Vehicle suspension system and vehicle control method

Abstract

The invention discloses a vehicle suspension system and a vehicle control method. The system comprises an auxiliary frame, a steering knuckle, a toe-in adjusting mechanism and a camber adjusting mechanism, wherein the toe-in adjusting mechanism and the camber adjusting mechanism are connected between the auxiliary frame and the steering knuckle. The toe-in adjusting mechanism is provided with a toe-in actuator capable of independently driving the left toe-in adjusting arm and the right toe-in adjusting arm to move transversely, and the camber adjusting mechanism is provided with a camber actuator capable of independently driving the left camber adjusting arm and the right camber adjusting arm to move transversely, so that the toe-in angle and the camber angle of the left wheel and the right wheel are completely independent and decoupled to be adjusted. The system is provided with a detection assembly for detecting the posture change of each adjusting arm and a control unit. And on the basis of the detection signal and the vehicle state signal, through table look-up mapping or model calculation, control instruction generation and driving of an actuator to carry out real-time closed-loop adjustment on the four-wheel positioning parameters, the problem that a traditional suspension cannot dynamically and independently adjust the four-wheel positioning parameters is solved, and it is ensured that the vehicle has high stability under various loads, road surfaces and driving working conditions. And the optimal four-wheel positioning state is always kept, so that the control stability is obviously improved.

Description

Technical Field

[0001] This application relates to the field of suspension technology, specifically to a vehicle suspension system and a vehicle control method. Background Technology

[0002] With the rapid development of the automotive industry, vehicle handling performance and driving stability have become core indicators of concern for consumers and manufacturers. Four-wheel alignment parameters, especially toe angle and camber angle, have a decisive impact on vehicle handling performance, tire wear, and driving stability. In traditional suspension systems, these parameters are usually fixed in design or can only be adjusted statically to a limited extent, and cannot be dynamically adjusted according to real-time operating conditions during vehicle operation.

[0003] In actual driving, factors such as uneven load distribution and differences in road surface excitation cause the suspension posture to change continuously, and the four-wheel alignment parameters also change in real time. For example, when the right wheel of the vehicle drives over a raised road surface while the left wheel is on a flat road, the right suspension is compressed and the left suspension is relatively extended, causing the toe angle and camber angle of the left and right wheels to change and become inconsistent, thus causing the chassis handling performance to change accordingly. Ideally, we would like the vehicle's four-wheel alignment parameters to always be kept within the optimal range, so as to minimize the impact of the four-wheel alignment parameters on the vehicle's handling performance. However, traditional suspension systems cannot recognize and compensate for this difference, which leads to a decrease in vehicle handling performance and even a tendency to pull to one side, affecting driving safety and comfort. Summary of the Invention

[0004] This application provides a vehicle suspension system and a vehicle control method, which can solve the technical problem in the prior art that when a vehicle is in motion, the suspension posture changes continuously due to load and road surface excitation, and traditional suspension systems cannot accurately compensate for asymmetric suspension posture changes.

[0005] In a first aspect, embodiments of this application provide a vehicle suspension system, which includes a subframe, and a left steering knuckle and a right steering knuckle located on the left and right sides of the subframe for mounting wheels, and further includes: The toe-in adjustment mechanism includes a toe-in actuator, and a left toe-in adjusting arm and a right toe-in adjusting arm connected to the left and right steering knuckles respectively; the toe-in actuator is used to drive the left and right toe-in adjusting arms to produce independent and decoupled displacements in the directions on the left and right sides of the vehicle. The camber adjustment mechanism includes a camber actuator and a left camber adjustment arm and a right camber adjustment arm connected to the left and right steering knuckles respectively. The camber actuator is used to drive the left camber adjustment arm and the right camber adjustment arm to produce independent and decoupled displacements in the directions on the left and right sides of the vehicle.

[0006] Preferably, the vehicle suspension system further includes a control unit connected to the toe-in actuator and the camber actuator; The subframe is equipped with multiple attitude change detection components connected to the control unit; the multiple attitude change detection components are connected one-to-one with the left toe adjustment arm, right toe adjustment arm, left camber adjustment arm and right camber adjustment arm; The control unit is used to adjust the actions of the toe adjustment mechanism and the camber adjustment mechanism according to the signals from the attitude change detection component.

[0007] Preferably, the attitude change detection component includes a conversion subframe connecting seat, and an angle detection component is provided on the subframe connecting seat; the detection shaft of the angle detection component is fixedly connected to a first rocker arm, and a second rocker arm is rotatably connected to the end of the first rocker arm away from the angle detection component; The second rocker arm is hinged to the corresponding left toe adjustment arm, right toe adjustment arm, left camber adjustment arm, and right camber adjustment arm.

