Roll control method, device, computer device and storage medium

Abstract

The present application relates to the field of suspension control, and discloses a roll control method and device, computer equipment and a storage medium, the method comprising: obtaining a vehicle state measured value; determining vehicle state estimation data according to the vehicle state measured value; determining a total suspension control force according to the vehicle state estimation data; distributing the total suspension control force to obtain a target control signal of each suspension actuator; and sending each target control signal to the corresponding suspension actuator to enable the suspension actuator to output an actuating force according to the target control signal. The roll control method provided by the present application improves vehicle handling and ride comfort, enhances safety and reliability, and reduces the upgrade cost of the vehicle.

Description

Technical Field

[0001] This invention relates to the field of suspension control, and more particularly to a roll control method, device, computer equipment, and storage medium. Background Technology

[0002] In the field of active suspension technology, air springs and continuously adjustable dampers are widely used in vehicle roll control, but they suffer from problems such as long response time and limited adjustment range, making it difficult to meet the needs of dynamic compensation for vehicle roll angle. While "fast" active suspension has the potential to adjust vertical force in real time, it relies on sensor signals for feedback control, which increases cost and system instability. Summary of the Invention

[0003] Therefore, it is necessary to provide a tilt control method, device, computer equipment, and storage medium to address the aforementioned technical problems, in order to reduce costs and improve stability and safety.

[0004] A roll control method, comprising: Obtain measured values ​​of vehicle status; The vehicle status estimation data is determined based on the measured vehicle status values. The total suspension control force is determined based on the vehicle condition estimation data. The total control force of the suspension is distributed to obtain the target control signals for each suspension actuator; Each of the target control signals is sent to the corresponding suspension actuator, so that the suspension actuator outputs actuation force according to the target control signal.

[0005] A roll control device, comprising: The measured value acquisition module is used to acquire measured values ​​of vehicle status. The estimated data acquisition module is used to determine the estimated vehicle status data based on the measured vehicle status values. The total control force determination module is used to determine the total suspension control force based on the vehicle state estimation data. The target control force acquisition module is used to distribute the total control force of the suspension and obtain the target control signals of each suspension actuator; The output power module is used to send each of the target control signals to the corresponding suspension actuator, so that the suspension actuator outputs power according to the target control signal.

[0006] A computer device includes a memory, a processor, and computer-readable instructions stored in the memory and executable on the processor, wherein the processor implements the tilt control method described above when executing the computer-readable instructions.

[0007] One or more readable storage media storing computer-readable instructions, which, when executed by one or more processors, cause the one or more processors to perform the tilt control method described above.

[0008] The aforementioned roll control method, device, computer equipment, and storage medium obtain vehicle state estimation data by estimating the measured values ​​of the vehicle state. This eliminates the need for additional sensors, saving sensor costs. Furthermore, the total suspension control force calculated using the vehicle state estimation data is lag-free and unaffected by road vertical excitation, road vertical slope, or vehicle vertical motion. It is easily decoupled from other control modules, significantly improving anti-interference capabilities. By distributing the total suspension control force and rationally allocating the load, vehicle stability is enhanced. Real-time transmission of the target control signal, with the suspension actuators outputting the actuation force, improves the response speed and accuracy of vehicle roll control. The roll control method provided by this invention improves vehicle handling and ride comfort, enhances safety and reliability, and reduces vehicle upgrade costs. Attached Figure Description

[0009] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0010] Figure 1 This is a schematic flowchart of a roll control method according to an embodiment of the present invention; Figure 2 This is a schematic diagram of a tilt control device according to an embodiment of the present invention; Figure 3 This is a schematic diagram of a computer device according to an embodiment of the present invention. Detailed Implementation

[0011] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0012] In one embodiment, such as Figure 1 As shown, a roll control method is provided, including the following steps S10-S50. S10. Obtain the measured values ​​of the vehicle status.

[0013] Understandably, sensor data reflecting the current vehicle state can be collected, which are the measured values ​​of the vehicle state. These measured values ​​include, but are not limited to, vehicle speed, steering wheel angle / speed, yaw rate, lateral acceleration, suspension travel, and wheel vertical acceleration. For example, vehicle speed can be measured using a speed sensor, steering wheel angle / speed can be measured using a steering angle sensor and a steering speed sensor, yaw rate can be measured using a gyroscope or IMU (Inertial Measurement Unit), lateral acceleration can be measured using an accelerometer, suspension travel can be measured using a displacement sensor, and wheel vertical acceleration can be measured using accelerometers mounted on the wheels.

