A method for adjusting vehicle roll on curves, the vehicle itself, and the storage medium.

Abstract

This application provides a vehicle roll adjustment method, vehicle, and storage medium based on curves, belonging to the field of vehicle control technology. The method includes: acquiring current vehicle operating information and key curve features of the current road; identifying the current curve stage based on the current vehicle operating information and key curve features to obtain the current curve stage; selecting selected adjustment information from preset candidate adjustment information based on the current curve stage; wherein the selected adjustment information includes selected feedforward adjustment information, selected feedback adjustment information, and adjustment weights; and performing roll adjustment operations on the vehicle in the current curve stage based on the adjustment weights, selected feedforward adjustment information, and selected feedback adjustment information. This application embodiment can improve the stability and comfort of the vehicle during curve driving.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a method for adjusting vehicle roll based on curves, a vehicle, and a storage medium. Background Technology

[0002] When a vehicle is cornering, it experiences centrifugal force, which generates a roll moment that directly causes body roll. Body roll not only significantly reduces passenger comfort but also causes a shift in the vertical load on the wheels, thus affecting the vehicle's handling stability and increasing safety risks when cornering.

[0003] In related technologies, two control techniques are used to address vehicle roll issues: feedback roll control and pre-adjustment roll control. Feedback roll control primarily uses sensors such as lateral acceleration sensors and roll angle sensors to collect vehicle attitude signals in real time. After roll has already occurred, it adjusts suspension stiffness and damping parameters to suppress it. However, this technology suffers from inherent control lag, failing to effectively suppress sudden roll changes during cornering and only passively correcting existing roll, resulting in limited overall control effectiveness. Pre-adjustment roll control obtains information about the curvature of the road ahead and, combined with the vehicle's current speed, adjusts suspension parameters before entering the curve. However, this technique relies on a "one-time pre-adjustment before cornering, fixed parameters within the curve, and immediate restoration to default after exiting the curve," leading to a significant decrease in suspension comfort when driving on straight sections before the curve. Furthermore, using a single parameter throughout the curve fails to adapt to the varying vehicle motion characteristics at different stages of the curve, resulting in poor vehicle stability during cornering.

[0004] In summary, the technical problems existing in the relevant technologies need to be improved. Summary of the Invention

[0005] The main objective of this application is to propose a vehicle roll adjustment method, vehicle, and storage medium based on curves, aiming to improve the stability and comfort of the vehicle during curve driving.

[0006] To achieve the above objectives, one aspect of this application proposes a vehicle roll adjustment method based on curves, the method comprising: Obtain current vehicle operation information and key curve features of the current road; Based on the current vehicle operation information and the key features of the curve, the current road curve stage is identified to obtain the current curve stage; Based on the current curve phase, selected adjustment information is filtered from preset candidate adjustment information; wherein, the selected adjustment information includes selected feedforward adjustment information, selected feedback adjustment information, and adjustment weight; the selected feedforward adjustment information represents the roll adjustment of the vehicle before the current curve phase, the selected feedback roll adjustment information represents the roll adjustment of the vehicle during the current curve phase, and the adjustment weight represents the weight ratio of the selected feedforward adjustment information and the selected feedback adjustment information; Based on the adjustment weight, the selected feedforward adjustment information, and the selected feedback adjustment information, the vehicle performs a roll adjustment operation during the current curve phase.

[0007] In some embodiments, the current vehicle operation information includes current vehicle location information and current vehicle speed; the key feature of the curve is road curvature; the step of identifying the current curve stage based on the current vehicle operation information and the key feature of the curve to obtain the current curve stage includes: The road curvature is compared with a preset curvature threshold to obtain curvature comparison information; Based on the curvature comparison information, the current vehicle position information, and the current vehicle speed, the current road curve stage is identified to obtain the current curve stage.

[0008] In some embodiments, performing a roll adjustment operation on the vehicle in the current curve phase based on the adjustment weight, the selected feedforward adjustment information, and the selected feedback adjustment information includes: The vehicle's feedforward adjustment reference data is collected based on the selected feedforward adjustment information; wherein, the feedforward adjustment reference data is the data of the adjustment reference before the current curve phase; Preliminary adjustment parameters are selected from the preset candidate pre-adjustment parameters based on the feedforward adjustment reference data; The suspension parameters for the current cornering phase are adjusted using the initial adjustment parameters and the adjustment weights. The selected feedback adjustment information is used to collect feedback adjustment reference data after the vehicle performs feedforward adjustment operation; wherein, the feedback adjustment reference data is the adjustment reference data after the current curve phase; The initial adjustment parameters are adjusted based on the feedback adjustment reference data to obtain updated adjustment parameters; The suspension parameters for the current cornering phase are adjusted based on the updated adjustment parameters and the adjustment weights.

[0009] In some embodiments, if the current curve phase is a first curve phase, the first curve phase is the road segment before the entry point; the first curve phase includes a first curve sub-phase and a second curve sub-phase; the first curve sub-phase is a phase with a preset time percentage before the first curve phase, and the second curve sub-phase is a phase with a preset time percentage after the first curve phase; the feedforward adjustment reference data includes: a first vehicle speed and a first curve curvature; the preliminary adjustment parameters include: a straight-line preset value, a first pre-adjustment value, and a first pre-adjustment gradient, wherein the first pre-adjustment value is greater than the straight-line preset value; The step of performing feedforward adjustment on the parameters of the current curve stage based on the preliminary adjustment parameters and the adjustment weights includes: The vehicle suspension parameters for the first curve sub-stage are set to the preset values ​​for the straight section based on the adjustment weights. Based on the adjustment weight and the first pre-adjustment gradient, the suspension parameters of the second cornering sub-stage are increased from the straight-line preset value to the first pre-adjustment value.

[0010] In some embodiments, if the current curve stage is a second curve stage, the second curve stage is the section of road where the entry point transitions to the center point of the curve; the feedforward adjustment reference data includes: the curvature of the second curve, the second vehicle speed, and the growth data of the predicted roll moment; the preliminary adjustment parameters include: the second pre-adjustment gradient and the second pre-adjustment value; if the current curve stage is a third curve stage, the third curve stage is the section of road surrounding the center point of the curve; the feedforward adjustment reference data includes: the current road surface slope value; the preliminary adjustment parameters include: the third pre-adjustment value, the third pre-adjustment value being the same as the second pre-adjustment value, and the second pre-adjustment value being greater than the first pre-adjustment value; The step of performing feedforward adjustment of the suspension parameters for the current cornering phase based on the preliminary adjustment parameters and the adjustment weights includes: The suspension parameters for the second cornering phase are increased to the second pre-adjusted value based on the adjustment weight and the second pre-adjustment gradient. The suspension parameters for the third curve phase are maintained at the third preset value according to the adjustment weight.

[0011] In some embodiments, if the current curve stage is the fourth curve stage, the fourth curve stage is the road segment from the center point to the exit point. The fourth curve stage includes a third curve sub-stage and a fourth curve sub-stage. The third curve sub-stage is the stage with a preset time percentage before the fourth curve stage, and is also the road segment from the center point to the exit transition point. The fourth curve sub-stage is the road segment with a preset time percentage after the fourth curve stage, and is also the stage from the exit transition point to the exit point. The feedforward adjustment reference data includes: the curve curvature reduction rate and the steering return rate. The preliminary adjustment parameters include: a fourth pre-adjustment gradient, a fifth pre-adjustment gradient, a fourth pre-adjustment value, and a fifth pre-adjustment value. The fourth pre-adjustment gradient is set according to the curve curvature reduction rate. The fifth pre-adjustment gradient is the same as the first pre-adjustment gradient. The fourth pre-adjustment value is the same as the first pre-adjustment value. The fifth pre-adjustment value is the same as the straight-line preset value. The step of performing feedforward adjustment of the suspension parameters for the current cornering phase based on the preliminary adjustment parameters and the adjustment weights includes: The suspension parameters of the third cornering sub-stage are reduced to the fourth pre-adjustment value according to the adjustment weight and the fourth pre-adjustment gradient; Based on the adjustment weight and the fifth pre-adjustment gradient, the suspension parameters of the fourth cornering sub-stage are gradually reduced from the fourth pre-adjustment value to the fifth pre-adjustment value.