[0008] Preferably, the angle detection element is connected to a conversion unit, which is used to convert the angle change of the first rocker arm into a height change.

[0009] Preferably, the toe actuator has two telescopic working ends, which are respectively connected to the left toe adjusting arm and the right toe adjusting arm; the camber actuator has two telescopic working ends, which are respectively connected to the left camber adjusting arm and the right camber adjusting arm. Alternatively, the toe actuator has a telescopic working end, and the number of toe actuators corresponds one-to-one with the number of the left toe adjusting arm and the right toe adjusting arm; the camber actuator has a telescopic working end, and the number of camber actuators corresponds one-to-one with the number of the left camber adjusting arm and the right camber adjusting arm.

[0010] Preferably, the vehicle suspension system further includes a left front lower arm, a right front lower arm, a left front upper arm, a right front upper arm, a left rear upper arm, and a right rear upper arm that connect the subframe to the left steering knuckle and the right steering knuckle.

[0011] Secondly, a vehicle control method is provided, comprising: The vehicle includes a vehicle suspension system; Acquire vehicle status signals, which include signals from multiple attitude change detection components, as well as the current actual toe angle and the current actual camber angle; Based on the vehicle status signal, the control unit generates control signals for controlling the toe-in adjustment mechanism and the camber adjustment mechanism; the control signals are used to control the toe-in actuator to adjust the toe-in angle of the left and right wheels, and to control the camber actuator to adjust the camber angle of the left and right wheels.

[0012] Preferably, the signals from the multiple attitude change detection components include the real-time heights of the left toe adjustment arm, right toe adjustment arm, left lateral tilt adjustment arm, and right lateral tilt adjustment arm; Based on the vehicle status signal, the control unit generates control signals for controlling the toe-in adjustment mechanism and the camber adjustment mechanism, specifically including: Obtain a mapping database of different suspension heights and their corresponding target toe angle and target camber angle; Based on the mapping database, the target toe angle and target flare angle corresponding to the current altitude are calculated; The toe angle deviation and camber deviation are calculated based on the current actual toe angle and current actual camber angle, as well as the target toe angle and target camber angle. Based on the aforementioned toe angle deviation and camber angle deviation, as well as the suspension geometry parameters, the required displacement of the corresponding left toe adjustment arm, right toe adjustment arm, left camber adjustment arm, and right camber adjustment arm is calculated. A corresponding control signal is generated based on the displacement.

[0013] Preferably, signals from the vehicle's steering system and vision system are acquired, and the lateral deviation between the vehicle's actual driving direction and the lane line direction is calculated. When the amplitude of the lateral deviation exceeds a first preset threshold and the duration exceeds a second preset threshold, it is determined that a continuous driving deviation has occurred. The magnitude and direction of the lateral deviation are converted into the required yaw moment correction amount; based on the yaw moment correction amount and suspension geometry parameters, the left toe angle compensation increment and the right toe angle compensation increment used to counteract the deviation trend are calculated. The left toe angle compensation increment and the right toe angle compensation increment are converted into displacement control signals to drive the toe actuator.

[0014] Preferably, the real-time signal from the steering wheel angle sensor is acquired during vehicle steering and used as the vehicle steering demand signal; Based on the vehicle steering demand signal and vehicle dynamics parameters, the real-time target steering angles required by the left and right wheels during the steering process are calculated. The difference in steering angle between the left and right wheels is determined based on the real-time target steering angle required for the left and right wheels, and the real-time actual steering angle. Based on the steering angle difference between the left and right wheels and the suspension geometry parameters, the target lateral displacement required for the left and right toe-adjusting arms is calculated; and the displacement control signal of the toe-adjusting actuator is generated based on the target lateral displacement required for the left and right toe-adjusting arms.

[0015] The beneficial effects of the technical solutions provided in this application include: The adjustment functions of the two most critical parameters affecting wheel alignment, "toe angle and camber angle," are distributed to two completely independent toe adjustment mechanisms and camber adjustment mechanisms. This means that the mechanical movement of adjusting toe angle will not interfere with camber, and vice versa, eliminating mutual interference between parameters at the source. Furthermore, within each mechanism, the left and right toe adjustment arms, and the left and right camber adjustment arms used to connect the left and right wheels are not rigidly connected or linked by an intermediate linkage. Instead, they are driven by two independent outputs of the same actuator, which can drive them to produce independent and decoupled displacements. This structural design theoretically gives the left toe angle, right toe angle, left camber angle, and right camber angle of the wheel four independent degrees of freedom.

