheel steering angle of the vehicle to be controlled based on the current acceleration, current speed, current steering wheel angle and vehicle structure parameters of the vehicle to be controlled to actively suppress the vehicle body roll.

[0032] Among these, characteristic operating conditions with high roll risk refer to driving states where vehicles are prone to significant lateral acceleration, such as on high-speed curves or during rapid turns. Load transfer direction refers to the lateral distribution trend of the vehicle's sprung mass relative to the vertical load on the wheels due to lateral acceleration. Current acceleration includes lateral and longitudinal acceleration components that directly affect load distribution; lateral acceleration directly reflects the fundamental physical quantity leading to the lateral redistribution of load. Identifying characteristic operating conditions with high roll risk and determining the load transfer direction based on current acceleration essentially utilizes vehicle dynamics characteristics for early warning of potential risks.

[0033] Vehicle roll is essentially caused by centrifugal force resulting from lateral acceleration, which causes the sprung mass to rotate around the roll center, compressing the outer suspension and extending the inner suspension. The direction of load transfer is the direct indication of the onset of this physical process. Simple load transfer is an inevitable result of any steering maneuver. However, when the load transfer direction consistently points outwards, and the rate or absolute value of the transfer increases, it indicates that lateral acceleration is continuously acting, the potential energy stored in the sprung mass is constantly increasing, and the roll angle and its angular velocity also increase accordingly. The system thus transitions from a stable "steering state" to a risky "excessive roll tendency."

[0034] Optionally, based on the mechanical principle that load transfer inevitably causes suspension system deformation and changes in vehicle body posture, the direction of load transfer can be used to determine whether the vehicle body will roll, thus achieving a qualitative judgment of the roll trend. Specifically, when the load transfer direction manifests as a continuous lateral load transfer from the inner wheel to the outer wheel, and the transfer magnitude reaches or exceeds a preset threshold determined based on vehicle structural parameters such as suspension stiffness, center of gravity height, and vehicle track width, a significant roll risk can be identified. This preset threshold is not a fixed value, but a dynamic value related to the current vehicle speed, steering wheel angle (which together determine the steady-state lateral acceleration), and vehicle structural parameters (which determine the vehicle's inherent anti-roll capability). When the real-time estimated or calculated load transfer amount approaches or exceeds this dynamic threshold, it means that the suspension system will soon be unable to effectively suppress further body roll through its own stiffness and damping. The vehicle body posture will enter a non-linear region that may cause occupant discomfort or instability, at which point a roll risk requiring active intervention is identified.

[0035] If the vehicle body to be controlled tilts, it indicates a risk of tilt that requires active intervention. In this case, the rear wheel steering angle is controlled by combining the current acceleration, current vehicle speed, current steering wheel angle, and vehicle structural parameters.

[0036] Among them, the current acceleration directly reflects the inertial force system acting on the vehicle to be controlled and determines the instantaneous magnitude of the roll moment; the current vehicle speed affects the tire lateral slip characteristics and the dynamic response characteristics of the whole vehicle; the current steering wheel angle represents the driver's steering intention and determines the expected value of steady-state lateral acceleration; and the vehicle structural parameters define the inherent dynamic characteristics of the vehicle, including geometric parameters such as mass distribution, wheelbase and track width, as well as mechanical parameters such as suspension stiffness and damping.

[0037] Optionally, by combining the current acceleration, current vehicle speed, current steering wheel angle, and vehicle structural parameters, the rear wheel steering angle required to generate a specific compensating torque is calculated. When the rear wheels generate a directional steering angle, a precisely controlled lateral force is applied to the vehicle. This lateral force acts on the rear axle and generates a corresponding yaw moment. This yaw moment directly counteracts the main moment that causes body roll from a dynamic perspective by changing the overall vehicle yaw motion and lateral load distribution. This fully utilizes the coupled influence of the rear wheel steering angle on the vehicle's yaw and roll dynamics in the four-wheel steering system, thereby achieving precise lateral force generation through rear wheel steering angle control to suppress body roll, maintaining vehicle handling stability while actively suppressing body roll.

[0038] Traditional solutions mainly rely on optimizing the suspension system or using differential braking. The former is limited by the contradiction between mechanical structure and comfort, while the latter inevitably introduces braking interference, resulting in energy loss and reduced driving smoothness. The technical solution of this application addresses the technical problem of vehicle body roll suppression by creatively repositioning and systematically applying rear wheel steering angle control, a technique traditionally used to improve yaw stability, to the active suppression of vehicle body roll.

[0039] The core technical principle of this application is as follows: Under characteristic working conditions with high roll risk, the load transfer direction is first identified based on the current acceleration to achieve an early and accurate judgment of the vehicle body roll trend; then, by comprehensively utilizing the current vehicle speed, steering wheel angle and vehicle structural parameters, the rear wheel angle is precisely and actively controlled, so that the rear wheels generate a precisely calculated compensating lateral force. This force directly forms a yaw moment on the vehicle's center of gravity to counteract the roll moment, thereby intervening in the load transfer process from the root of dynamics.

[0040] This technical solution, on the one hand, achieves efficient suppression of vehicle roll through precise control of the rear wheel steering angle, while completely avoiding the speed loss and torque fluctuations caused by traditional differential braking schemes. This ensures vehicle power and driving continuity, significantly improving ride comfort. On the other hand, through deep collaboration with the steering system, this solution not only suppresses roll without interfering with the driver's intended path but also assists the vehicle in more stably tracking the desired path through the compensation effect of the rear wheel steering angle. Ultimately, under characteristic conditions of high roll risk, it simultaneously achieves a dual improvement in ride comfort and handling stability, effectively resolving the long-standing technical contradiction in traditional solutions where comfort and stability are difficult to balance. This makes the vehicle's body posture more stable during cornering, lane changes, and other conditions, directly improving the driving experience and driving safety.