[0014] S20. Determine vehicle status estimation data based on the measured vehicle status values.

[0015] Understandably, vehicle state estimation data can be obtained by processing measured vehicle state values ​​using algorithms. Vehicle state estimation data includes, but is not limited to, lateral acceleration, yaw rate, sideslip angle, roll angle, and roll rate.

[0016] Optionally, the vehicle condition estimation data includes vehicle condition estimation values; Step S20, namely, determining the vehicle state estimation data based on the measured vehicle state values, includes: S201. Process the measured values ​​of the vehicle state through a vehicle model to obtain an ideal response signal; wherein, the measured values ​​of the vehicle state include one or more of vehicle speed, steering wheel angle, steering wheel speed, and yaw rate; the ideal response signal includes one or more of lateral acceleration, yaw rate, center of gravity sideslip angle, roll angle, and roll rate. S202. Estimate the vehicle state based on the measured vehicle state value and the ideal response signal to obtain the estimated vehicle state value; wherein, the measured vehicle state value used to obtain the estimated vehicle state data also includes the vehicle body / vehicle vibration signal; the estimated vehicle state value includes one or more of the following: vehicle lateral acceleration, vehicle yaw rate, vehicle roll angle, and roll rate.

[0017] Understandably, a vehicle model can be a model built based on vehicle dynamics. By processing measured values ​​of the vehicle's state through the vehicle model, the response signal of the vehicle under ideal conditions is obtained, which is the ideal response signal. Measured values ​​of the vehicle state used as input to the vehicle model include, but are not limited to, vehicle speed, steering wheel angle, steering wheel speed, and yaw rate. The ideal response signal output from the vehicle model includes, but is not limited to, lateral acceleration, yaw rate, sideslip angle, roll angle, and roll rate.

[0018] Combining measured vehicle state values ​​and ideal response signals, an estimation algorithm is used to estimate the actual vehicle state, which is the vehicle state estimate. The estimation algorithm includes, but is not limited to, using a Kalman filter (KF) or an extended Kalman filter (EKF). Measured vehicle state values ​​used to estimate the vehicle state estimate include, but are not limited to, vehicle speed, steering wheel angle, steering wheel speed, yaw rate, and vehicle body / vehicle vibration signals. The estimated vehicle state values ​​include, but are not limited to, vehicle lateral acceleration, vehicle yaw rate, vehicle roll angle, and roll rate.

[0019] This embodiment combines measured vehicle state values ​​and ideal response signals for estimation, improving the comprehensiveness and accuracy of the estimated vehicle state values, enhancing system robustness, and enabling the suspension system to provide more precise and stable control under various driving conditions, thereby improving vehicle handling performance and ride comfort.

[0020] Optionally, after step S201, that is, after processing the measured values ​​of the vehicle state through the vehicle model to obtain the ideal response signal, the process includes: S203. Identify the measured values ​​of the vehicle state and the ideal response signal to obtain vehicle environmental parameters; the vehicle environmental parameters include one or more of the following: vehicle mass, X / Y axis moment of inertia, front / rear axle roll stiffness, front / rear axle roll damping, lateral stiffness of each wheel, road surface slope, and road surface adhesion information. S204. Estimate the vehicle state based on the measured vehicle state value, the ideal response signal, and the vehicle environmental parameters to obtain the estimated vehicle state value.

[0021] Understandably, by analyzing measured vehicle state values ​​and ideal response signals, vehicle environmental parameters affecting vehicle dynamic behavior can be identified. Identification algorithms, such as least squares, recursive least squares, and maximum likelihood estimation, can be used to process the measured vehicle state values ​​and ideal response signals to obtain these vehicle environmental parameters. These parameters include, but are not limited to, vehicle mass, X / Y axis rotational inertia, front / rear axle roll stiffness, front / rear axle roll damping, wheel yaw stiffness, road surface gradient, and road surface adhesion information.

[0022] By combining measured vehicle state values, ideal response signals, and identified vehicle environmental parameters, the estimation of vehicle state can be further optimized to obtain a vehicle state estimate. Integrating measured values, ideal response signals, and environmental parameters can yield a more comprehensive and accurate state estimate.