[0016] When the vehicle's right wheel drives over a pothole alone, the right suspension extends instantaneously, potentially causing unfavorable toe-in and camber changes on the right wheel. The system immediately instructs the toe-in and camber actuators to precisely displace only the right-side adjusting arm, individually correcting the right wheel's toe-in and camber angles to quickly return them to their optimal settings, while the left wheel parameters remain unchanged. This point-to-point compensation capability ensures that the vehicle maintains excellent tire contact patch and steering neutrality even under extremely asymmetrical road conditions, greatly enhancing handling stability. Attached Figure Description

[0017] Figure 1 This is a bottom view of the vehicle suspension system of this application; Figure 2 This is a front view of the vehicle control system in this application; Figure 3 This is a schematic diagram of the tilt adjustment mechanism of this application; Figure 4 This is a schematic diagram of the toe adjustment mechanism of this application; Figure 5 This is a schematic diagram of the attitude change detection component of this application; Figure 6 This is a schematic diagram of the attitude change detection component of this application mounted on the subframe; Figure 7 This is a schematic diagram showing the relationship between the connection points of the left and right toe arms and steering knuckles, and the connection points of the left and right camber arms and steering knuckles with respect to the wheel center in this application. Figure 8 This is a schematic diagram illustrating the information transmission between the various components of the vehicle suspension system in this application. Figure 9 This is a flowchart illustrating the vehicle control method of this application.

[0018] In the diagram: 1. Subframe; 2. Right rear upper arm; 3. Left toe-adjusting arm; 4. Right toe-adjusting arm; 5. Toe-in actuator; 6. Left camber adjusting arm; 7. Right camber adjusting arm; 8. Camber actuator; 9. Attitude change detection component; 900. Subframe connector; 901. Angle detection component; 902. First rocker arm; 903. Second rocker arm; 10. Left front lower arm; 11. Right front lower arm; 12. Left front upper arm; 13. Right front upper arm; 14. Left rear upper arm. Detailed Implementation

[0019] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0020] First, some of the technical terms used in this application will be explained to help those skilled in the art understand this application.

[0021] In recent years, some research institutions and companies have begun to explore active suspension technology, attempting to achieve dynamic adjustment of wheel alignment parameters through electromechanical devices. However, the adjustment of toe angle and camber angle is still carried out synchronously, and independent control of the left and right wheels cannot be achieved.

[0022] Furthermore, during actual driving, due to factors such as uneven load distribution and differences in road surface excitation, the left and right suspensions of a vehicle are often in different states. For example, when the right wheel of the vehicle travels over a raised road surface while the left wheel is on a flat road, the right suspension is compressed, and the left suspension is relatively extended, causing the toe angle and camber angle of the left and right wheels to change and become inconsistent. Current vehicle suspensions can only adjust the entire axle as a whole and cannot distinguish between the different states of the left and right wheels. When one side of the wheel encounters special road conditions (such as bumps or depressions), it cannot adjust the parameters of that side of the wheel specifically, making the vehicle prone to veering.

[0023] Therefore, the focus of this application is to solve the technical problem that the left and right wheels need to be adjusted independently under different road conditions, and to solve the problem that adjusting the camber angle often affects the toe angle in traditional multi-link suspension systems, so as to achieve decoupled adjustment of the toe angle and camber angle of the left and right wheels.

[0024] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0025] Firstly, reference Figures 1-4This application provides a vehicle suspension system, which includes a subframe 1, and a left steering knuckle and a right steering knuckle located on the left and right sides of the subframe 1 for mounting wheels, and further includes: The toe-in adjustment mechanism includes a toe-in actuator 5, and a left toe-in adjusting arm 3 and a right toe-in adjusting arm 4 connected to the left and right steering knuckles respectively; the toe-in actuator 5 is used to drive the left toe-in adjusting arm 3 and the right toe-in adjusting arm 4 to produce independent and decoupled displacements in the directions on the left and right sides of the vehicle. The camber adjustment mechanism includes a camber actuator 8, and a left camber adjustment arm 6 and a right camber adjustment arm 7 connected to the left and right steering knuckles respectively. The camber actuator 8 is used to drive the left camber adjustment arm 6 and the right camber adjustment arm 7 to produce independent and decoupled displacements in the directions on the left and right sides of the vehicle.

[0026] Because the four-wheel alignment parameters of a traditional suspension system are mutually coupled and passively changeable—for example, when one wheel encounters an impact, not only do the alignment parameters on that side change, but the other side is also affected through components such as the stabilizer bar—this application breaks this coupling at its mechanical root by configuring independent adjustable arms for the left and right sides, with the actuators driving them to produce independent and decoupled displacements. This means that the toe angle adjustment of the left front wheel can completely unaffect the right front wheel, and the camber angle adjustment of the left wheel is also independent of the right wheel. This fundamental change enables the system to perform precise asymmetric compensation for asymmetric attitude changes caused by uneven road surfaces, load transfer, or body roll. For example, when the right wheel of the vehicle drives over a raised road surface, the system can independently increase the negative camber angle of the right wheel to maintain the contact area, while simultaneously fine-tuning the toe angle of the right wheel to counteract any possible steering pull, while the parameters on the left side remain unchanged. This not only significantly improves the vehicle's handling stability and tire contact performance under various complex road conditions and reduces abnormal wear caused by passive parameter changes, but also lays an indispensable hardware foundation for subsequent intelligent and refined chassis control based on electronic control.