[0012] In some embodiments, after reducing the suspension parameters of the third cornering sub-stage to the fourth pre-adjustment value according to the adjustment weight and the fourth pre-adjustment gradient, the method further includes: If the real-time distance between the exit transition point and the entry point of the next curve is less than a preset distance threshold, the update adjustment information of the next curve is collected; wherein, the next curve is the next curve of the current road, and the update adjustment information includes: update feedforward adjustment information, update feedback adjustment information, and update weight. The vehicle performs a roll adjustment operation on the next curve based on the updated weight, the updated feedforward adjustment information, and the updated feedback adjustment information.

[0013] In some embodiments, after performing a roll adjustment operation on the vehicle in the current curve phase according to the adjustment weight, the selected feedforward adjustment information, and the selected feedback adjustment information, the method further includes: A schematic diagram is generated based on the vehicle's roll adjustment operation. The vehicle's tilt adjustment activation status is collected according to the operation diagram. Generate adjustment activation identifier information based on the tilt adjustment activation state; The operation diagram and the adjustment activation information will be displayed.

[0014] To achieve the above objectives, another aspect of this application provides a vehicle, which includes an onboard control system, an adjustable suspension system, a road preview module, a vehicle body state perception module, a steering system signal acquisition module, a braking system signal acquisition module, and a power system signal acquisition module. The onboard control system includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the above-described method.

[0015] To achieve the above objectives, another aspect of the embodiments of this application proposes a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described method.

[0016] The embodiments of this application include at least the following beneficial effects: This application provides a vehicle roll adjustment method, vehicle, and storage medium based on curves. This solution identifies curve stages by combining current vehicle operating information with key curve characteristics, enabling the suspension control strategy to accurately match different curve driving conditions, significantly improving the targeting and adaptability of curve control. Simultaneously, a composite control method combining feedforward and feedback adjustment is adopted. Feedforward adjustment can intervene in advance to suppress roll trends before the vehicle body rolls, while feedback adjustment can correct control deviations in real time after roll occurs. The synergistic effect of the two can significantly improve the roll suppression effect when the vehicle is driving in curves, enhancing vehicle handling stability and ride comfort. Finally, by assigning corresponding adjustment weights to feedforward and feedback adjustment, the control strategy is dynamically optimized according to different curve stages, achieving intelligent and refined suspension roll adjustment, effectively improving the vehicle's driving posture in complex road conditions such as continuous curves and sharp bends, and enhancing ride comfort and driving safety. Attached Figure Description

[0017] Figure 1 This is a system framework diagram of the vehicle roll adjustment method based on curves provided in the embodiments of this application; Figure 2 This is a flowchart of a vehicle roll adjustment method based on curves provided in an embodiment of this application; Figure 3 yes Figure 2 The flowchart of step S202 in the document; Figure 4 yes Figure 2 The flowchart of step S204 in the process; Figure 5 yes Figure 4 The flowchart of step S403 in the process; Figure 6 yes Figure 4 Another flowchart of step S403 in the process; Figure 7 yes Figure 4 Another flowchart of step S403 in the process; Figure 8 This is a flowchart of a vehicle roll adjustment method based on a curve, provided in another embodiment of this application; Figure 9 This is a schematic diagram of a continuous curve in the vehicle roll adjustment method based on curves provided in the embodiments of this application; Figure 10 This is a flowchart of a vehicle roll adjustment method based on a curve, provided in another embodiment of this application; Figure 11 This is a schematic diagram of the hardware structure of the vehicle control system provided in the embodiments of this application. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit it. In the following description, when referring to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with those of this application; they are merely examples of apparatuses and methods consistent with some aspects of the embodiments of this application as detailed in the appended claims.

[0019] It is understood that the terms “first,” “second,” etc., used in this application may be used herein to describe various concepts, but unless otherwise stated, these concepts are not limited by these terms. These terms are only used to distinguish one concept from another. For example, without departing from the scope of the embodiments of this application, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Depending on the context, the words “if,” “when,” or “in response to a determination” as used herein may be interpreted as “when…” or “when…” or “in response to a determination.”

[0020] As used in this application, the terms "at least one", "multiple", "each", "any", etc., "at least one" includes one, two or more, "multiple" includes two or more, "each" refers to each of the corresponding multiples, and "any" refers to any one of the multiples.

[0021] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0022] Before providing a detailed description of the embodiments of this application, some of the nouns and terms involved in the embodiments of this application will be explained first. The nouns and terms involved in the embodiments of this application are subject to the following interpretations.

[0023] 1) Suspension: It is the general term for all force transmission connection devices between the car frame (or monocoque body) and the axle (or wheels). Its function is to transmit the force and torque acting between the wheels and the frame, and to buffer the impact force transmitted from the uneven road surface to the frame or body, and reduce the vibration caused therefrom, so as to ensure that the car can drive smoothly.

[0024] 2) Road preview: This refers to identifying road surface information through sensors such as cameras and lidar, thereby establishing a 3D data model, analyzing the current road conditions through the system, and then feeding the data back to the active suspension to adjust the suspension condition.

[0025] This invention relates to the field of vehicle chassis control technology, specifically to a background technology related to vehicle body roll control, which is particularly applicable to vehicle body posture adjustment scenarios during vehicle cornering.

[0026] During cornering, a vehicle experiences a roll moment due to centrifugal force, which directly causes body roll. Body roll not only significantly reduces passenger comfort but also causes a shift in the vertical load on the wheels, thus affecting vehicle handling stability and increasing safety risks during cornering. Therefore, body roll control is a crucial research area in vehicle chassis control, as its effectiveness directly determines the vehicle's ride comfort and safety.

[0027] Currently, existing technologies for vehicle roll control are mainly divided into two major technical approaches: feedback roll control and pre-adjustment roll control. Each approach has its own characteristics, as detailed below: Firstly, feedback-based roll control technology uses detection elements such as lateral acceleration sensors and roll angle sensors to collect vehicle attitude signals in real time. After the vehicle has already rolled, it then adjusts the suspension stiffness and damping parameters to suppress roll. However, this technology has an inherent control lag problem and cannot effectively suppress sudden roll changes during cornering. It can only passively correct roll that has already occurred, resulting in limited overall control effectiveness and failing to meet the high comfort and high stability requirements of vehicles.

[0028] Secondly, the pre-adjustment roll control technology obtains information about the curvature of the road ahead through the pre-aiming system and, combined with the vehicle's current speed, adjusts the relevant suspension parameters in advance before the vehicle enters the curve. This effectively solves the lag problem of feedback roll control technology and improves the timeliness of roll control to a certain extent.

[0029] In related technologies, pre-adjustable roll control technology revolves around the core logic of "one-time pre-adjustment before entering the curve, maintaining fixed parameters within the curve, and directly restoring default settings after exiting the curve." This completely ignores the differences in vehicle motion characteristics at different stages of the curve's progression. All its shortcomings and pain points focus on dimensions such as control timing, adaptation to all operating conditions, and dynamic disturbance response, and are completely decoupled from the logic for solving the suspension target parameters. Furthermore, pre-adjustable roll control technology cannot adapt to the differences in vehicle motion characteristics at different stages of the curve. Its fixed control strategy of "one parameter throughout the entire curve" fails to differentiate control based on the core needs of the aforementioned different stages, resulting in inconsistent control effects and an inability to achieve stable vehicle posture control throughout the entire curve's progression.

[0030] In summary, existing body roll control technologies struggle to balance comfort and stability during cornering.

[0031] In view of this, this application provides a vehicle roll adjustment method, vehicle, and storage medium based on curves. By combining vehicle operation information with key curve features to identify the current curve stage, and using weighted fusion feedforward and feedback composite suspension adjustment, it can accurately suppress vehicle roll and effectively improve the vehicle's handling stability, smoothness, and safety when driving in curves.

[0032] The vehicle roll adjustment method based on curves provided in this application relates to the field of vehicle control technology. This method can be applied to a terminal, a server, or software running on either a terminal or a server. In some embodiments, the terminal can be a smartphone, tablet, laptop, desktop computer, smart speaker, smartwatch, or in-vehicle terminal, but is not limited to these. The server can be configured as an independent physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server providing basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, CDN, and big data and artificial intelligence platforms. The server can also be a node server in a blockchain network. The software can be an application implementing the vehicle roll adjustment method based on curves, but is not limited to the above forms.