[0041] In an optional embodiment, the characteristic operating condition with high roll risk includes: the vehicle speed is within a first preset range and the steering wheel angle continuously exceeds a preset angle for a set duration, or the vehicle speed is within a second preset range and the rate of change of the steering wheel angle exceeds a preset rate of change; wherein the vehicle speed value covered by the first preset range is greater than the vehicle speed value covered by the second preset range.

[0042] The first preset range refers to the speed range covering higher vehicle speeds, the second preset range refers to the speed range covering relatively lower vehicle speeds, the preset angle refers to the critical angle value for determining steady-state steering intensity, the set duration refers to the minimum duration threshold for maintaining the steering state, the rate of change of steering wheel angle refers to the amount of change in steering wheel angle per unit time, and the preset rate of change refers to the critical rate of change for determining the degree of transient steering abruptness. The values ​​of the first preset range, second preset range, preset angle, set duration, and preset rate of change are not limited here and are determined based on actual business needs.

[0043] High-risk roll conditions refer to driving states that are predefined based on vehicle dynamics and are prone to significant body roll. These include two typical scenarios: First, the vehicle speed is within a first preset range and the steering wheel angle continuously exceeds a preset angle for a set duration, corresponding to a high-speed steady-state steering condition. When the vehicle under control maintains a large steering angle at a high speed, such as when making a long turn at a high-speed fork, a large steady-state centrifugal force is generated, leading to continuous load transfer and roll moment. Second, the vehicle speed is within a second preset range and the rate of change of the steering wheel angle exceeds a preset rate of change, corresponding to a low-to-medium speed transient steering condition. When the vehicle under control makes a rapid turn at a low-to-medium speed, such as when turning quickly at an intersection, the abrupt steering operation will cause a sudden change in transient lateral acceleration, resulting in a significant dynamic roll risk.

[0044] The former addresses the steady-state roll risk at high speeds by identifying continuous large-angle steering conditions, effectively preventing progressive roll caused by the accumulation of centrifugal force over a long period; the latter addresses the transient roll risk at medium and low speeds by capturing rapid steering operations, promptly suppressing dynamic roll caused by sudden changes in steering wheel angular velocity.

[0045] The aforementioned technical solution, through a dual discrimination mechanism based on vehicle speed zones and steering characteristics, achieves accurate identification and condition-specific optimized control for two typical roll risk conditions: high-speed steady-state and medium-to-low-speed transient. It enables early identification and targeted intervention for various roll risks across different speed domains, effectively avoiding control blind spots and significantly improving control efficiency, ultimately greatly enhancing ride comfort while maintaining vehicle handling stability.

[0046] Figure 2 This is a schematic diagram of a vehicle body roll adjustment method for improving ride comfort, provided according to an embodiment. Figure 2 It includes two parts, (a) and (b). The vehicle coordinate system is used as the reference coordinate system, that is, the vehicle's center of mass is the origin of the coordinate system. The vehicle's driving direction is the x-direction, which is also the positive direction. The direction perpendicular to the driving direction and parallel to the ground is the y-direction. The left side is the positive direction by default. The direction perpendicular to the ground is the z-direction, and the upward direction is the positive direction. Figure 2 Part (a) in the diagram is a front view of the vehicle to be controlled. Figure 2 Part (b) is a top view of the vehicle to be controlled.

[0047] During vehicle operation, the sprung mass inertia caused by steering and the lateral forces exerted by the ground create a roll moment about the x-axis opposite to the direction of steering, resulting in a roll angle. As known from vehicle structure, motion, and dynamics principles, the magnitude of this roll moment primarily depends on vehicle structural parameters such as suspension stiffness, suspension damping, and sprung mass, as well as the lateral forces acting during operation. Under the condition that the vehicle's structural parameters remain unchanged during driving, the roll angle generated during operation can be altered by reducing the lateral forces.

[0048] Specifically, ;

[0049] in, Let x be the moment of inertia of the sprung mass about the x-axis; The roll angle is... and These refer to the roll angle. The first and second derivatives; For the sprung mass; It is lateral acceleration; It is the acceleration due to gravity; This is the distance from the sprung center of mass to the roll axis; For roll stiffness; This is for roll damping. Among them, the roll stiffness... Roll moment refers to the roll torque required per unit angle of vehicle body tilt; roll damping is the ability of the suspension system to dissipate energy during roll, mainly achieved through shock absorbers.

[0050] Analysis of the above formula shows that, under the condition that the vehicle structural parameters remain unchanged, it can be approximately assumed that the lateral force provided by the ground is positively correlated with the roll angle. During vehicle operation, the angle between the lateral force provided by the ground and the driving force can be changed by altering the rear wheel steering angle. This allows the lateral component of the driving force to balance part of the lateral force, thereby reducing the lateral force directly provided by the ground in the y-direction and thus reducing the roll angle.

[0051] Example 2

[0052] Figure 3 This is a flowchart of a vehicle roll adjustment method for improving ride comfort, provided in Embodiment 2. This embodiment is a further optimization based on the above embodiments.

[0053] like Figure 3 As shown, the method includes:

[0054] S210. Under characteristic operating conditions with high risk of rollover, determine the load transfer direction of the vehicle to be controlled based on the current acceleration of the vehicle to be controlled.

[0055] S220. Based on the load transfer direction, determine whether the body of the vehicle to be controlled will tilt.

[0056] S230. If the vehicle body to be controlled will tilt, then based on the current acceleration, the current vehicle speed and the current steering wheel angle, feedforward control is performed on the rear wheel angle of the vehicle to be controlled to actively suppress vehicle body tilt.