[0027] In some embodiments, reference is made to Figure 5 and Figure 6 The vehicle suspension system also includes a control unit connected to the toe-in actuator and the camber actuator; Multiple attitude change detection components 9 connected to the control unit are installed on the subframe 1; the multiple attitude change detection components 9 are connected one-to-one with the left toe adjustment arm 3, the right toe adjustment arm 4, the left camber adjustment arm 6 and the right camber adjustment arm 7. The control unit is used to adjust the toe adjustment mechanism and camber adjustment mechanism according to the signal from the attitude change detection component 9.

[0028] The preceding text only outlines the basic hardware structure. This embodiment adds a control unit and attitude change detection component 6, constructing a complete closed-loop active control system, resulting in a qualitative leap from adjustable to intelligent adaptive adjustment. The effect is mainly reflected in the following two aspects: First, by configuring a posture change detection component 9 for each independent left toe-adjusting arm 3, right toe-adjusting arm 4, left camber adjusting arm 6, and right camber adjusting arm 7, the system can capture the micro-motion state of each wheel suspension in real time with high resolution, rather than the traditional system that only senses the overall posture of the vehicle body. The control unit processes these signals comprehensively and can accurately determine which wheel's parameters have changed.

[0029] Secondly, based on these high-precision real-time signals, the control unit dynamically calculates and outputs control commands to the corresponding toe-in actuator 5 and camber actuator 8, thereby performing personalized active closed-loop correction of the four-wheel alignment parameters. For example, when the left front suspension is detected to compress due to braking dive, the control unit can immediately calculate the ideal toe-in and camber values ​​of the left front wheel in this posture, and drive the left toe arm and left camber arm to move to the corresponding positions, locking the parameters at the optimal values. This solves the core problem that traditional suspension systems cannot identify and compensate for dynamic differences, ensuring that the four-wheel alignment parameters can be actively maintained within the preset optimal performance window under any driving condition, thus consistently maintaining top-level handling and safety performance.

[0030] In some embodiments, the attitude change detection component 9 includes a conversion subframe connecting seat 900, on which an angle detection element 901 is provided; the detection axis of the angle detection element 901 is fixedly connected to a first rocker arm 902, and a second rocker arm 903 is rotatably connected to one end of the first rocker arm 902 away from the angle detection element 901. The second rocker arm 903 is hinged to the corresponding left toe-adjusting arm 3, right toe-adjusting arm 4, left camber adjusting arm 6, and right camber adjusting arm 7.

[0031] In this embodiment, the lateral or spatial movement of the left toe-in adjusting arm 3, the right toe-in adjusting arm 4, the left camber adjusting arm 6, and the right camber adjusting arm 7 is precisely converted into the axial rotation of the angle detection element. The specific technical principle is as follows: The second rocker arm 903 is hinged to the corresponding adjusting arm and can directly follow the movement of the ball joint of the adjusting arm; the first rocker arm 902 acts as a power transmission rod, converting this movement into the rotation of the angle sensing element shaft. This mechanical transmission method has strong anti-interference ability, stable signal, and is unaffected by electromagnetic environment or oil, water vapor, etc., making it very suitable for the harsh working environment of the chassis. Its direct connection method avoids the error accumulation caused by indirect measurement, realizing direct, in-situ measurement of the movement state of the adjusting arm with high measurement accuracy. This structure ingeniously solves the engineering problem of how to place reliable sensors in the suspension part with large vibration and limited space. The acquired angle signal directly corresponds to the instantaneous position of the adjusting arm. Combined with the known suspension geometry model, the control unit can very accurately deduce the real-time toe angle and camber angle of the wheel, as well as the instantaneous height of the suspension, providing the most direct and accurate feedback source for closed-loop control.

[0032] Furthermore, the angle detection unit 901 is connected to a conversion unit, which is used to convert the angle change of the first rocker arm 902 into a height change; and to convert the detected angle signal into a corresponding height value through geometric relationships.

[0033] In this embodiment, since suspension height is a more intuitive and physically meaningful control variable in vehicle chassis control, and the vehicle dynamics model is usually calibrated based on height, the built-in or external conversion unit can be a dedicated processing circuit or a software module within the control unit; the conversion unit converts the angle signal into a suspension height value in real time according to the pre-calibrated kinematic relationship of the rocker arm mechanism.