[0033] Figure 1This is a system structure diagram of the vehicle roll adjustment method based on curves provided in this application embodiment. The vehicle is a vehicle, including an onboard control system, an adjustable suspension system, a road preview module, a vehicle body state perception module, a steering system signal acquisition module, a braking system signal acquisition module, and a power system signal acquisition module. The adjustable suspension system is used to adjust the vehicle body posture according to control commands, achieving active control of vehicle roll, pitch, and vibration, improving vehicle driving stability and comfort. The road preview module is used to identify road preview information and establish a 3D road model, analyzing the key road features of the current road to provide road environment basis for curve stage judgment and suspension pre-control. The vehicle body state perception module is used to collect information such as vehicle body posture and driving status, and monitor dynamic parameters such as vehicle roll, pitch, and vibration in real time, providing state feedback for suspension feedback adjustment. The steering system signal acquisition module is used to collect steering signals such as vehicle steering angle and steering speed, reflecting the vehicle's steering intention and changes in driving trajectory, assisting in judging curve driving conditions. The braking system signal acquisition module collects braking signals such as brake pedal opening and braking force to identify vehicle deceleration and braking status, providing dynamic operating condition input for suspension attitude control. The power system signal acquisition module collects power-related signals such as vehicle speed, acceleration, and throttle opening to reflect vehicle speed and power output status, supporting vehicle operating condition judgment and suspension control strategy generation.

[0034] In summary, this embodiment describes a vehicle equipped with an adjustable suspension system, a road preview module, a vehicle state perception module, a steering system signal acquisition module, a braking system signal acquisition module, and a powertrain system signal acquisition module. It focuses on the timing control, stage division, and closed-loop logic of suspension adjustment, completely decoupling it from the method for calculating the target suspension adjustment amount. This embodiment can be implemented regardless of whether the target adjustment amount uses a calibrated value from existing technologies or a value obtained through optimized algorithms. This embodiment achieves more stable vehicle roll adjustment and improves driving comfort and stability during cornering.

[0035] Figure 2 This is an optional flowchart of the vehicle roll adjustment method based on curves provided in the embodiments of this application. Figure 2 The method may include, but is not limited to, steps S201 to S204.

[0036] Step S201: Obtain current vehicle operation information and key curve features of the current road; Step S202: Identify the current curve stage of the road based on the current vehicle operation information and key curve features to obtain the current curve stage; Step S203: Select the selected adjustment information from the preset candidate adjustment information according to the current curve stage; wherein, the selected adjustment information includes selected feedforward adjustment information, selected feedback adjustment information and adjustment weight; the selected feedforward adjustment information represents the roll adjustment of the vehicle before the current curve stage, the selected feedback roll adjustment information represents the roll adjustment of the vehicle during the current curve stage, and the adjustment weight represents the weight ratio of the selected feedforward adjustment information and the selected feedback adjustment information. Step S204: Perform roll adjustment operation on the vehicle in the current curve phase according to the adjustment weight, selected feedforward adjustment information, and selected feedback adjustment information.

[0037] Steps S201 to S204, as illustrated in this embodiment, identify the curve phase by combining current vehicle operating information with key curve characteristics. This enables the suspension control strategy to accurately match different curve driving conditions, significantly improving the targeting and adaptability of curve control. Simultaneously, a composite control method combining feedforward and feedback adjustment is employed. Feedforward adjustment intervenes before body roll occurs to suppress the roll tendency, while feedback adjustment corrects control deviations in real time after roll occurs. The synergistic effect of these two methods greatly enhances the roll suppression effect during curve driving, improving vehicle handling stability and ride comfort. Finally, by assigning corresponding adjustment weights to feedforward and feedback adjustment, the control strategy is dynamically optimized according to different curve phases, achieving intelligent and refined suspension roll adjustment. This effectively improves the vehicle's driving posture in complex road conditions such as continuous curves and sharp bends, enhancing ride comfort and driving safety.

[0038] In step S201 of some embodiments, this embodiment collects road preview information of the current road through a road preview module. The road preview information is the road condition collected by the road preview module at a preset preview distance. Therefore, the current road is the road at the preset preview distance before the road preview module, and the current road includes straight roads and the current curve. It should be noted that road geometric features are extracted from the road preview information, and key curve features are extracted from the road geometric features. In this embodiment, road geometric features include geometric information such as road curvature, road curvature change rate, curve length, and road direction, and the key curve feature is curve curvature. The position of the vehicle in the current curve can be directly determined by the curve curvature, and the current curve stage can be further determined by combining the current vehicle operation information.

[0039] In some embodiments, the current vehicle operation information includes: current vehicle location information and current vehicle speed. The current vehicle location information is the vehicle's location information updated in real time, and the current vehicle speed is the vehicle's current speed collected in real time by the power system signal acquisition module.

[0040] Please see Figure 3In some embodiments, step S202 may include, but is not limited to, steps S301 to S302: Step S301: Compare the road curvature with a preset curvature threshold to obtain curvature comparison information; Step S302: Based on the curvature comparison information, the current vehicle position information, and the current vehicle speed, identify the current curve stage of the road to obtain the current curve stage.

[0041] In step S301 of some embodiments, the preset curvature threshold is the curvature value at the starting point of the curve, and the curvature comparison information represents the magnitude of the road curvature and the preset curvature threshold, as well as the number of comparisons. It should be noted that if the curvature comparison information indicates that the road curvature is greater than the preset curvature threshold for the first time, the vehicle is determined to be at the entry point of the curve; if the curvature comparison information indicates that the road curvature is greater than the preset curvature threshold and the road curvature reaches its maximum, the vehicle is determined to be at the center point of the curve, i.e., the position corresponding to the peak of the roll force; if the curvature comparison information indicates that the road curvature is less than the preset curvature threshold and the number of comparisons is 2, the vehicle is determined to be at the exit point of the curve, i.e., the position where the roll moment essentially disappears.

[0042] In step S302 of some embodiments, the initial curve stage of the current road can be determined by curvature comparison information. Then, the initial curve stage is confirmed based on the current vehicle position and current vehicle speed to determine the current curve stage. It should be noted that this embodiment divides the curve into four stages, so the current curve stage can be any one of the following: the first curve stage, the second curve stage, the third curve stage, and the fourth curve stage. The first curve stage is the preset road segment before the entry point, also called the pre-aiming segment. The preset road segment can be custom-set, such as 5 meters, 10 meters, 15 meters, or 20 meters of road before the entry point. This embodiment does not limit the preset road segment. The second curve stage is the road segment between the entry point and the center point of the curve, also called the entry transition segment. The third curve stage consists of preset road segments on both sides of the center point, also called the center steady-state segment. The fourth curve stage is the road segment between the center point and the exit point, also called the exit recovery segment.

[0043] Specifically, in this embodiment, the first curve stage is defined as the pre-aiming segment, which is the road section between the vehicle's preset driving position and the entry point P0, i.e., the straight / gentle curve section before entering the curve. The preset road section is also called the pre-aiming distance segment, and the pre-aiming distance is determined based on the current vehicle speed and the preset pre-aiming duration. Specifically, the pre-aiming distance is Spree = v × Tpre, where Spree is the pre-aiming distance, v is the current vehicle speed, and Tpre is the preset pre-aiming duration, ensuring that the vehicle has sufficient time to complete the pre-adjustment. The second curve stage is defined as the curve entry transition segment, which is the road section between the entry point P0 and the center point P1. In this segment, the road curvature gradually increases from 0 to its maximum value, and the roll moment rapidly increases from 0 to its peak value, which is a transient change stage of vehicle roll. The third curve stage is defined as the steady-state segment at the curve's center, specifically a pre-defined length of road segment centered on the curve's center point P1, or a segment where the rate of change of road curvature is less than a pre-defined threshold. Within this segment, the road curvature remains relatively stable, and the roll moment is also stable, representing a stable control phase for vehicle roll. The fourth curve stage is defined as the recovery segment after exiting the curve, specifically the segment between the curve's center point P1 and the exit point P2, plus a pre-defined recovery segment after exit point P2. Within this recovery segment, the road curvature gradually decreases from its maximum value to 0, and the roll moment rapidly decreases from its peak value to 0, representing a steering return and vehicle posture recovery phase. Therefore, this embodiment divides the current curve into four stages based on road curvature and roll moment. The vehicle's suspension parameters can be adjusted according to the curve characteristics of different stages, improving vehicle stability and driving comfort during curve driving.

[0044] In steps S301 to S302 of this embodiment, by comparing the road curvature with a preset curvature threshold and combining the vehicle position and speed to comprehensively identify the curve stage, it is possible to achieve accurate and stable division of the curve driving condition, providing a reliable stage judgment basis for subsequent suspension control, and improving the rationality and response accuracy of the control logic.