[0057] Feedforward control refers to an open-loop control method that directly calculates control quantities based on input signals such as current acceleration, vehicle speed, and steering wheel angle. The steering wheel angle directly represents the driver's steering intention and determines the steady-state lateral acceleration that the vehicle will generate. The current vehicle speed, by influencing tire slip characteristics and vehicle dynamics response, determines the magnitude of the actual lateral force generated at the same steering wheel angle. The current acceleration reflects the actual motion state of the vehicle and verifies the immediate effect of the steering wheel angle input. Through real-time fusion of current acceleration, current vehicle speed, and current steering wheel angle, the control system can accurately predict the upcoming body roll trend and degree based on the established vehicle dynamics model. Based on this prediction, the feedforward controller can calculate in advance the rear wheel compensation angle required to counteract the expected roll, enabling the rear wheels to generate the corresponding stabilizing torque at the initial stage of roll.

[0058] S240. Based on the vehicle dynamics model and tire dynamics model, and combined with the current acceleration, the current vehicle speed, the current steering wheel angle, and the vehicle structure parameters of the vehicle to be controlled, estimate the actual lateral force of the vehicle to be controlled.

[0059] Vehicle dynamics models establish a mathematical description of the vehicle's kinematics and mechanical behavior. By incorporating vehicle structural parameters such as mass, wheelbase, and track width, they define the vehicle's response characteristics to external inputs. When the current steering wheel angle and current vehicle speed are input, the vehicle dynamics model can calculate the theoretical vehicle motion state. Tire dynamics models, on the other hand, accurately characterize the mechanical properties of tires under specific vertical loads, slip angles, and other conditions, quantifying the interaction between the tire and the road surface.

[0060] The current acceleration, as a direct measurement of the actual vehicle motion, provides realistic dynamic feedback. By comparing the actual measured acceleration with the theoretical value predicted by the vehicle dynamics model, and combining the constraints of the tire-road interaction force by the tire model, key state variables that cannot be directly measured, including the actual lateral force, can be reconstructed through state observation algorithms.

[0061] S250. Based on the current vehicle speed, the current steering wheel angle, and the vehicle structure parameters of the vehicle to be controlled, determine the expected lateral force required to maintain the roll comfort range.

[0062] The current vehicle speed and steering wheel angle directly determine the vehicle's steady-state steering condition. The theoretical yaw rate can be calculated using Ackermann geometry, from which the corresponding steady-state lateral acceleration can be derived. Vehicle structural parameters define the vehicle's inherent ability to resist roll, i.e., the roll angle generated per unit lateral acceleration. The combination of these three factors accurately characterizes the vehicle's roll tendency under specific driving conditions.

[0063] The roll comfort domain is essentially a dynamic range set based on the human body's perception thresholds for lateral acceleration and roll angle. Through extensive experimental calibration, a mapping relationship between "vehicle speed - steering wheel angle - vehicle parameters" and comfortable lateral acceleration can be established. When the current vehicle speed, current steering wheel angle, and vehicle structural parameters of the vehicle to be controlled are obtained, the lateral force threshold that ensures vehicle stability without causing discomfort to occupants under specific operating conditions can be determined through the pre-established mapping relationship.

[0064] The process of determining the expected lateral force essentially transforms abstract comfort requirements into specific dynamic indicators. Vehicle structural parameters play a crucial adaptation role in this process, enabling automatic adjustments to control targets based on the characteristics of different vehicle models, ensuring consistent comfort performance under varying loads and driving conditions.

[0065] S260. Based on the actual lateral force and the expected lateral force, feedback control is performed on the rear wheel steering angle of the vehicle to be controlled to actively suppress vehicle body roll.

[0066] Using the expected lateral force as the target reference value and the actual lateral force as the output feedback quantity, the deviation between the two reflects the gap between the current vehicle roll state and the control target. When the actual lateral force deviates from the expected lateral force, it indicates that the current roll state of the vehicle under control has deviated from the comfort range. At this time, it is necessary to adjust the rear wheel steering angle to change the tire force state, so that the rear wheels generate a corresponding compensating lateral force. This compensating force will form a yaw moment to counteract the roll moment, thereby achieving active suppression of vehicle roll at the dynamic level.

[0067] The technical solution of this application, through a composite control architecture combining feedforward control and feedback control, achieves multi-level precise suppression of vehicle roll. Feedforward control rapidly generates a basic rear wheel angle based on real-time steering wheel angle, vehicle speed, and acceleration, compensating for anticipated roll trends in advance and effectively improving response speed. Feedback control estimates the actual lateral force using vehicle dynamics and tire dynamics models, compares it with the anticipated lateral force determined based on the roll comfort domain, and dynamically corrects the rear wheel angle based on the deviation, ensuring control accuracy. This overcomes the dependence of single feedforward control on model accuracy and compensates for the lag of pure feedback control. Through the synergistic effect of the two, while maintaining overall vehicle handling stability, it significantly improves ride comfort under different operating conditions, achieving optimal roll suppression.

[0068] In an optional embodiment, determining the expected lateral force required to maintain the roll comfort domain based on the current vehicle speed, the current steering wheel angle, and the vehicle structural parameters of the vehicle to be controlled includes: querying a preset benchmark table for the basic lateral force required to maintain the roll comfort domain based on the current vehicle speed, the current steering wheel angle, and the vehicle curb weight in the vehicle structural parameters; and correcting the basic lateral force based on the suspension attribute parameters in the vehicle structural parameters to obtain the expected lateral force required to maintain the roll comfort domain; wherein the preset benchmark table is used to provide the basic lateral force required to maintain the roll comfort domain, and the basic lateral force is pre-calibrated based on the vehicle speed, steering wheel angle, and vehicle curb weight.