[0034] The core advantage of this approach is that regardless of the specific installation angle of the attitude change detection component 9, the final output to the main control ECU is a standardized height signal, facilitating system integration and data fusion. By offloading the fixed geometric calculation task to the local conversion unit or low-level driver, the central ECU can directly use the height value for decision-making, improving system operating efficiency. The height value is also easier to measure and verify at the maintenance end, facilitating system fault diagnosis and production line calibration.

[0035] In some embodiments, the toe actuator 5 has two telescopic working ends, which are respectively connected to the left toe adjusting arm 3 and the right toe adjusting arm 4; the camber actuator 8 has two telescopic working ends, which are respectively connected to the left camber adjusting arm 6 and the right camber adjusting arm 7. Alternatively, the toe-in actuator 5 has a telescopic working end, and the number of toe-in actuators 5 corresponds one-to-one with the number of left toe-in adjusting arms 3 and right toe-in adjusting arms 4; the camber actuator 8 has a telescopic working end, and the number of camber actuators 8 corresponds one-to-one with the number of left camber adjusting arms 6 and right camber adjusting arms 7.

[0036] This embodiment proposes two forms. The first is an actuator with dual telescopic working ends. This essentially integrates two independent linear actuators, such as electric linear actuators, into a single housing or module, sharing a drive power supply and control unit, but with independent mechanical outputs. The advantages of this approach are its highly compact structure, high degree of integration, saving chassis space, reducing the complexity of external piping or wiring harness layout, and the synchronization of the two outputs is ensured by internal mechanics or circuitry, resulting in relatively simple control logic.

[0037] The second approach uses multiple independent actuators with single telescopic working ends, meaning each adjusting arm is driven by a separate actuator. This approach offers maximum control flexibility and redundancy. Each actuator can be selected, controlled, and backed up independently; theoretically, a failure in one actuator will not affect the other three, resulting in higher system reliability.

[0038] Whether manufacturers choose a highly integrated dual-output solution for compactness or an independent actuator solution for ultimate control and redundant safety, both fall within the protection scope of this invention, enhancing the practical value and application adaptability of the patent.

[0039] In some embodiments, the vehicle suspension system further includes a left front lower arm 10, a right front lower arm 11, a left front upper arm 12, a right front upper arm 13, a right rear upper arm 2, and a left rear upper arm 14 that connect the subframe 1 to the left steering knuckle and the right steering knuckle.

[0040] In this embodiment, it is clarified that this application is a supplement and enhancement to traditional mature suspension systems, rather than a complete overhaul, thus reducing the technical risks and costs of implementation. Secondly, it defines the working environment and constraints of the active adjustment mechanism: the extension and retraction of the adjusting arm occurs within a relatively stable and controllable wheel kinematic relationship determined by these conventional links. When calculating the adjustment amount, the control unit must base it on the suspension geometry parameters formed by these fixed links.

[0041] The above is for reference only. Figure 7 The connection points between the left and right toe arms and the steering knuckles are located near the wheel center in the X direction, with an angle α not greater than 10°; The connection points of the left and right camber arms and the steering knuckles are located near the wheel center in the Z direction, with an angle β not exceeding 30°. Secondly, refer to Figures 7-9 As shown, a vehicle control method is provided, which includes the above-mentioned vehicle suspension system, and includes the following steps: Step 100: Obtain vehicle status signals, which include signals from multiple attitude change detection components 9, as well as the current actual toe angle and the current actual camber angle; Step 200: Based on the vehicle status signal, use the control unit to generate control signals for controlling the toe-in adjustment mechanism and the camber adjustment mechanism; Step 300: Use the control signal to control the toe-in actuator 5 to adjust the toe-in angle of the left and right wheels, and control the camber actuator 8 to adjust the camber angle of the left and right wheels.

[0042] By acquiring real-time signals from the attitude change detection component 9 and the actual wheel alignment angles, the control unit continuously monitors the precise state of the vehicle's wheels. Subsequently, based on its built-in control algorithm, it calculates the required toe-in and camber adjustments to achieve the target performance and generates corresponding control signals to drive the actuators. This transforms the vehicle's four-wheel alignment parameters from passive variables—fixed values ​​or arbitrarily altered by road conditions—into dynamic variables actively optimized by the onboard computer based on real-time needs. Whether driving straight, turning, braking, or accelerating, the system automatically maintains optimal tire contact patch and steering characteristics, significantly improving vehicle handling stability, steering precision, and cornering support in all weather conditions and under all operating conditions. Simultaneously, by actively compensating for changes caused by load and road surface, it effectively reduces abnormal tire wear, enhancing driving safety and comfort.