[0023] This embodiment improves the comprehensiveness and accuracy of vehicle state estimation by combining measured values, ideal response signals, and environmental parameters.

[0024] Optionally, the vehicle condition estimation data may also include the reliability of the estimated values; Step S20, namely, determining the vehicle state estimation data based on the measured vehicle state values, further includes: S205. The reliability of the estimated vehicle state value is evaluated based on the measured vehicle state value to obtain the reliability of the estimated value; the measured vehicle state value used to evaluate the reliability of the estimated value includes one or more of the following: vehicle speed, yaw rate, lateral acceleration, and body / wheel vibration signal.

[0025] Understandably, by comparing measured and estimated vehicle condition values, the accuracy of the estimated values ​​is assessed, and the reliability of the estimated values ​​is obtained, thereby improving the reliability and performance of the suspension control system. Measured vehicle condition values ​​used to assess the reliability of the estimated values ​​include, but are not limited to, vehicle speed, yaw rate, lateral acceleration, and body / wheel vibration signals. Estimated vehicle condition values ​​include, but are not limited to, vehicle lateral acceleration, vehicle yaw rate, vehicle roll angle, and roll rate. In one example, data segments with acceptable signal quality can be selected, the difference between the estimated and measured values ​​can be analyzed, and the reliability of the estimated values ​​over a period of time can be scored. The reliability of the estimated values ​​can be represented by a reliability level or a reliability score. The obtained reliability of the estimated values ​​can be used to calculate the total suspension control force. When the quality of the estimated vehicle condition values ​​is poor, the calculation of the total suspension control force can be optimized to improve the suspension roll control effect.

[0026] This embodiment improves system reliability, enhances anti-interference capabilities, and supports optimized control by calculating the reliability of the estimated values.

[0027] S30. Determine the total suspension control force based on the vehicle state estimation data.

[0028] Understandably, the total suspension control force can be determined based on vehicle state estimation data. The total suspension control force can be solved using lookup tables, model-based control methods (such as model predictive control, robust control, and sliding mode control), model-free control methods (such as PID control), or a combination of methods. In some examples, the total suspension control force can be adjusted by considering driver preferences, driving modes, and electronically controlled suspension sub-modes.

[0029] Optionally, the total suspension control force includes the required control force; Step S30, namely determining the total suspension control force based on the vehicle state estimation data, includes: S301. Find the required control force that matches the vehicle state estimation data from the control force-vehicle state mapping table; S302. Process the vehicle state estimation data using a control force calculation model to obtain the required control force; and / or, S303. The vehicle state estimation data is processed by preset logic control rules to obtain the required control force.

[0030] Understandably, the required control force can be calculated through table lookup, model processing, logical control rules, or a combination of these methods. Based on a large amount of experimental data or simulation results, a mapping table of control force and vehicle state is pre-constructed. This table stores the optimal control force values ​​under different vehicle states. Based on the current vehicle state estimation data, the closest entry is searched in the mapping table, and the corresponding required control force is retrieved. If no perfectly matching data point is found, an interpolation algorithm (such as linear interpolation or spline interpolation) is used to estimate the required control force.

[0031] A mathematical model is constructed to describe the relationship between vehicle dynamics and control forces. This model can be linear or nonlinear. Based on identified vehicle environmental parameters (such as vehicle mass, moment of inertia, roll stiffness, etc.), the model parameters are dynamically adjusted to ensure the accuracy of the mathematical model. Here, the mathematical model can be Model Predictive Control (MPC), Robust Control, or Sliding Mode Control. The optimal required control force under the current state is then solved within the mathematical model.

[0032] Vehicle state estimation data can be processed by preset logic control rules to obtain the required control force. Preset logic control rules can be on / off control, PI control (proportional-integral control), PD control (proportional-derivative control), PID control (proportional-integral-derivative control), etc.

[0033] In practical applications, one or more methods can be combined depending on the specific circumstances to achieve the best control effect. For example, under normal driving conditions, a mapping table (S301) can be used to quickly find the required control force; under special conditions (such as emergency avoidance), the control force calculation model (S302) or logic control rules (S303) can be switched for more precise control. Alternatively, two or three methods can be run simultaneously, the results compared, and the average value or the most suitable solution can be selected to enhance the reliability and robustness of the system.