[0069] The roll comfort range refers to the allowable range of roll angle and angular velocity pre-set based on human comfort evaluation; the expected lateral force refers to the lateral force value required to maintain the roll comfort range; the preset reference table refers to the lookup table storing basic lateral force data under different operating conditions; the basic lateral force refers to the lateral force reference value pre-calibrated based on vehicle speed, steering wheel angle and vehicle curb weight.

[0070] The current vehicle speed, current steering wheel angle, and vehicle curb weight together determine the basic dynamic characteristics of the vehicle under control. The current vehicle speed and current steering wheel angle directly reflect the driving state and steering intention of the vehicle under control, while the vehicle curb weight affects the inertial characteristics of the vehicle under control. By using a preset reference table, the basic lateral force values ​​required to maintain the roll comfort range under the current operating conditions can be quickly obtained.

[0071] The stiffness and damping characteristics of different suspension systems significantly affect a vehicle's roll response. The same lateral force will produce different roll effects on vehicles with different suspension characteristics. By introducing suspension attribute parameters to correct the base lateral force, the obtained expected lateral force can accurately reflect the dynamic characteristics of a specific vehicle, thereby ensuring control precision.

[0072] The aforementioned technical solution determines the expected lateral force by combining a preset reference table with suspension parameter correction, achieving an optimized balance between control precision and real-time performance. By querying the basic lateral force from the preset reference table based on the current vehicle speed, steering wheel angle, and vehicle curb weight, the control system's rapid response capability is ensured, avoiding the real-time calculation burden of complex dynamic models. Real-time correction of the basic lateral force using suspension attribute parameters effectively overcomes the applicability limitations of the reference table across different suspension configurations, enabling the expected lateral force to accurately adapt to the specific vehicle's dynamic characteristics. This approach retains the efficiency of the lookup table method while ensuring control precision through adaptive parameter correction. Ultimately, it can accurately and quickly determine the expected lateral force required to maintain the roll comfort range under various vehicle models and driving conditions, laying a solid foundation for precise roll suppression.

[0073] In an optional embodiment, the step of feedback control of the rear wheel steering angle of the vehicle under control based on the actual lateral force and the expected lateral force to actively suppress vehicle roll includes: calculating the compensating yaw moment required to suppress vehicle roll based on the lateral force deviation between the actual lateral force and the expected lateral force by the feedback controller of the vehicle under control; generating a feedback steering angle command based on the current wheel-end driving force of the vehicle under control and the compensating yaw moment; superimposing the feedback steering angle command and the feedforward steering angle command to obtain a comprehensive steering angle command; wherein the feedforward steering angle command is used to pre-compensate for vehicle roll and is calculated by the feedforward controller of the vehicle under control based on the current vehicle speed, the current steering wheel angle, and the lateral velocity; wherein the lateral velocity is determined based on the lateral acceleration in the current acceleration; and using the comprehensive steering angle command to perform feedback control of the rear wheel steering angle of the vehicle under control to actively suppress vehicle roll.

[0074] Lateral force deviation refers to the deviation between the actual lateral force and the expected lateral force. It directly reflects the real-time state of vehicle roll. A feedback controller converts the lateral force deviation into the required yaw moment according to vehicle dynamics, establishing a quantitative relationship from force deviation to moment compensation, and outputs the corresponding compensated yaw moment. The feedback controller is a closed-loop control unit that adjusts based on the deviation between the controlled variable and the target variable. The compensated yaw moment is the additional yaw moment required to suppress vehicle roll.

[0075] The current wheel-end driving force refers to the instantaneous driving force acting on the wheel, reflecting the longitudinal force load state of the tire contact area. According to the tire friction circle theory, the existence of longitudinal force affects the tire's potential to provide lateral force. Taking into account the actual impact of the driving force, the theoretically calculated compensation yaw moment can be transformed into a practical feedback steering command under the current driving state.

[0076] After receiving the feedback steering angle command, the feedback steering angle command and the feedforward steering angle command are superimposed to obtain the comprehensive steering angle command. The feedback steering angle command refers to the rear wheel steering angle correction calculated by the feedback controller based on the lateral force deviation. The feedforward steering angle command refers to the rear wheel steering angle reference value pre-calculated by the feedforward controller based on the current vehicle speed, current steering wheel angle, and lateral velocity. The feedforward steering angle command is used to pre-compensate for vehicle roll. The feedforward controller is an open-loop control unit that directly calculates the control quantity based on the input signal. Lateral velocity refers to the instantaneous velocity of the vehicle's lateral movement, which can be determined based on lateral acceleration.

[0077] When the overall steering angle command is determined, the rear wheel steering angle of the vehicle to be controlled is fed back and controlled using the overall steering angle command. The change in the rear wheel steering angle will change the force distribution of the whole vehicle, and the resulting lateral force will form a yaw moment to counteract the roll moment, thereby achieving active suppression of vehicle roll.

[0078] The aforementioned technical solution achieves highly efficient suppression of vehicle roll through the synergy of feedforward and feedback control. The feedforward controller rapidly generates feedforward steering angle commands based on the current vehicle speed, steering wheel angle, and lateral velocity, pre-compensating for anticipated roll trends and effectively improving response speed. The feedback controller, on the other hand, calculates the deviation between the actual and anticipated lateral forces to determine the required compensation yaw moment and generates precise feedback steering angle commands based on the current wheel-end driving force. The combined steering angle command, formed by superimposing the feedforward and feedback commands, retains the speed of feedforward control while possessing the precision of feedback control. It effectively overcomes model errors and external interference, achieving stable suppression of vehicle roll under various operating conditions, significantly improving ride comfort and handling stability.