[0043] In some embodiments, the signals from the multiple attitude change detection components 9 include the real-time heights of the left pre-axle adjuster 3, right pre-axle adjuster 4, left lateral tilt adjuster 6, and right lateral tilt adjuster 7. Based on the vehicle status signal, the control unit generates control signals for controlling the toe-in adjustment mechanism and the camber adjustment mechanism, specifically including: Obtain a mapping database of different suspension heights and their corresponding target toe angle and target camber angle; Based on the mapping database, the target toe angle and target lateral tilt angle corresponding to the current altitude are calculated; The toe angle deviation and camber deviation are calculated based on the current actual toe angle and current actual camber angle, as well as the target toe angle and target camber angle; the current actual toe angle and current actual camber angle are obtained by sensors, which is a conventional method. Based on the toe angle deviation and camber angle deviation, as well as the suspension geometry parameters, the required displacement of the corresponding left toe adjustment arm 3, right toe adjustment arm 4, left camber adjustment arm 6 and right camber adjustment arm 7 is calculated. The corresponding control signal is generated based on the displacement.

[0044] In this embodiment, the method of this application establishes and utilizes a mapping database of target toe angle and target camber angle corresponding to different suspension heights. The technical principle is as follows: During the vehicle's development phase, bench testing and simulations have optimized the target toe angle and camber angle to achieve the best overall performance under different suspension heights, i.e., different loads, pitch, and roll conditions. In real-time control, the system first quickly retrieves the optimal setpoint at the current height based on the detected height signal, much like a lookup. Then, it compares this with the estimated current actual value to determine the deviation. Finally, combined with precise suspension geometry parameters, the angle deviation is converted into the precise displacement required for each adjusting arm. This allows the vehicle to correct itself the instant its attitude changes, rather than reacting only after a handling problem occurs. For example, when the system senses that the vehicle begins to brake and the front end dips, it immediately and proactively adjusts the front wheel toe angle to a value more suitable for braking stability based on the height mapping value after the dip, thereby suppressing braking pull and improving braking stability.

[0045] In some embodiments, the vehicle control method further includes: Acquire signals from the vehicle's steering and vision systems, and calculate the lateral deviation between the vehicle's actual driving direction and the lane line direction; When the magnitude of the lateral deviation exceeds the first preset threshold and the duration exceeds the second preset threshold, it is determined that a continuous driving deviation has occurred. The magnitude and direction of the lateral deviation are converted into the required yaw moment correction amount; based on the yaw moment correction amount and suspension geometry parameters, the left toe angle compensation increment and right toe angle compensation increment used to counteract the deviation trend are calculated. The left toe angle compensation increment and the right toe angle compensation increment are converted into displacement control signals to drive the toe actuator 5.

[0046] In this embodiment, traditional vehicle drift requires manual intervention or periodic four-wheel alignment for correction. This method, however, intelligently determines whether the vehicle is in a persistent, unintentional drift state by integrating steering wheel angle signals from the steering system and lane line signals from the vision system. This means the deviation from the lane line or steering wheel direction exceeds a threshold and persists for a certain period. After determination, a corrective yaw moment is generated through differentiated toe-in adjustment, rather than relying on traditional steering intervention. The technical principle is as follows: A required yaw moment correction is calculated, and then the left and right front toe arms are independently controlled to create asymmetrical toe angles on the left and right front wheels. Utilizing the tire's sideslip characteristic, a counter-yaw moment is generated to pull the vehicle back to its correct trajectory. This correction method is very smooth and subtle, almost imperceptible to the driver, avoiding the discomfort caused by sudden steering intervention. Simultaneously, it complements and backs up the steering system, effectively compensating for insufficient tire pressure on one side or differences in road surface traction between the left and right sides. This effect greatly enhances the vehicle's lane-keeping ability and directional stability, especially under Advanced Driver Assistance Systems (ADAS).

[0047] In some embodiments, the vehicle control method further includes: Acquire real-time signals from the steering wheel angle sensor during vehicle steering and use them as vehicle steering demand signals; Based on the vehicle steering demand signal and vehicle dynamics parameters, the real-time target steering angles required by the left and right wheels during the steering process are calculated. The difference in steering angle between the left and right wheels is determined based on the real-time target steering angle required for the left and right wheels, and the real-time actual steering angle. Based on the steering angle difference between the left and right wheels and the suspension geometry parameters, the target lateral displacement required for the left toe-adjusting arm 3 and the right toe-adjusting arm 4 is calculated; the displacement control signal for the toe-in actuator 5 is generated based on the target lateral displacement required for the left toe-adjusting arm 3 and the right toe-adjusting arm 4.