[0034] In this embodiment, the suspension control system provides a variety of flexible methods for determining the required control force, which not only improves the control accuracy and response speed, but also enhances the system's adaptability and reliability.

[0035] Optionally, the total suspension control force includes an adaptive control force; Step S30, namely determining the total suspension control force based on the vehicle state estimation data, further includes: S304. Obtain vehicle mode signal; the vehicle mode signal includes driving mode signal and electronically controlled suspension sub-mode signal; S305. Adaptively adjust the required control force according to the vehicle mode signal to obtain the adaptive control force.

[0036] Understandably, the current driving mode and electronic suspension sub-mode can be obtained to provide a basis for subsequent adaptive adjustments. The driving mode and electronic suspension mode can be set by the user through the vehicle's infotainment system. In one example, the electronic suspension mode includes, but is not limited to: Mode 1 – Within the system's permissible range, roll control is used to counteract lateral acceleration to the maximum extent, resulting in the vehicle body tilting in the opposite direction when steering. Mode 2 – Part of the lateral acceleration is offset by roll control, causing the vehicle to roll in the opposite direction when turning; Mode 3 – The vehicle body is kept horizontally or nearly horizontal by roll control, and the vehicle body does not roll or rolls nearly no when turning. Mode 4 – Reduces some of the positive roll by roll control, at which point the vehicle body will roll positively when turning; Mode 5 – Adaptively adjusts the roll control parameters to better match the driver's style. In this mode, the vehicle may roll in the opposite or forward direction when turning (depending on the driver's preference).

[0037] Here, reverse roll is defined as the body on one side of the apex of the curve being lower than the body on the other side, and positive roll is defined as the body on one side of the apex of the curve being higher than the body on the other side.

[0038] The required control force can be adaptively adjusted based on the driving mode and the electronically controlled suspension mode to obtain adaptive control force. The adaptive adjustment methods include, but are not limited to: scaling the required control force proportionally as a whole; scaling the required control force in stages; and scaling the required control force nonlinearly.

[0039] This embodiment provides personalized suspension system response based on different driving modes and electronically controlled suspension sub-modes, meeting the driving needs of different users and enhancing the flexibility and safety of the suspension control system.

[0040] Optionally, step S30, namely determining the total suspension control force based on the vehicle state estimation data, further includes: S306. Obtain driving preference information; S307. Adaptively adjust the required control force according to the vehicle mode signal and the driving preference information to obtain the adaptive control force.

[0041] Understandably, driving preference information can be obtained. This information can be generated by analyzing a user's historical driving behavior.

[0042] By combining vehicle mode signals and driving preference information, the required control force is dynamically adjusted to obtain adaptive control force, ensuring that the suspension system's response not only meets the current driving conditions but also satisfies the user's personalized needs.

[0043] In this embodiment, the suspension control system can not only adaptively adjust the required control force by combining vehicle mode signals and driving preference information, but also enhance the system's flexibility and safety, enabling the suspension system to provide more precise and stable control under various driving conditions, while meeting the personalized needs of different users.

[0044] Optionally, before step S306, i.e. before obtaining driving preference information, the following steps are included: S31. Process the vehicle mode signal and / or the measured vehicle state value through a preference model to obtain the driving preference information; the measured vehicle state value used to analyze the driving preference information includes one or more of the following: vehicle speed, steering wheel angle, steering wheel speed, braking, acceleration, and gear position.

[0045] Understandably, to more accurately identify users' driving habits and preferences, vehicle mode signals and / or measured vehicle state values ​​can be processed through preference models to obtain detailed driving preference information. These measured vehicle state values ​​used to analyze driving preferences include, but are not limited to, vehicle speed, steering wheel angle, steering wheel speed, braking, acceleration, and gear position. For example, analyzing a user's average vehicle speed and rate of speed change can determine whether their driving style is aggressive or mild; assessing steering frequency and angle can help understand a user's steering habits, such as whether they frequently change lanes or make sharp turns; monitoring braking force and frequency can help determine whether a user tends to brake suddenly or decelerate smoothly; analyzing accelerator pedal force and frequency can help understand a user's acceleration habits, such as whether they prefer rapid or gradual acceleration; and recording gear shift frequency and timing can help understand a user's gear shifting habits, such as whether they shift gears frequently or maintain a certain gear for an extended period.

[0046] This embodiment uses a preference model to more accurately identify users' driving habits and preferences, providing personalized suspension system responses and enhancing system flexibility and safety.