[0079] In an optional embodiment, estimating the actual lateral force of the vehicle under control based on the vehicle dynamics model and tire dynamics model, combined with the current acceleration, current vehicle speed, current steering wheel angle, and vehicle structural parameters of the vehicle under control, includes: filtering the current acceleration, current vehicle speed, and current steering wheel angle to obtain effective acceleration, effective vehicle speed, and effective steering wheel angle; introducing roll degrees of freedom for longitudinal rotation around the vehicle coordinate system based on the vehicle dynamics model according to the vehicle structural parameters of the vehicle under control, and constructing a nonlinear dynamics model in combination with the tire dynamics model; constructing a state observer based on the nonlinear dynamics model using a preset filtering algorithm; inputting the effective acceleration, effective vehicle speed, and effective steering wheel angle into the state observer to estimate the system state vector; the system state vector includes: lateral velocity, yaw rate, roll angle, and roll rate; and determining the actual lateral force of the vehicle under control based on the system state vector using the tire dynamics model.

[0080] Raw sensor signals typically contain high-frequency noise and transient interference, which can reduce the accuracy of state estimation. Filtering the current acceleration, current vehicle speed, and current steering wheel angle removes noise components from the signals, retaining the effective low-frequency signals that reflect the vehicle's true motion trend, thus obtaining the effective acceleration, effective vehicle speed, and effective steering wheel angle.

[0081] Traditional two-degree-of-freedom models cannot accurately describe vehicle roll dynamics, and roll motion is strongly coupled with lateral and yaw motions. Introducing a roll degree of freedom and coupling it with a tire dynamics model to construct a nonlinear dynamic model can more accurately characterize the vehicle's dynamic behavior under actual steering conditions, particularly the influence of the nonlinear characteristics of tire forces on the vehicle's dynamic response. Here, the roll degree of freedom refers to the dimension of motion of the vehicle rotating about its longitudinal axis.

[0082] Among them, the preset filtering algorithm refers to an algorithm specifically designed for state estimation of nonlinear systems, such as extended Kalman filtering or unscented Kalman filtering. Its function is to handle the nonlinear characteristics of the system and optimize the accuracy of state estimation. The nonlinear dynamic model refers to a mathematical model that accurately describes the coupling relationship between vehicle roll, yaw, and lateral motion. Its function is to provide the system dynamic description required for state observer design. The state observer refers to an algorithmic structure that estimates internal state variables based on the system model and output measurements. Its function is to reconstruct key state variables that cannot be directly measured in real time by fusing sensor measurements and model predictions. The system state vector refers to the complete set of state variables describing the dynamic behavior of the vehicle; the system state vector includes: lateral velocity, yaw rate, roll angle, and roll rate. Lateral velocity refers to the lateral velocity of the vehicle's center of gravity; yaw rate refers to the angular velocity of the vehicle's rotation about its vertical axis; roll angle refers to the angle of rotation of the vehicle body about its longitudinal axis relative to the horizontal plane; and roll rate refers to the rate of change of the roll angle.

[0083] A state observer is constructed based on a nonlinear dynamics model using a pre-defined filtering algorithm to reconstruct key vehicle states that cannot be directly measured in an optimal estimation manner. After inputting the filtered effective acceleration, effective vehicle speed, and effective steering wheel angle into the state observer, the observer continuously refines the estimated system state vector by comparing the differences between the actual measured values ​​and the model predictions, thereby accurately reconstructing the complete system state, including lateral velocity, yaw rate, roll angle, and roll velocity. Subsequently, a mapping relationship between the system state and tire forces is established using a tire dynamics model, and the actual lateral force is calculated based on the estimated system state vector.

[0084] The above technical solution obtains effective acceleration, effective vehicle speed, and effective steering wheel angle through filtering, providing reliable input signals. A nonlinear dynamic model constructed by introducing roll degrees of freedom and tire dynamics accurately describes the vehicle's dynamic characteristics. A state observer built based on this model estimates the system state vector, including lateral velocity, yaw rate, roll angle, and roll rate, using the effective input signals. Finally, the actual lateral force is determined based on the system state vector using the tire dynamics model. This effectively overcomes the technical challenges of sensor noise interference and the difficulty in directly measuring key state parameters, achieving accurate reconstruction of the vehicle's dynamic state and providing accurate and reliable actual lateral force feedback for vehicle roll control, thereby significantly improving the accuracy and reliability of the control system.

[0085] In an optional embodiment, the method further includes: determining, through simulation and calibration, a target roll angle and angular velocity threshold that meet comfort indicators under different vehicle speeds, steering wheel angles, and vehicle curb weights based on the vehicle dynamics model; establishing a dynamic mapping relationship between the target roll angle and the angular velocity thresholds and the basic lateral force; and constructing a preset benchmark table with vehicle speed, steering wheel angle, and vehicle curb weight as query conditions and the basic lateral force as the output based on the dynamic mapping relationship using an interpolation algorithm.

[0086] Vehicle dynamics models serve as the theoretical foundation for simulating the dynamic response of vehicles under different operating conditions. Batch simulations are used to obtain the vehicle's dynamic response under different combinations of vehicle speed, steering wheel angle, and vehicle curb weight. These results are then combined with experimental calibration to determine the target roll angle and angular velocity threshold that meet comfort indicators. Specifically, the target roll angle and angular velocity threshold serve as quantitative targets for comfort control; comfort indicators provide subjective evaluation criteria for the calibration process; and vehicle curb weight, as a key parameter affecting vehicle inertia, is included in the calculation.