[0045] In step S203 of some embodiments, the candidate adjustment information is the vehicle's adjustment strategy throughout the entire curve, with different candidate adjustment information matched for each curve stage. The candidate adjustment information includes candidate feedforward adjustment information and candidate feedback adjustment information. Specifically, the candidate feedforward adjustment information is feedforward control logic, and the candidate feedback adjustment information is feedback control logic. The feedforward control logic is the control logic for the vehicle before entering the current curve stage, while the feedback control logic is the control logic for the vehicle during the current curve stage. Specifically, the feedforward control logic outputs control commands in advance based on the road's predicted curve key features and the current vehicle operating information, adjusting the vehicle's roll in advance to solve the problem of adjustment lag and ensure the proactiveness and smoothness of the adjustment. The feedback control logic, based on real-time collected vehicle status sensor data and driving operation signals, corrects the deviation of the feedforward control logic in real time, responding to changes in operating conditions and external disturbances, ensuring the accuracy and robustness of the control. This embodiment sets a combination of feedforward control logic and feedback control logic as the control logic for each curve stage, making the vehicle's driving throughout the entire curve process smoother and more comfortable.

[0046] In some embodiments, selected weights are selected from candidate weights based on the current curve stage. These selected weights represent the core requirements of the current curve stage. The weight ratios of feedforward control logic and feedback control logic for each current curve stage can be dynamically set to adjust the relative importance of feedforward and feedback control, achieving an optimal balance between smoothness and accuracy. Then, the core control objective is determined based on the current curve stage. Selected feedforward adjustment information is then selected from candidate feedforward adjustment information based on the current curve stage and the core control objective. Similarly, selected feedback adjustment information is then selected from candidate feedback adjustment information based on the current curve stage and the core control objective.

[0047] Please see Figure 4 In some embodiments, step S204 may include, but is not limited to, steps S401 to S406: Step S401: Collect the vehicle's feedforward adjustment reference data according to the selected feedforward adjustment information; wherein, the feedforward adjustment reference data is the data of the current curve stage's forward adjustment reference. Step S402: Select preliminary adjustment parameters from the preset candidate pre-adjustment parameters based on the feedforward adjustment reference data; Step S403: Perform feedforward adjustment operation on the suspension parameters of the current curve stage according to the preliminary adjustment parameters and adjustment weights; Step S404: Collect feedback adjustment reference data after the vehicle performs feedforward adjustment operation based on the selected feedback adjustment information; wherein, the feedback adjustment reference data is the adjustment reference data after the current curve phase; Step S405: Adjust the initial adjustment parameters according to the feedback adjustment reference data to obtain the updated adjustment parameters; Step S406: Perform feedback adjustment operation on the suspension parameters for the current curve phase based on the updated adjustment parameters and adjustment weights.

[0048] In steps S401 and S402 of some embodiments, the feedforward adjustment parameters that need to be collected are different for different curve stages. Therefore, feedforward adjustment reference data before the vehicle enters the current curve stage is collected based on the selected feedforward adjustment information. The candidate pre-adjustment parameters are also called the gradient-incrementing segmented pre-adjustment strategy, specifically the pre-adjustment parameters of suspension stiffness and damping.

[0049] As previously disclosed, the core objectives differ for different curve stages, and the selected feedforward adjustment information and initial pre-adjustment parameters differ, i.e., the feedforward control logic and segmented pre-adjustment strategy differ. In this embodiment, four curve stages are set, so the selected feedforward adjustment information is at least one of the following: first feedforward control logic, second feedforward control logic, third feedforward control logic, and fourth feedforward control logic. Specifically, the core control objective for the first curve stage is: to complete the smooth initial pre-adjustment of suspension parameters without affecting the driving comfort on straight roads, while simultaneously completing function activation and human-machine interaction prompts, and reserving control margin; the first feedforward control logic for the first curve stage is determined as follows: based on the first vehicle speed predicted by the road and the curvature of the first curve, a segmented pre-adjustment strategy with increasing gradient is designed, and the suspension parameters for the first curve stage are pre-adjusted segment by segment according to the segmented pre-adjustment strategy. The core control objective for the second curve phase is to accurately match the growth rate of the roll moment, suppress sudden roll changes during cornering, avoid roll angle overshoot and body impact, and ensure smooth cornering. The second feedforward control logic for the second curve phase is to design a pre-adjustment strategy based on the second road curvature, the second vehicle speed, and the predicted roll moment growth data, and pre-adjust the suspension parameters for the second curve phase according to the sub-pre-adjustment strategy. The core control objective for the third curve phase is to maintain steady-state stability of the vehicle body roll, suppress attitude fluctuations caused by road disturbances, crosswinds, and driver operation, and ensure vehicle handling stability. The third feedforward control logic for the third curve phase is to keep the suspension parameters at their maximum adjustment value during the third curve phase, making only minor feedforward corrections based on the road cross slope and elevation information predicted by the road. The core control objective for the fourth curve phase is to achieve smooth gradient recovery of suspension parameters, avoid body pitch, roll rebound, and fishtailing caused by sudden parameter changes, and adapt to the driver's acceleration and steering return operations when exiting the curve, ensuring a consistent handling feel. The fourth feedforward control logic in the fourth curve phase is as follows: a segmented pre-adjustment strategy is designed based on the curve curvature reduction rate and steering return rate, and the suspension parameters in the fourth curve phase are pre-adjusted in segments according to the segmented pre-adjustment strategy to completely eliminate parameter mutations.

[0050] As previously disclosed, based on the feedforward control logic, the feedforward adjustment reference data can be determined to be different for each curve stage. Specifically, the feedforward adjustment reference data for the first curve stage includes: the first vehicle speed and the first curve curvature; the feedforward adjustment reference data for the second curve stage includes: the second curve curvature, the second vehicle speed, and the predicted roll moment growth data; the feedforward adjustment parameters for the third curve stage include: the current road surface slope value; and the feedforward adjustment parameters for the fourth curve stage include: the curve curvature reduction rate and the steering return rate.

[0051] In steps S404 and S405 of some embodiments, the selected feedback adjustment information is different for each curve stage, so the feedback adjustment reference data is different, and the adjustment method of the preliminary adjustment parameters according to the feedback adjustment reference data is also different, so as to adjust the suspension parameters in a targeted manner for the curve characteristics of each curve stage, thereby improving the driving comfort and stability of the vehicle during curve driving.

[0052] Specifically, the adjustment weights are divided into feedforward control weights and feedback control weights. The first feedback control logic in the first curve phase is as follows: the feedback control weight has a low weight ratio in this phase, only making pre-adjustment and adaptation corrections, and monitoring the driver's acceleration and deceleration operations in real time. If the driver's acceleration or deceleration in the pre-aiming segment causes a significant change in vehicle speed, the initial pre-adjustment parameters are dynamically adjusted to ensure that the pre-adjustment value matches the actual entry speed into the curve. The second feedback control logic in the second curve phase is as follows: the feedback control weight dynamically increases with the curvature in this phase, with roll rate as the core control indicator. Based on the deviation between the actual and predicted values ​​of real-time lateral acceleration, roll angle, and roll rate, the suspension parameters are dynamically fine-tuned: if the roll rate exceeds the preset threshold, the damping adjustment is immediately increased to suppress sudden roll changes; if the actual lateral acceleration is lower than the predicted value, the parameter increment rate is slightly slowed down to balance comfort. The third feedback control logic in the third curve phase is as follows: Feedback control in this phase has a high weighting, with closed-loop feedback control as the core. Based on the steady-state deviations of real-time roll angle, wheel vertical load, and lateral acceleration, fine-tuning of suspension parameters is performed in a closed loop. This focuses on addressing external disturbances such as crosswinds, uneven road surfaces, and changes in the coefficient of friction during the curve, ensuring the vehicle roll angle remains stable within the target range. The fourth feedback control logic in the fourth curve phase is as follows: The feedback control weight gradually decreases as the curvature decreases. Based on steering return angle, longitudinal acceleration, and vehicle pitch angle signals, the recovery gradient is dynamically adjusted: if the driver accelerates rapidly out of the curve and the longitudinal acceleration exceeds a preset threshold, the recovery gradient is appropriately slowed to avoid vehicle pitch; if the driver's steering return rate is fast, the recovery rate is appropriately accelerated to ensure responsive steering.

[0053] As disclosed above, based on the feedback control logic for each curve stage, the feedback adjustment reference data for the first curve stage can be determined as vehicle speed change data; the feedback adjustment reference data for the second curve stage is the deviation between the actual and predicted values ​​of real-time lateral acceleration, roll angle, and roll rate; the feedback adjustment reference data for the third curve stage is the steady-state deviation of real-time roll angle, wheel vertical load, and lateral acceleration; and the feedback adjustment reference data for the fourth curve stage is the steering return angle, longitudinal acceleration, and vehicle pitch angle signals.