[0047] S40. Distribute the total control force of the suspension to obtain the target control signal for each suspension actuator.

[0048] Understandably, the total suspension control force can be distributed to each suspension actuator to obtain the target control signal for each actuator. The control force between the front and rear axles can be distributed based on lateral acceleration, yaw rate, actuator status, etc. In some examples, the distributed control signals can be compensated and corrected based on actuator status signals, vehicle status, and other factors to obtain the target control signal.

[0049] Optionally, the target control signal includes an allocation control signal; Step S40, namely, distributing the total control force of the suspension to obtain the target control signals for each suspension actuator, includes: S401. Extract the measured value and estimated value of the first state index from the measured value of the vehicle state and the estimated value of the vehicle state, calculate the first difference between the measured value and the estimated value of the first state index, and distribute the total control force of the suspension according to the first difference to obtain each of the distribution control signals; the first state index includes lateral acceleration or yaw rate. S402. Extract the measured value and estimated value of the second state index from the measured value of the vehicle state and the estimated value of the vehicle state, calculate the second difference between the measured value and the estimated value of the second state index, and distribute the total control force of the suspension according to the second difference to obtain each of the distribution control signals; the second state index includes the roll angle, roll rate or roll acceleration of the suspension actuator. S403. Obtain actuator status signals, and distribute the total suspension control force according to the actuator status signals to obtain each of the distribution control signals; and / or S404. Determine the vehicle's driving condition based on the measured vehicle status value, and distribute the total suspension control force according to the driving condition to obtain each of the distribution control signals.

[0050] Understandably, in order to achieve a more precise and flexible suspension control system, the total suspension control force can be distributed in various ways to ensure that the suspension control system can provide the best control effect according to different state indicators, actuator states, and driving conditions.

[0051] In step S401, based on the first state index of lateral acceleration or yaw rate, a first difference between the measured value and the estimated value is calculated, and the distribution of the total suspension control force is adjusted according to this first difference. By comparing the measured value and the estimated value, the control force can be adjusted more accurately, errors can be reduced, and the control force distribution can be adjusted in a timely manner to ensure that the suspension control system can respond quickly to changes.

[0052] In step S402, based on the second state index of the suspension actuator—roll angle, roll rate, or roll acceleration—a second difference between the measured and estimated values ​​is calculated, and the distribution of the total suspension control force is adjusted according to this second difference. By monitoring roll angle-related parameters, the vehicle's attitude can be better controlled, body roll reduced, driving stability improved, and ride comfort enhanced.

[0053] In step S403, the distribution of the total suspension control force is dynamically adjusted based on the status of the suspension actuators. Actuator status signals include, but are not limited to, the position, speed, temperature, and remaining available output force of the suspension actuators. For example, if a suspension actuator is close to its maximum output capacity, its load is reduced while the output of other suspension actuators is increased. By monitoring the actuator status, overload or damage can be avoided, extending service life, while ensuring that each actuator operates within its optimal operating range, thus improving the overall performance of the suspension control system.

[0054] In step S404, the distribution of the total suspension control force can be dynamically adjusted according to the vehicle's current driving conditions (such as acceleration, deceleration, turning, etc.). In some examples, the driving conditions are judged based on whether the vehicle is accelerating or decelerating, and whether the steering wheel is straightened or not. Automatically adjusting the control strategy according to different driving conditions improves the system's adaptability and flexibility, and enhances the suspension system's support capacity in emergency situations (such as sharp turns and emergency braking) to prevent the vehicle from losing control or overturning.

[0055] In practical applications, one or more methods can be combined depending on the specific circumstances to achieve the best control effect. For example, combining S401 and S402, while considering lateral acceleration / yaw rate and roll-related parameters, can comprehensively optimize the control force distribution. Alternatively, running S403 and S404 simultaneously can enhance the system's reliability and robustness through dual verification based on actuator status and driving conditions.

[0056] In this embodiment, the suspension control system can not only accurately distribute the total control force of the suspension according to different state indicators, actuator states and driving conditions, but also enhance the flexibility and reliability of the system.