[0087] After obtaining the quantitative targets for comfort control, such as the target roll angle and angular velocity threshold, a dynamic mapping relationship between them and the basic lateral force is established. This relationship, based on the principles of vehicle dynamics, transforms the attitude control targets into specific mechanical control quantities.

[0088] Finally, based on this mapping relationship, an interpolation algorithm is used to smooth the discrete data and construct a preset benchmark table with vehicle speed, steering wheel angle and vehicle curb weight as query conditions and basic lateral force as output. This enables rapid mapping from multi-dimensional input parameters to control quantities, providing efficient and accurate data support for real-time control.

[0089] The aforementioned technical solution, based on a vehicle dynamics model, determines the target roll angle and angular velocity thresholds that meet comfort indicators through simulation and calibration, establishes a dynamic mapping relationship between these thresholds and the basic lateral force, and then uses an interpolation algorithm to construct a preset benchmark table with vehicle speed, steering wheel angle, and vehicle curb weight as query conditions and the basic lateral force as the output. This transforms complex dynamic calculations into efficient table lookup operations, significantly improving system real-time performance while ensuring control accuracy, and providing a reliable basic lateral force benchmark for vehicle roll comfort control.

[0090] Example 3

[0091] Figure 4 This is a schematic diagram of the vehicle roll adjustment device for improving ride comfort provided in Embodiment 3 of this application. This embodiment is applicable to situations where vehicles face high dynamic roll risk conditions such as high-speed long curves and rapid turns at urban intersections, and actively suppress vehicle roll through rear-wheel steering control to improve ride comfort and handling stability. The device can be implemented by software and / or hardware and can be integrated into electronic devices such as smart terminals.

[0092] like Figure 4 As shown, the device may include:

[0093] The load transfer direction determination module 310 is used to determine the load transfer direction of the vehicle to be controlled based on the current acceleration of the vehicle to be controlled under characteristic working conditions with high roll risk.

[0094] The vehicle body roll determination module 320 is used to determine whether the vehicle body to be controlled will roll based on the load transfer direction.

[0095] The rear wheel steering angle control module 330 is used to control the rear wheel steering angle of the vehicle to be controlled based on the current acceleration, current speed, current steering wheel angle and vehicle structure parameters of the vehicle to be controlled if the vehicle body will tilt, so as to actively suppress the vehicle body tilt.

[0096] This technical solution achieves early identification of vehicle roll trends by determining the load transfer direction in real time based on the current acceleration under characteristic conditions of high roll risk. Furthermore, by combining the current vehicle speed, steering wheel angle, and vehicle structural parameters, the rear wheel angle is precisely controlled, generating a compensating torque in the rear wheels opposite to the roll trend, thus suppressing vehicle roll at its dynamic source. This overcomes the limitations of traditional suspension reinforcement or differential braking, avoiding the inherent mechanical constraints and comfort contradictions of the suspension system, and eliminating energy loss and driving jerks caused by differential braking. Ultimately, while maintaining vehicle power continuity, it significantly improves the synergistic performance of ride comfort and handling stability.

[0097] Optionally, the rear wheel steering angle control module 330 includes: a feedforward control submodule, used to perform feedforward control on the rear wheel steering angle of the vehicle to be controlled based on the current acceleration, the current vehicle speed, and the current steering wheel angle to actively suppress vehicle roll; an actual lateral force estimation submodule, used to estimate the actual lateral force of the vehicle to be controlled based on the vehicle dynamics model and the tire dynamics model, combined with the current acceleration, the current vehicle speed, the current steering wheel angle, and the vehicle structural parameters of the vehicle to be controlled; an expected lateral force determination submodule, used to determine the expected lateral force required to maintain the roll comfort range based on the current vehicle speed, the current steering wheel angle, and the vehicle structural parameters of the vehicle to be controlled; and a feedback control submodule, used to perform feedback control on the rear wheel steering angle of the vehicle to be controlled based on the actual lateral force and the expected lateral force to actively suppress vehicle roll.

[0098] Optionally, the expected lateral force determination submodule includes: a basic lateral force query unit, used to query the basic lateral force required to maintain the roll comfort domain from a preset benchmark table based on the current vehicle speed, the current steering wheel angle, and the vehicle curb weight in the vehicle structural parameters; and an expected lateral force determination unit, used to correct the basic lateral force based on the suspension attribute parameters in the vehicle structural parameters to obtain the expected lateral force required to maintain the roll comfort domain; wherein, the preset benchmark table is used to provide the basic lateral force required to maintain the roll comfort domain, and the basic lateral force is pre-calibrated based on the vehicle speed, steering wheel angle, and vehicle curb weight.

[0099] Optionally, the feedback control submodule includes: a yaw moment determination unit, used to calculate the compensating yaw moment required to suppress vehicle roll based on the lateral force deviation between the actual lateral force and the expected lateral force through the feedback controller of the vehicle to be controlled; a steering angle command generation unit, used to generate a feedback steering angle command based on the current wheel-end driving force of the vehicle to be controlled and the compensating yaw moment; a steering angle command superposition unit, used to superimpose the feedback steering angle command and the feedforward steering angle command to obtain a comprehensive steering angle command; wherein, the feedforward steering angle command is used to pre-compensate for vehicle roll and is calculated by the feedforward controller of the vehicle to be controlled based on the current vehicle speed, the current steering wheel angle, and the lateral speed; wherein, the lateral speed is determined based on the lateral acceleration in the current acceleration; and a feedback control unit, used to use the comprehensive steering angle command to perform feedback control on the rear wheel angle of the vehicle to be controlled to actively suppress vehicle roll.