[0048] In this embodiment, when a traditional vehicle turns, the steering angle relationship between the left and right front wheels is rigidly determined by the geometry of the steering trapezoid, and cannot be dynamically optimized based on vehicle speed and lateral acceleration. This method dynamically calculates the ideal target steering angle for each of the left and right wheels by acquiring the steering wheel angle and vehicle dynamic parameters in real time. Then, the system independently drives the left and right toe-in adjustment arms to change the toe-in angle of the wheels, thereby effectively and precisely adjusting the wheel direction. Its core technical effect is reflected in: At low speeds, it reduces tire wear; when cornering at high speeds, it can be adjusted to be closer to parallel steering, improving cornering stability and response speed.

[0049] By actively adjusting the steering difference between the left and right wheels, a certain yaw moment can be generated to help the vehicle enter corners faster or exit them more stably. The left and right toe-in can be finely adjusted in real time based on the vehicle's dynamic response, such as yaw rate and sideslip angle, to help suppress understeer or fishtailing tendencies.

[0050] The control system of this invention employs a hierarchical priority decision-making mechanism to coordinate multiple control objectives. Specifically, when the system simultaneously detects deviation and a need for steering optimization, the controller makes a decision based on the following priority strategy: a) Safety-related control objectives take precedence over performance optimization objectives: When the degree of vehicle deviation exceeds the preset safety threshold (e.g., lateral acceleration is greater than the corresponding threshold or deviation rate is greater than the corresponding threshold), the system prioritizes the deviation correction function and suspends the steering optimization function; b) Dynamic weight allocation mechanism: When the degree of deviation is in the middle range, the system adopts a dynamic weight allocation algorithm to allocate the adjustment amount of the toe actuator 5 to the deviation correction and steering optimization functions in proportion. The weight coefficients W1 and W2 satisfy W1+W2=1, where W1 is positively correlated with the severity of deviation and W2 is positively correlated with the intensity of steering optimization demand. c) Cooperative control under low-risk conditions: When the vehicle is in a low-speed stable driving state and the degree of deviation is small, the system can simultaneously perform deviation correction and steering optimization functions, and achieve the synergy of the two functions through the composite control of the toe actuator (5).

[0051] The controller dynamically calculates priority weights based on real-time vehicle status parameters to ensure a balance between safety and handling performance. Thirdly, embodiments of this application also provide a computer-readable storage medium.

[0052] The present application has a computer-readable storage medium storing a vehicle control program, wherein when the vehicle control program is executed by a processor, it implements the steps of the vehicle control method as described above.

[0053] The method implemented when the vehicle control program is executed can be referred to in various embodiments of the vehicle control method of this application, and will not be repeated here.

[0054] It should be noted that the sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0055] The terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus. The terms "first," "second," and "third," etc., are used to distinguish different objects, etc., and do not indicate a sequence, nor do they limit "first," "second," and "third" to different types.

[0056] In the description of the embodiments of this application, terms such as "exemplary," "for example," or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplary," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a concrete manner.

[0057] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0058] In some processes described in the embodiments of this application, multiple operations or steps are included in a specific order. However, it should be understood that these operations or steps may not be executed in the order they appear in the embodiments of this application, or they may be executed in parallel. The sequence number of the operation is only used to distinguish different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed sequentially or in parallel, and these operations or steps may be combined.

[0059] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device to execute the methods described in the various embodiments of this application.

[0060] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A vehicle suspension system comprising a subframe (1), and a left steering knuckle and a right steering knuckle located on the left and right sides of the subframe (1) for mounting wheels, characterized in that, Also includes: The toe-in adjustment mechanism includes a toe-in actuator (5), and a left toe-in adjusting arm (3) and a right toe-in adjusting arm (4) connected to the left and right steering knuckles respectively; the toe-in actuator (5) is used to drive the left toe-in adjusting arm (3) and the right toe-in adjusting arm (4) to produce independent and decoupled displacements in the directions on the left and right sides of the vehicle. The camber adjustment mechanism includes a camber actuator (8), and a left camber adjustment arm (6) and a right camber adjustment arm (7) connected to the left and right steering knuckles respectively. The camber actuator (8) is used to drive the left camber adjustment arm (6) and the right camber adjustment arm (7) to produce independent and decoupled displacements in the directions on the left and right sides of the vehicle.

2. The vehicle suspension system as described in claim 1, characterized in that: The vehicle suspension system also includes a control unit connected to the toe-in actuator and the camber actuator; The subframe (1) is equipped with multiple attitude change detection components (9) connected to the control unit; the multiple attitude change detection components (9) are connected one-to-one with the left toe adjustment arm (3), right toe adjustment arm (4), left camber adjustment arm (6) and right camber adjustment arm (7); The control unit is used to adjust the actions of the toe adjustment mechanism and the camber adjustment mechanism according to the signal from the attitude change detection component (9).