[0054] In step S406 of some embodiments, the adjusted updated adjustment parameters are more in line with the vehicle's condition in the current curve phase. Therefore, the suspension parameters in the current curve phase are adjusted according to the updated adjustment parameters to improve the vehicle's driving stability and comfort in the current curve phase.

[0055] In steps S401 to S406 of this embodiment, the initial pre-adjustment of the suspension is completed by using feedforward adjustment reference data, and then the adjustment parameters are corrected and updated in real time by combining feedback adjustment reference data. Through the coordinated cooperation of feedforward prediction and feedback correction, the suspension adjustment is made to better fit the actual driving state of the vehicle, further reducing the body roll deviation, improving the response speed and control accuracy of the suspension control, and enhancing the smoothness and safety of the vehicle when driving in curves.

[0056] In some embodiments, if the current curve phase is the first curve phase, as disclosed above, the first feedforward control logic for the first curve phase is a segmented pre-adjustment strategy. Therefore, the first curve phase is divided into a first curve sub-phase and a second curve sub-phase. The first curve sub-phase is the road segment with a preset time percentage before the first curve phase, and the second curve sub-phase is the road segment with a preset time percentage after the first curve phase. This is equivalent to dividing the first curve phase into two road segments according to the preset time. Specifically, the first curve sub-phase is defined as a "comfort-maintaining sub-phase," and the second curve sub-phase is defined as a "smooth pre-adjustment sub-phase." The first feedforward control strategy, as disclosed above, determines the preliminary adjustment parameters for the first curve phase, including: a straight-line preset value, a first pre-adjustment value, and a first pre-adjustment gradient. The straight-line preset value is the suspension stiffness and damping pre-set for straight-line driving, and is the suspension parameter value for the "smooth pre-adjustment sub-phase." The first pre-adjustment value and the first pre-adjustment gradient are the suspension parameter adjustment values ​​for the "comfort-maintaining sub-phase."

[0057] Please see Figure 5 In some embodiments, step S403 may include, but is not limited to, steps S501 to S502: Step S501: Set the vehicle suspension parameters for the first curve sub-stage to the preset values ​​for the straight section according to the adjustment weight. Step S502: Based on the adjustment weight and the first pre-adjustment gradient, the suspension parameters of the second curve sub-stage are increased from the straight-line preset value to the first pre-adjustment value.

[0058] In step S501 of some embodiments, the first curve stage is divided into a first curve sub-stage and a second curve sub-stage, which is equivalent to dividing the pre-aiming segment into a "comfort holding sub-segment" and a "smooth pre-adjustment sub-segment". The "comfort holding sub-segment" keeps the suspension parameters at the straight-line setting value, specifically by setting the suspension stiffness and damping at the straight-line setting value.

[0059] In step S502 of some embodiments, in the "smoothing pre-adjustment segment", the suspension parameters are gradually increased from the straight-line set value to the first pre-adjustment value according to the first pre-adjustment gradient.

[0060] In steps S501 to S502 of this embodiment, during the pre-aiming segment, a segmented pre-adjustment strategy with progressively increasing gradients is designed. The vehicle's suspension is first stabilized at a preset value on the straightaway, reaching a "smooth pre-adjustment sub-segment" before gradually increasing to the first pre-adjustment value, avoiding body impact caused by a one-time stiffening. Therefore, the suspension maintains a default comfort state on the straightaway before entering the curve, completing smooth pre-adjustment only within a preset time before entering the curve, ensuring that straightaway comfort is completely unaffected; simultaneously, it effectively suppresses transient roll changes upon entering the curve, completely eliminating roll impact, thus balancing comfort and control.

[0061] In some embodiments, after the feedforward adjustment is completed, the feedback control weight in the first curve stage is a low weight ratio. Therefore, the vehicle speed change data of the first vehicle speed is collected, and the first pre-adjustment gradient and the first pre-adjustment value are dynamically adjusted according to the vehicle speed change data, and the pre-adjustment amount is matched with the actual vehicle speed entering the curve.

[0062] In some embodiments, if the current curve stage is the second curve stage, the preliminary pre-adjustment parameters include the second pre-adjustment gradient and the second pre-adjustment value, the second pre-adjustment value being greater than the first pre-adjustment value; if the current curve stage is the third curve stage, the preliminary pre-adjustment parameters include the third pre-adjustment value; the third pre-adjustment value is the same as the second pre-adjustment value; if the road surface cross slope and elevation information are present, the second pre-adjustment value is finely adjusted to obtain the third pre-adjustment value, the third pre-adjustment value being approximately the same as the second pre-adjustment value.

[0063] Please see Figure 6 In some embodiments, if the current curve phase is the second curve phase or the second curve phase, step S403 may also include, but is not limited to, steps S601 to S602: Step S601: Increase the suspension parameters of the second curve phase to the second pre-adjustment value according to the adjustment weight and the second pre-adjustment gradient; Step S602: The suspension parameters for the third curve phase are maintained at the third pre-adjusted value according to the adjustment weight.

[0064] In step S601 of some embodiments, during the second curve phase, also known as the curve transition section, preliminary adjustment parameters that increase synchronously with the second curve curvature are designed based on the growth data of the second curve curvature, the second vehicle speed, and the predicted roll moment. Therefore, according to the feedforward control weight and the second pre-adjustment gradient, the suspension stiffness and damping of the curve transition section are gradually increased to the second pre-adjustment value. The second pre-adjustment value is also the maximum adjustment value of the suspension parameters, so as to achieve a completely synchronous increase in suspension support force and roll moment, thereby suppressing the sudden roll change during the curve entry transient from the root.

[0065] After completing the feedforward adjustment, during the second curve phase, the second pre-adjustment gradient and the second pre-adjustment value are dynamically adjusted based on the deviation between the actual and predicted values ​​of the real-time lateral acceleration, roll angle, and roll angular velocity, resulting in an updated second pre-adjustment gradient and second pre-adjustment value. It should be noted that if the roll angular velocity exceeds the preset roll threshold, the damping adjustment is immediately increased to suppress sudden roll changes; if the real-time lateral acceleration is below the preset acceleration threshold, the second pre-adjustment gradient is reduced to slightly slow down the parameter increment, while maintaining comfort.

[0066] In step S602 of some embodiments, during the third curve stage, also known as the curve center steady-state stage, the roll force reaches its maximum during this curve stage. Therefore, it is necessary to stabilize the suspension parameters at the third pre-adjustment value, which is equivalent to stabilizing the suspension stiffness and damping at the maximum adjustment value. Unless the current curve has cross slope or elevation information, the suspension stiffness and damping are finely adjusted to improve the comfort of driving in curves.

[0067] After completing the feedforward adjustment, in the third curve phase, based on the steady-state deviation of the real-time roll angle, wheel vertical load, and lateral acceleration, the third pre-adjustment gradient and the third pre-adjustment value in the third curve phase are finely adjusted in a closed loop. This is to address external disturbances such as crosswinds in the curve, uneven road surfaces, and changes in the adhesion coefficient, ensuring that the vehicle roll angle remains stable within the target range.

[0068] In steps S601 to S602 of this embodiment, different suspension parameter adjustment modes are used for the transition section into the curve and the steady-state section at the center of the curve to adapt to the curve characteristics of each curve stage, thereby improving both the comfort and stability of the vehicle when driving in curves.

[0069] In some embodiments, if the current curve phase is the fourth curve phase, the fourth curve phase also adopts a segmented adjustment strategy. Therefore, the third curve phase is divided into a third curve sub-phase and a fourth curve sub-phase. The third curve sub-phase is the phase with a preset time percentage before the fourth curve phase, which is also the phase from the curve's center point to the exit transition point. The fourth curve sub-phase is the phase with a preset time percentage after the fourth curve phase, which is also the phase from the exit transition point to the exit point. The initial adjustment parameters include: a fourth pre-adjustment gradient, a fifth pre-adjustment gradient, a fourth pre-adjustment value, and a fifth pre-adjustment value. The fourth pre-adjustment gradient is set according to the curve curvature descent rate. The fifth pre-adjustment gradient is the same as the first pre-adjustment gradient. The fourth pre-adjustment value is the same as the first pre-adjustment value, and the fifth pre-adjustment value is the same as the straight-line preset value. It should be noted that the third curve sub-phase is defined as the exit transition sub-segment, and the fourth curve sub-phase is defined as the smooth recovery sub-segment.