[0100] Optionally, the actual lateral force estimation submodule includes: a filtering unit for filtering the current acceleration, current vehicle speed, and current steering wheel angle to obtain effective acceleration, effective vehicle speed, and effective steering wheel angle; a model building unit for introducing roll degrees of freedom (rotation longitudinally around the vehicle coordinate system) based on the vehicle structure parameters of the vehicle to be controlled, and constructing a nonlinear dynamic model in conjunction with the tire dynamics model; an observer building unit for constructing a state observer based on the nonlinear dynamic model using a preset filtering algorithm; a state vector estimation unit for inputting the effective acceleration, effective vehicle speed, and effective steering wheel angle into the state observer to estimate the system state vector; the system state vector includes: lateral velocity, yaw rate, roll angle, and roll velocity; and an actual lateral force determination unit for determining the actual lateral force of the vehicle to be controlled based on the system state vector using the tire dynamics model.

[0101] Optionally, the device further includes: a simulation calibration module, used to determine, through simulation and calibration, the target roll angle and angular velocity threshold that meet the comfort index under different vehicle speeds, steering wheel angles, and vehicle curb weights; a mapping relationship establishment module, used to establish a dynamic mapping relationship between the target roll angle and the angular velocity threshold and the basic lateral force; and a benchmark table construction module, used to construct a preset benchmark table based on the dynamic mapping relationship, using an interpolation algorithm, with vehicle speed, steering wheel angle, and vehicle curb weight as query conditions and the basic lateral force as the output.

[0102] Optionally, the characteristic operating conditions with high roll risk include: the vehicle speed is within a first preset range and the steering wheel angle continuously exceeds a preset angle for a set duration, or the vehicle speed is within a second preset range and the rate of change of the steering wheel angle exceeds a preset rate of change; wherein, the vehicle speed value covered by the first preset range is greater than the vehicle speed value covered by the second preset range.

[0103] The vehicle body roll adjustment device for improving ride comfort provided in the embodiments of the invention can perform the vehicle body roll adjustment method for improving ride comfort provided in any embodiment of this application, and has the corresponding performance modules and beneficial effects for performing the vehicle body roll adjustment method for improving ride comfort.

[0104] Example 4

[0105] According to embodiments of this application, this application also provides an electronic device, a readable storage medium, and a computer program product.

[0106] Figure 5A schematic diagram of an electronic device 410, which can be implemented using an embodiment, is shown. The electronic device 410 includes at least one processor 411 and a memory, such as a read-only memory (ROM) 412, a random access memory (RAM) 413, etc., communicatively connected to the at least one processor 411. The memory stores computer programs executable by the at least one processor. The processor 411 can perform various appropriate actions and processes based on the computer program stored in the ROM 412 or loaded from storage unit 418 into the RAM 413. The RAM 413 may also store various programs and data required for the operation of the electronic device 410. The processor 411, ROM 412, and RAM 413 are interconnected via a bus 414. An input / output (I / O) interface 415 is also connected to the bus 414.

[0107] Multiple components in electronic device 410 are connected to I / O interface 415, including: input unit 416, such as keyboard, mouse, etc.; output unit 417, such as various types of displays, speakers, etc.; storage unit 418, such as disk, optical disk, etc.; and communication unit 419, such as network card, modem, wireless transceiver, etc. Communication unit 419 allows electronic device 410 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0108] Processor 411 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 411 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, digital signal processors (DSPs), and any suitable processor, controller, microcontroller, etc. Processor 411 performs the various methods and processes described above, such as vehicle roll adjustment methods for improving ride comfort.

[0109] In some embodiments, the vehicle roll adjustment method for improving ride comfort may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 418. In some embodiments, part or all of the computer program may be loaded and / or installed on electronic device 410 via ROM 412 and / or communication unit 419. When the computer program is loaded into RAM 413 and executed by processor 411, one or more steps of the vehicle roll adjustment method for improving ride comfort described above may be performed. Alternatively, in other embodiments, processor 411 may be configured to perform the vehicle roll adjustment method for improving ride comfort by any other suitable means (e.g., by means of firmware).

[0110] Various implementations of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), complex programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various implementations may include: implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0111] Computer programs used to implement the methods of this application may be written in any combination of one or more programming languages. These computer programs may be provided to a general-purpose computer, a special-purpose computer, or other programmable processor for a vehicle roll adjustment device to improve ride comfort, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0112] In the context of this application, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium can be, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. Alternatively, a computer-readable storage medium can be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0113] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0114] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., a vehicle roll adjustment server for improving ride comfort), or middleware components (e.g., an application server), or frontend components (e.g., a user computer with a graphical user interface or web browser through which a user can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication (e.g., a communication network) of any form or medium. Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0115] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0116] This application also discloses a computer program product, which includes a computer program that, when executed by a processor, implements the vehicle roll adjustment method for improving ride comfort provided in any embodiment of this application. This program product shares the same inventive concept as the vehicle roll adjustment method for improving ride comfort disclosed in the embodiments of this application, and therefore will not be described in detail here.

[0117] It should be understood that the various forms of processes shown above can be used to rearrange, add, or delete steps. For example, the steps described in this application can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this application can be achieved, and this is not limited herein.

[0118] The specific embodiments described above do not constitute a limitation on the scope of protection of this application. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A method for adjusting vehicle body roll to improve ride comfort, characterized in that, The method includes: Under characteristic operating conditions with high risk of rollover, the load transfer direction of the vehicle to be controlled is determined based on the current acceleration of the vehicle to be controlled; Based on the load transfer direction, determine whether the vehicle body to be controlled will tilt. If the vehicle body to be controlled will tilt, the rear wheel angle of the vehicle body to be controlled will be controlled based on the current acceleration, current speed, current steering wheel angle and vehicle structure parameters to actively suppress vehicle body tilt.