3. The vehicle suspension system as described in claim 2, characterized in that: The attitude change detection component (9) includes a conversion subframe connecting seat (900), and an angle detection component (901) is provided on the subframe connecting seat (900); the detection shaft of the angle detection component (901) is fixedly connected to a first rocker arm (902), and a second rocker arm (903) is rotatably connected to one end of the first rocker arm (902) away from the angle detection component (901). The second rocker arm (903) is hinged to the corresponding left toe adjustment arm (3), right toe adjustment arm (4), left camber adjustment arm (6) and right camber adjustment arm (7).

4. The vehicle suspension system as described in claim 3, characterized in that: The angle detection device (901) is connected to a conversion unit, which is used to convert the angle change of the first rocker arm (902) into a height change.

5. The vehicle suspension system as described in claim 1, characterized in that: The toe actuator (5) has two telescopic working ends, which are respectively connected to the left toe adjusting arm (3) and the right toe adjusting arm (4); the camber actuator (8) has two telescopic working ends, which are respectively connected to the left camber adjusting arm (6) and the right camber adjusting arm (7). Alternatively, the toe actuator (5) has a telescopic working end, and the number of toe actuators (5) corresponds one-to-one with the number of the left toe adjusting arm (3) and the right toe adjusting arm (4); the tilt actuator (8) has a telescopic working end, and the number of tilt actuators (8) corresponds one-to-one with the number of the left tilt adjusting arm (6) and the right tilt adjusting arm (7).

6. The vehicle suspension system as described in claim 1, characterized in that: The vehicle suspension system also includes a left front lower arm (10), a right front lower arm (11), a left front upper arm (12), a right front upper arm (13), a left rear upper arm (14), and a right rear upper arm (2) that connect the subframe (1) to the left steering knuckle and the right steering knuckle.

7. A vehicle control method, characterized in that, It includes: The vehicle includes the vehicle suspension system as described in claim 2; Acquire vehicle status signals, which include signals from multiple attitude change detection components (9), as well as the current actual toe angle and the current actual camber angle; Based on the vehicle status signal, the control unit generates control signals for controlling the toe-in adjustment mechanism and the camber adjustment mechanism; the control signals are used to control the toe-in actuator (5) to adjust the toe-in angle of the left and right wheels, and to control the camber actuator (8) to adjust the camber angle of the left and right wheels.

8. The vehicle control method as described in claim 7, characterized in that: The signals from the multiple attitude change detection components (9) include the real-time heights of the left pre-axle adjuster (3), right pre-axle adjuster (4), left lateral tilt adjuster (6), and right lateral tilt adjuster (7); Based on the vehicle status signal, the control unit generates control signals for controlling the toe-in adjustment mechanism and the camber adjustment mechanism, specifically including: Obtain a mapping database of different suspension heights and their corresponding target toe angle and target camber angle; Based on the mapping database, the target toe angle and target flare angle corresponding to the current altitude are calculated; The toe angle deviation and camber deviation are calculated based on the current actual toe angle and current actual camber angle, as well as the target toe angle and target camber angle. Based on the aforementioned toe angle deviation and camber angle deviation, as well as the suspension geometry parameters, the required displacement of the corresponding left toe adjustment arm (3), right toe adjustment arm (4), left camber adjustment arm (6), and right camber adjustment arm (7) is calculated. A corresponding control signal is generated based on the displacement.

9. The vehicle control method as described in claim 7, characterized in that, Also includes: Acquire signals from the vehicle's steering and vision systems, and calculate the lateral deviation between the vehicle's actual driving direction and the lane line direction; When the amplitude of the lateral deviation exceeds a first preset threshold and the duration exceeds a second preset threshold, it is determined that a continuous driving deviation has occurred. The magnitude and direction of the lateral deviation are converted into the required yaw moment correction amount; based on the yaw moment correction amount and suspension geometry parameters, the left toe angle compensation increment and the right toe angle compensation increment used to counteract the deviation trend are calculated. The left toe angle compensation increment and the right toe angle compensation increment are converted into displacement control signals to drive the toe actuator (5).

10. The vehicle control method as described in claim 7, characterized in that, Also includes: Acquire real-time signals from the steering wheel angle sensor during vehicle steering and use them as vehicle steering demand signals; Based on the vehicle steering demand signal and vehicle dynamics parameters, the real-time target steering angles required by the left and right wheels during the steering process are calculated. The difference in steering angle between the left and right wheels is determined based on the real-time target steering angle required for the left and right wheels, and the real-time actual steering angle. Based on the steering angle difference between the left and right wheels and the suspension geometry parameters, the target lateral displacement required for the left toe-adjusting arm (3) and the right toe-adjusting arm (4) is calculated; the displacement control signal of the toe-adjusting actuator (5) is generated based on the target lateral displacement required for the left toe-adjusting arm (3) and the right toe-adjusting arm (4).

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