[0070] Please see Figure 7 In some embodiments, step S403 may include, but is not limited to, steps S701 to S702: Step S701: Based on the adjustment weight and the fourth pre-adjustment gradient, the suspension parameters of the third corner sub-stage are reduced to the fourth pre-adjustment value. Step S702: Based on the adjustment weight and the fifth pre-adjustment gradient, the suspension parameters of the fourth curve sub-stage are gradually reduced from the fourth pre-adjustment value to the fifth pre-adjustment value.

[0071] In step S701 of some embodiments, the suspension parameters of the exit transition segment are linearly reduced from the third pre-adjustment value to the fourth pre-adjustment value according to the feedforward control weight and the fourth pre-adjustment gradient, which is equivalent to reducing the suspension parameters from the maximum adjustment value to the fourth pre-adjustment value according to the fourth pre-adjustment gradient.

[0072] In step S702 of some embodiments, the suspension parameters of the smooth recovery segment are reduced from the fourth pre-adjustment value to the fifth pre-adjustment value according to the feedforward control weight and the fifth pre-adjustment gradient, which is equivalent to restoring to the straight-line setting value. It should be noted that the recovery time of the smooth recovery segment is dynamically adjusted based on the current vehicle speed. The higher the vehicle speed, the longer the recovery time, to avoid attitude instability caused by sudden parameter changes at high speeds.

[0073] In some embodiments, after the feedforward adjustment is completed, during the fourth curve phase, the fourth pre-adjustment gradient, the fourth pre-adjustment value, the fifth pre-adjustment gradient, and the fifth pre-adjustment value are dynamically adjusted based on the steering return angle, longitudinal acceleration, and vehicle pitch angle signals. Specifically, if the driver accelerates rapidly out of the curve and the longitudinal acceleration exceeds a preset acceleration threshold, the fifth pre-adjustment gradient is appropriately slowed down to avoid vehicle pitch; if the driver's steering return rate is fast, the second pre-adjustment gradient is appropriately accelerated to ensure the responsiveness of steering control. In steps S701 to S702 of this embodiment, during the corner exit phase, a segmented adjustment mode of suspension parameters is adopted. Furthermore, during the corner exit phase, the pre-adjustment gradient and pre-adjustment value are adjusted in real time to avoid body pitch, roll rebound, and tail-swing caused by sudden parameter changes. At the same time, it adapts to the driver's operation of accelerating out of the corner and steering back to center, ensuring a smooth driving experience.

[0074] Please see Figure 8 In some embodiments, after step S701, the vehicle roll adjustment method based on curves may also include, but is not limited to, steps S801 to S802: Step S801: If the real-time distance between the exit transition point and the entry point of the next curve is less than a preset distance threshold, collect the update adjustment information of the next curve; wherein, the next curve is the next curve of the current road, and the update adjustment information includes: update feedforward adjustment information, update feedback adjustment information and update weight. Step S802: Perform roll adjustment operation on the vehicle in the next curve based on the updated weights, updated feedforward adjustment information and updated feedback adjustment information.

[0075] In step S801 of some embodiments, the next curve is the curve following the current curve. If the real-time distance between the exit transition point of the current curve and the entry point of the next curve is less than a preset distance threshold, or less than the sum of the pre-aimed distances of the two curves, it is determined to be a continuous S-curve, and a seamless connection control strategy needs to be executed. It should be noted that the updated adjustment information is a seamless connection control strategy. The seamless connection control strategy is as follows: after determining that it is a continuous S-curve, the logic of "parameters falling back to default values" in the exit recovery segment of the current curve is canceled, and there is no need to execute the smooth recovery sub-segment; based on the pre-aimed information of the next reverse curve, the suspension parameters of the current curve are directly and smoothly transitioned to the initial pre-adjusted value of the next curve in the connecting segment between the two curves, realizing a continuous and smooth switching of parameters without any jumps.

[0076] In step S802 of some embodiments, the roll adjustment operation is performed on the vehicle in the next curve according to the updated weights, updated feedforward adjustment information, and updated feedback adjustment information. This is equivalent to performing the roll adjustment operation of the current curve according to the adjustment weights, selected feedforward adjustment information, and selected feedback adjustment information, and will not be described again here. Therefore, after entering the next curve, the differentiated control strategy of the corresponding stage is directly executed without re-executing the complete pre-adjustment process of the pre-aiming segment, thus achieving smooth control of the entire process of continuous curves.

[0077] Please refer to Figure 9 , Figure 9The diagram illustrates a series of S-curves. A vehicle travels at a preset speed on a paved road. The road prediction module detects two consecutive reverse curves ahead, and the distance between the exit point of the previous curve and the entry point of the next curve is less than a preset threshold, classifying it as a series of S-shaped composite curves. Therefore, the vehicle's suspension parameters do not immediately revert to the preset values ​​for straight roads, but instead continue to execute a differentiated control strategy based on the characteristics of the next curve. Thus, the continuous curve detection and control strategy addresses the industry pain point of repeated parameter jumps and vehicle attitude fluctuations in continuous curve scenarios, expanding the applicability of the function from single curves to all types of curve scenarios, significantly improving the practicality and mass production value of the function.

[0078] In steps S801 to S802 of this embodiment, the seamless connection control of compound curves eliminates repeated changes in suspension parameters, significantly reduces body roll fluctuations in continuous curves, eliminates the risk of body pitch and tail-swing, and greatly improves the comfort and handling stability of driving on continuous curves in mountain roads.

[0079] Please see Figure 10 In some embodiments, after step S204, the vehicle roll adjustment method based on curves may also include, but is not limited to, steps S1001 to S1004: Step S1001: Generate an operation diagram based on the vehicle's roll adjustment operation; Step S1002: Collect the vehicle's roll adjustment activation status according to the operation diagram; Step S1003: Generate adjustment activation identifier information based on the tilt adjustment activation state; Step S1004: Display the operation diagram and adjustment activation information.

[0080] In step S1001 of some embodiments, the operation diagram is a diagram of suspension parameter adjustment. The operation diagram can clearly show the suspension stiffness and damping adjustment of the vehicle after entering a curve.

[0081] In steps S1002 and S1003 of some embodiments, adjustment activation identifier information matching the roll adjustment activation state is set, and the adjustment activation identifier information is sent synchronously to the instrument panel, central control unit, and HUD so that the driver can clearly know that the curve roll adjustment function is activated.

[0082] In step S1004 of some embodiments, the driver can be informed of the current functional status of the vehicle by displaying an operation diagram and adjusting activation indicator information.

[0083] In steps S1001 to S1004 of this embodiment, by setting the operation diagram and adjusting the activation indicator information, the current tilt adjustment function of the vehicle can be clearly known, thereby improving the driver's driving experience.

[0084] In some embodiments, the adjustment weights are dynamically adjusted, specifically based on the operating condition deviation, to dynamically adjust the feedforward control weights and feedback control weights to achieve optimal adaptation across all operating conditions. Specifically, the operating condition deviation is defined as the maximum value of the relative deviation between the actual lateral acceleration and the predicted value, and the maximum value of the relative deviation between the actual roll angle and the target value. If the operating condition deviation is within a preset low deviation range, the feedforward control weights are assigned a high weight percentage, while the feedback control weights are assigned a low weight percentage, with feedforward control as the primary method to ensure smooth driving. If the operating condition deviation is within a preset medium deviation range, the feedforward control weights and feedback control weights are assigned a balanced weight percentage, coordinating control to balance smoothness and accuracy. If the operating condition deviation is within a preset high deviation range, the feedforward control weights are assigned a low weight percentage, while the feedback control weights are assigned a high weight percentage, with feedback control as the primary method to ensure control accuracy and cope with sudden operating conditions and strong disturbances.

[0085] In some embodiments, for personalized driver operation optimization, control parameters at each stage are corrected in real time based on the driver's steering input, acceleration and deceleration operations, and other driving operation signals. The specific logic is as follows: Based on steering angle and steering angular velocity signals, if the driver's steering angular velocity exceeds a preset threshold, the damping adjustment of the cornering transition segment is immediately increased to enhance transient roll suppression capability; based on throttle opening, braking pressure, and longitudinal acceleration signals, if the driver brakes and decelerates before entering the corner, the pre-adjusted target value is dynamically lowered, and the adjustment gradient is slowed down; if the driver accelerates by pressing the accelerator when exiting the corner, the parameter drop gradient of the cornering recovery segment is dynamically slowed down to avoid vehicle pitch; based on driving mode, the parameter adjustment rate and feedback weight of each stage are dynamically adjusted. In comfort mode, the adjustment gradient is slowed down and the feedback weight is reduced to prioritize smoothness; in sport mode, the adjustment gradient is accelerated and the feedback weight is increased to prioritize handling responsiveness.