2. The method according to claim 1, characterized in that, The step of controlling the rear wheel steering angle of the vehicle to be controlled based on the vehicle's current acceleration, current speed, current steering wheel angle, and vehicle structural parameters to actively suppress body roll includes: Based on the current acceleration, the current vehicle speed, and the current steering wheel angle, feedforward control is performed on the rear wheel steering angle of the vehicle to be controlled to actively suppress vehicle body roll. Based on the vehicle dynamics model and tire dynamics model, combined with the current acceleration, the current vehicle speed, the current steering wheel angle and the vehicle structure parameters of the vehicle to be controlled, the actual lateral force of the vehicle to be controlled is estimated. Based on the current vehicle speed, the current steering wheel angle, and the vehicle structure parameters of the vehicle to be controlled, determine the expected lateral force required to maintain the roll comfort domain; Based on the actual lateral force and the expected lateral force, feedback control is performed on the rear wheel steering angle of the vehicle to be controlled in order to actively suppress vehicle body roll.

3. The method according to claim 2, characterized in that, The process of determining the expected lateral force required to maintain the roll comfort range based on the current vehicle speed, the current steering wheel angle, and the vehicle structural parameters of the vehicle to be controlled includes: Based on the current vehicle speed, the current steering wheel angle, and the vehicle curb weight in the vehicle structural parameters, the basic lateral force required to maintain the roll comfort range is queried from the preset benchmark table; Based on the suspension attribute parameters in the vehicle structural parameters, the basic lateral force is modified to obtain the expected lateral force required to maintain the roll comfort domain; The preset reference table is used to provide the basic lateral force required to maintain the roll comfort range. The basic lateral force is pre-calibrated based on vehicle speed, steering wheel angle and vehicle curb weight.

4. The method according to claim 2, characterized in that, The method of actively suppressing vehicle roll by providing feedback control to the rear wheel steering angle of the vehicle under control based on the actual lateral force and the expected lateral force includes: The feedback controller of the vehicle under control calculates the compensating yaw moment required to suppress vehicle roll based on the lateral force deviation between the actual lateral force and the expected lateral force. Based on the current wheel-end driving force of the vehicle to be controlled and the compensated yaw moment, a feedback steering angle command is generated; The feedback steering angle command and the feedforward steering angle command are superimposed to obtain a comprehensive steering angle command; wherein, the feedforward steering angle command is used to pre-compensate for vehicle roll, and is calculated by the feedforward controller of the vehicle to be controlled based on the current vehicle speed, current steering wheel angle, and lateral speed; wherein, the lateral speed is determined based on the lateral acceleration in the current acceleration. The integrated steering angle command is used to provide feedback control on the rear wheel steering angle of the vehicle to be controlled in order to actively suppress vehicle body roll.

5. The method according to claim 2, characterized in that, The estimation of the actual lateral force of the vehicle under control, based on the vehicle dynamics model and tire dynamics model, combined with the current acceleration, current vehicle speed, current steering wheel angle, and vehicle structural parameters of the vehicle under control, includes: The current acceleration, the current vehicle speed, and the current steering wheel angle are filtered to obtain the effective acceleration, effective vehicle speed, and effective steering wheel angle. Based on the vehicle structure parameters of the vehicle to be controlled, a roll degree of freedom for longitudinal rotation around the vehicle coordinate system is introduced into the vehicle dynamics model, and a nonlinear dynamics model is constructed by combining the tire dynamics model. A state observer is constructed based on the nonlinear dynamic model using a preset filtering algorithm; The effective acceleration, effective vehicle speed, and effective steering wheel angle are input into the state observer to estimate the system state vector; the system state vector includes: lateral velocity, yaw rate, roll angle, and roll rate; The actual lateral force of the vehicle to be controlled is determined by the tire dynamics model based on the system state vector.

6. The method according to claim 3, characterized in that, The method further includes: Based on the vehicle dynamics model, through simulation and calibration, the target roll angle and angular velocity threshold that meet the comfort index are determined under different vehicle speeds, steering wheel angles, and vehicle curb weights. Establish the dynamic mapping relationship between the target roll angle and the angular velocity threshold, and the basic lateral force; Based on the aforementioned dynamic mapping relationship, an interpolation algorithm is used to construct a preset benchmark table with vehicle speed, steering wheel angle, and vehicle curb weight as query conditions and the aforementioned basic lateral force as the output.

7. The method according to claim 1, characterized in that, The characteristic operating conditions with high roll risk include: the vehicle speed is within a first preset range and the steering wheel angle continuously exceeds a preset angle for a set duration, or the vehicle speed is within a second preset range and the rate of change of the steering wheel angle exceeds a preset rate of change; wherein, the vehicle speed value covered by the first preset range is greater than the vehicle speed value covered by the second preset range.

8. A vehicle body roll adjustment device for improving ride comfort, characterized in that, The device includes: The load transfer direction determination module is used to determine the load transfer direction of the vehicle to be controlled based on the current acceleration of the vehicle under control in characteristic working conditions with high roll risk. The vehicle body roll detection module is used to determine whether the vehicle body to be controlled will roll based on the load transfer direction. The rear wheel steering angle control module is used to control the rear wheel steering angle of the vehicle to be controlled based on the current acceleration, current speed, current steering wheel angle and vehicle structure parameters of the vehicle to be controlled if the vehicle body will tilt, so as to actively suppress the vehicle body tilt.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by the processor, the program implements the vehicle body roll adjustment method for improving ride comfort as described in any one of claims 1-7.

10. An electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the vehicle body roll adjustment method for improving ride comfort as described in any one of claims 1-7.

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