[0086] In some embodiments, when the vehicle exits the curve, completes the entire control process of the curve exit recovery section, and the road curvature remains in a straight state and the lateral acceleration is lower than the preset threshold for more than a preset time, the function is officially terminated, the suspension parameters are completely reset to the default straight driving state, and the instrument panel and HUD are activated with a prompt to turn off the function.

[0087] The following sections will provide a detailed introduction and explanation of the solutions in the embodiments of the present invention, using specific single-curve and continuous-curve scenarios as examples: The target vehicle is a mass-produced passenger car equipped with an adjustable suspension system, a road preview module, and a vehicle status perception module. The adjustable suspension system has continuously adjustable stiffness and damping, and has preset default operating parameter ranges and maximum adjustment threshold ranges. The road preview module can acquire road geometry information within a preset range in front of the vehicle. The vehicle status perception module can collect vehicle driving status, vehicle posture, and driver operation signals in real time.

[0088] The target vehicle is traveling on a straight road at a preset speed. The road preview module detects a single curve at a preset distance ahead and extracts three core feature points: the entry point P0, the center point P1, and the exit point P2. The road is divided into four control stages: preview segment, entry transition segment, center steady-state segment, and exit recovery segment. The road surface is a conventional paved road with no subsequent continuous curves.

[0089] 1.1 Pre-aiming segment control: Based on the preset pre-aiming duration, the pre-aiming segment is divided into a "comfort maintenance sub-segment" and a "smooth pre-adjustment sub-segment". In the "comfort maintenance sub-segment", the suspension maintains the straight-line setting value to ensure driving comfort on straight roads; after entering the "smooth pre-adjustment sub-segment", the suspension parameters gradually increase to the first pre-adjustment value according to the preset first pre-adjustment gradient, and at the same time, a function activation prompt is sent to the vehicle terminal.

[0090] 1.2 Cornering transition control: After the vehicle enters the cornering point P0, as the curvature of the corner increases, the suspension parameters increase synchronously and linearly from the first pre-adjustment value, and rise to the maximum target adjustment value at the cornering point P1, so as to realize the synchronous growth of suspension support force and roll moment; during the process, based on the real-time vehicle attitude signal, the suspension parameters are dynamically fine-tuned through feedback control to suppress the sudden change in transient roll during cornering.

[0091] 1.3 Steady-state control at the apex of a curve: After the vehicle enters the steady-state section at the apex of a curve, the suspension maintains the baseline value of the maximum target adjustment value. With closed-loop feedback control as the core, fine-tuning is performed based on real-time vehicle posture and wheel load signals to cope with road disturbances and crosswind interference, and maintain steady-state stability of vehicle roll.

[0092] 1.4 Exit Curve Recovery Segment Control: After the vehicle enters the exit curve transition segment, as the curvature of the curve decreases, the suspension parameters linearly decrease from the maximum target adjustment value to the transition pre-adjustment value; after entering the smooth recovery segment, the suspension parameters are gradually reduced back to the straight-line set value according to the preset first pre-adjustment gradient. During the process, the recovery gradient is dynamically adjusted based on the driver's acceleration, deceleration and steering return operations, completely eliminating the rebound and pitch impact of the exit curve posture.

[0093] After the vehicle exits the curve and the parameters are restored, the function terminates normally and the activation prompt is turned off.

[0094] In some embodiments, the target vehicle travels on a paved road at a preset speed. The road prediction module detects two consecutive reverse curves ahead, and the distance between the exit point of the previous curve and the entry point of the next curve is less than a preset threshold, which is determined to be a continuous S-shaped compound curve.

[0095] 2.1 The pre-aiming section, entry transition section, and steady-state section at the center of the first curve shall employ the same differentiated control strategy as the single curve described above. 2.2 When the first curve enters the exit recovery section, the system determines it as a continuous compound curve, cancels the logic of parameter return to default value, and does not need to execute the smooth recovery sub-section; 2.3 Seamless transition control: In the connecting section between two curves, the system smoothly transitions the suspension parameters of the previous curve to the initial pre-adjusted values ​​of the next curve in the opposite direction, with no parameter jumps during the entire switching process; 2.4 After the vehicle enters the second curve, the differentiated control strategy for the corresponding stage is executed directly, without having to re-execute the complete pre-adjustment process of the pre-aiming segment; 2.5 At the second curve exit recovery section, the system detects that there are no subsequent continuous curves, executes a two-stage gradient recovery strategy, smoothly returns the parameters to the default values, and the function terminates normally.

[0096] This application adopts a full-process segmented control strategy, breaking the rigid control logic of "single-parameter full-curve adaptation" in the existing technology. It designs differentiated suspension control parameters and strategies for the vehicle body force characteristics and attitude control core requirements at different stages of the curve, effectively solving the problems of neglecting one aspect and insufficient attitude control accuracy in the existing control methods. It achieves stable control of the vehicle body attitude throughout the curve and accurately matches the vehicle body motion characteristics during the curve driving process.

[0097] The design employs a gradient-based adjustment logic. By using a segmented adjustment method—gradually increasing the gradient during the pre-aiming segment, synchronously increasing it during the entry segment, and gradually decreasing it during the exit segment—it completely overcomes the technical defects of existing technologies, such as decreased straight-line driving comfort, transient impacts during entry, and body rebound during exit, caused by one-time pre-adjustment and direct recovery upon exit. This achieves a smooth transition in suspension adjustment throughout the entire curve, eliminates the impact of transient impacts and sudden disturbances on vehicle posture, and improves driving comfort and ride smoothness.

[0098] By adopting a full-process feedforward-feedback composite control mode, it breaks through the limitations of the existing pure open-loop control technology. It achieves the coordinated work of feedforward pre-adjustment and feedback correction throughout the entire process of cornering. It retains the advantage of feedforward adjustment in advance prediction and suppresses attitude deviations such as body roll in advance. At the same time, it corrects control deviations in real time through closed-loop feedback adjustment, effectively solving the problem of poor robustness of pure open-loop control. It can dynamically adapt to different driving conditions and external disturbances, and improve the stability and reliability of suspension control.

[0099] The design incorporates a smooth switching logic for suspension parameters in continuous complex curve scenarios, completely eliminating the problems of repeated jumps in suspension parameters and fluctuations in vehicle posture during continuous curve driving in existing technologies. This expands the suspension control function from single curve scenarios to complex scenarios such as continuous curves on mountain roads, significantly improving the practicality and applicability of the suspension control function of this invention and enhancing the practical application value of the technical solution.

[0100] This application also provides a vehicle, which includes: an onboard control system, an adjustable suspension system, a road preview module, a vehicle body state perception module, a steering system signal acquisition module, a braking system signal acquisition module, and a power system signal acquisition module. The onboard control system includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the above-described method. This onboard control system can be any intelligent terminal, including a tablet computer, an onboard computer, or similar device.

[0101] It is understood that the content of the above method embodiments is applicable to this device embodiment. The specific functions implemented by this device embodiment are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0102] Please see Figure 11 , Figure 11 The hardware structure of another embodiment of the vehicle control system is illustrated. The vehicle control system includes: The processor 1101 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this application. The memory 1102 can be implemented as a read-only memory (ROM), static storage device, dynamic storage device, or random access memory (RAM). The memory 1102 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 1102 and is called and executed by the processor 1101 using the methods described in the embodiments of this application. Input / output interface 1103 is used to implement information input and output; The communication interface 1104 is used to enable communication and interaction between this device and other devices. Communication can be achieved through wired means (such as USB, network cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.). Bus 1105 transmits information between various components of the device (e.g., processor 1101, memory 1102, input / output interface 1103, and communication interface 1104); The processor 1101, memory 1102, input / output interface 1103 and communication interface 1104 are connected to each other within the device via bus 1105.

[0103] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described method.

[0104] It is understood that the content of the above method embodiments is applicable to this storage medium embodiment. The specific functions implemented in this storage medium embodiment are the same as those in the above method embodiments, and the beneficial effects achieved are also the same as those achieved in the above method embodiments.

[0105] The embodiments described in this application are for the purpose of more clearly illustrating the technical solutions of this application, and do not constitute a limitation on the technical solutions provided in this application. As those skilled in the art will know, with the evolution of technology and the emergence of new application scenarios, the technical solutions provided in this application are also applicable to similar technical problems.

[0106] Those skilled in the art will understand that the technical solutions shown in the figures do not constitute a limitation on the embodiments of this application, and may include more or fewer steps than shown, or combine certain steps, or different steps.

[0107] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0108] Those skilled in the art will understand that all or some of the steps in the methods disclosed above, as well as the functional modules / units in the systems and devices, can be implemented as software, firmware, hardware, or suitable combinations thereof.

[0109] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms “comprising” and “having,” and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0110] It should be understood that in this application, "at least one (item)" means one or more, and "more than" means two or more. "And / or" is used to describe the relationship between related objects, indicating that three relationships can exist. For example, "A and / or B" can represent three cases: only A exists, only B exists, and both A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0111] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of the units described above is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0112] The units described above as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0113] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0114] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes multiple instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing programs, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0115] The preferred embodiments of the present application have been described above with reference to the accompanying drawings, but this does not limit the scope of the claims of the present application. Any modifications, equivalent substitutions, and improvements made by those skilled in the art without departing from the scope and substance of the embodiments of the present application shall be within the scope of the claims of the present application.

Claims

1. A method for adjusting vehicle roll based on curves, characterized in that, The method is applied to a vehicle, and the method includes: Obtain current vehicle operation information and key curve features of the current road; Based on the current vehicle operation information and the key features of the curve, the current road curve stage is identified to obtain the current curve stage; Based on the current curve phase, selected adjustment information is filtered from preset candidate adjustment information; wherein, the selected adjustment information includes selected feedforward adjustment information, selected feedback adjustment information, and adjustment weight; the selected feedforward adjustment information represents the roll adjustment of the vehicle before the current curve phase, the selected feedback roll adjustment information represents the roll adjustment of the vehicle during the current curve phase, and the adjustment weight represents the weight ratio of the selected feedforward adjustment information and the selected feedback adjustment information; Based on the adjustment weight, the selected feedforward adjustment information, and the selected feedback adjustment information, the vehicle performs a roll adjustment operation during the current curve phase.

2. The method according to claim 1, characterized in that, The current vehicle operation information includes the current vehicle location information and the current vehicle speed; the key feature of the curve is the road curvature; the process of identifying the current curve stage based on the current vehicle operation information and the key feature of the curve to obtain the current curve stage includes: The road curvature is compared with a preset curvature threshold to obtain curvature comparison information; Based on the curvature comparison information, the current vehicle position information, and the current vehicle speed, the current road curve stage is identified to obtain the current curve stage.

3. The method according to claim 1, characterized in that, The step of performing roll adjustment operation on the vehicle in the current curve phase according to the adjustment weight, the selected feedforward adjustment information, and the selected feedback adjustment information includes: The vehicle's feedforward adjustment reference data is collected based on the selected feedforward adjustment information; wherein, the feedforward adjustment reference data is the data of the adjustment reference before the current curve phase; Preliminary adjustment parameters are selected from the preset candidate pre-adjustment parameters based on the feedforward adjustment reference data; The suspension parameters for the current cornering phase are adjusted using the initial adjustment parameters and the adjustment weights. The selected feedback adjustment information is used to collect feedback adjustment reference data after the vehicle performs feedforward adjustment operation; wherein, the feedback adjustment reference data is the adjustment reference data after the current curve phase; The initial adjustment parameters are adjusted based on the feedback adjustment reference data to obtain updated adjustment parameters; The suspension parameters for the current cornering phase are adjusted based on the updated adjustment parameters and the adjustment weights.

4. The method according to claim 3, characterized in that, If the current curve stage is the first curve stage, the first curve stage is the road segment before the entry point; the first curve stage includes a first curve sub-stage and a second curve sub-stage; the first curve sub-stage is the stage with a preset time percentage before the first curve stage, and the second curve sub-stage is the stage with a preset time percentage after the first curve stage. The feedforward adjustment reference data includes: a first vehicle speed and a first curve curvature; the preliminary adjustment parameters include: a straight-line preset value, a first pre-adjustment value, and a first pre-adjustment gradient, wherein the first pre-adjustment value is greater than the straight-line preset value; The step of performing feedforward adjustment on the parameters of the current curve stage based on the preliminary adjustment parameters and the adjustment weights includes: The vehicle suspension parameters for the first curve sub-stage are set to the preset values ​​for the straight section based on the adjustment weights. Based on the adjustment weight and the first pre-adjustment gradient, the suspension parameters of the second cornering sub-stage are increased from the straight-line preset value to the first pre-adjustment value.

5. The method according to claim 4, characterized in that, If the current curve phase is the second curve phase, the second curve phase is the section of road where the entry point transitions to the center point of the curve; The feedforward adjustment reference data includes: the second curve curvature, the second vehicle speed, and the growth data of the predicted roll moment. The preliminary adjustment parameters include: the second pre-adjustment gradient and the second pre-adjustment value. If the current curve stage is the third curve stage, and the third curve stage is the road segment around the curve center point, the feedforward adjustment reference data includes: the current road surface slope value. The preliminary adjustment parameters include: the third pre-adjustment value, which is the same as the second pre-adjustment value, and the second pre-adjustment value is greater than the first pre-adjustment value. The step of performing feedforward adjustment of the suspension parameters for the current cornering phase based on the preliminary adjustment parameters and the adjustment weights includes: The suspension parameters for the second cornering phase are increased to the second pre-adjusted value based on the adjustment weight and the second pre-adjustment gradient. The suspension parameters for the third curve phase are maintained at the third preset value according to the adjustment weight.

6. The method according to claim 4, characterized in that, If the current curve stage is the fourth curve stage, the fourth curve stage is the road segment from the center point to the exit point. The fourth curve stage includes the third curve sub-stage and the fourth curve sub-stage. The third curve sub-stage is the stage with a preset time ratio before the fourth curve stage, and it is also the road segment from the center point to the exit point. The fourth curve sub-stage is the road segment with a preset time percentage after the fourth curve stage, and it is also the stage from the exit transition point to the exit point. The feedforward adjustment reference data includes: the curve curvature reduction rate and the steering return rate. The preliminary adjustment parameters include: a fourth pre-adjustment gradient, a fifth pre-adjustment gradient, a fourth pre-adjustment value, and a fifth pre-adjustment value. The fourth pre-adjustment gradient is set according to the curve curvature reduction rate. The fifth pre-adjustment gradient is the same as the first pre-adjustment gradient. The fourth pre-adjustment value is the same as the first pre-adjustment value. The fifth pre-adjustment value is the same as the straight-line preset value. The step of performing feedforward adjustment of the suspension parameters for the current cornering phase based on the preliminary adjustment parameters and the adjustment weights includes: The suspension parameters of the third cornering sub-stage are reduced to the fourth pre-adjustment value according to the adjustment weight and the fourth pre-adjustment gradient; Based on the adjustment weight and the fifth pre-adjustment gradient, the suspension parameters of the fourth cornering sub-stage are gradually reduced from the fourth pre-adjustment value to the fifth pre-adjustment value.

7. The method according to claim 6, characterized in that, After reducing the suspension parameters of the third cornering sub-stage to the fourth pre-adjustment value according to the adjustment weight and the fourth pre-adjustment gradient, the method further includes: If the real-time distance between the exit transition point and the entry point of the next curve is less than a preset distance threshold, the update adjustment information of the next curve is collected; wherein, the next curve is the next curve of the current road, and the update adjustment information includes: update feedforward adjustment information, update feedback adjustment information, and update weight. The vehicle performs a roll adjustment operation on the next curve based on the updated weight, the updated feedforward adjustment information, and the updated feedback adjustment information.

8. The method according to any one of claims 1 to 7, characterized in that, After performing roll adjustment on the vehicle in the current curve phase according to the adjustment weight, the selected feedforward adjustment information, and the selected feedback adjustment information, the method further includes: A schematic diagram is generated based on the vehicle's roll adjustment operation. The vehicle's tilt adjustment activation status is collected according to the operation diagram. Generate adjustment activation identifier information based on the tilt adjustment activation state; The operation diagram and the adjustment activation information will be displayed.

9. A vehicle, characterized in that, The vehicle includes an onboard control system, an adjustable suspension system, a road preview module, a vehicle status perception module, a steering system signal acquisition module, a braking system signal acquisition module, and a power system signal acquisition module. The onboard control system includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the method described in any one of claims 1 to 8.

10. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by a processor, it implements the method of any one of claims 1 to 8.

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