[0057] Optionally, the target control signal includes a compensation control signal or a correction control signal; Step S40, namely, distributing the total suspension control force to obtain the target control signals for each suspension actuator, further includes: S41. Obtain actuator status signals, and allocate the total suspension control force according to the measured vehicle status value, the estimated vehicle status data and / or the actuator status signals to obtain each allocation control signal; S42. Compensate the control signal to be compensated to obtain a compensated control signal; the control signal to be compensated includes the allocated control signal or the corrected control signal; and / or S43. Correct the control signal to be corrected to obtain the corrected control signal; the control signal to be corrected includes the allocated control signal or the compensated control signal.

[0058] Understandably, in order to achieve a more precise and flexible suspension control system, the total suspension control force can first be distributed based on actuator status signals, measured vehicle status values, and estimated vehicle status data. Then, the distributed control signal can be compensated and / or corrected to obtain the target control signal. The specific process of distributing the total suspension control force can be referred to steps S401~S404, and will not be elaborated here.

[0059] The compensation mechanism eliminates the influence of external interference or system errors on the control signal. The control signal to be compensated can be a directly assigned control signal or a control signal that has undergone preliminary correction. That is to say, for the control signal, compensation can be done without correction, or correction can be done first and then compensation. Through the compensation mechanism, the control signal can be adjusted more accurately, errors can be reduced, and stability can be enhanced.

[0060] The control signal is further optimized through a correction mechanism to ensure it meets actual needs and improves control effectiveness. The control signal to be corrected includes allocated control signals or already compensated control signals; that is, for a control signal, correction can be performed without compensation, or compensation can be performed first and then correction. In practical applications, one or more methods can be combined depending on the specific circumstances to achieve the best control effect. For example, running compensation and correction mechanisms simultaneously provides double verification, enhancing the system's reliability and robustness.

[0061] In this embodiment, the suspension control system not only comprehensively considers various factors to accurately distribute the total control force of the suspension, but also further optimizes the control signal through compensation and correction mechanisms to ensure that it meets actual needs. This enables the suspension system to provide more precise and stable control under various driving conditions, thereby improving the vehicle's handling performance and ride comfort.

[0062] Optionally, the compensation control signal includes a first compensation control signal, a second compensation control signal, or a third compensation control signal; Step S42, namely, compensating the control signal to be compensated to obtain the compensation control signal, includes: S421. Perform system efficiency compensation on the first control signal to be compensated according to the actuator status signal to obtain the first compensated control signal; the first control signal to be compensated includes the allocation control signal, the correction control signal, the control signal that has undergone amplitude and phase compensation, or the control signal that has undergone zero-crossing compensation. S422. Perform amplitude and phase compensation on the second control signal to be compensated based on the measured vehicle state values ​​to obtain the second compensation control signal; the measured vehicle state values ​​include one or more of vehicle speed, steering wheel angle, steering wheel speed, yaw rate, and lateral acceleration; the second control signal to be compensated includes the allocation control signal, the correction control signal, a control signal that has undergone system efficiency compensation, or a control signal that has undergone zero-crossing compensation; and / or... S423. Perform zero-crossing compensation on the third control signal to be compensated to obtain the third compensation control signal; the third control signal to be compensated includes the allocation control signal, the correction control signal, the control signal that has been compensated for system efficiency, or the control signal that has been compensated for amplitude and phase.

[0063] Understandably, to further optimize the performance of the suspension control system, a multi-level compensation mechanism can be used to perform system efficiency compensation, amplitude and phase compensation, and zero-crossing compensation on different types of control signals to be compensated. In practical applications, one or more compensation methods can be selected and combined according to specific circumstances to achieve the best control effect.

[0064] In step S421, errors caused by actuator efficiency and friction are eliminated based on the actuator status signal. After system efficiency compensation, the control signal can be adjusted more accurately, reducing errors.

[0065] In step S422, amplitude and phase errors caused by dynamic behaviors (such as vehicle speed and steering wheel angle) can be eliminated based on the measured vehicle state values. The control signal can be compensated using operations such as transfer functions, filters, and preset signal delay methods. After amplitude and phase compensation, the impact of dynamic behaviors on the system is reduced, improving the stability, response speed, and accuracy of the control system.

[0066] In step S423, zero-crossing compensation ensures a smooth transition of the control signal near zero. A threshold close to zero (e.g., ±0.1 N) can be set, and the zero-crossing compensation mechanism is activated when the control force enters this range. The slope of the control force change is limited to prevent rapid changes and ensure a smooth transition. Linear or nonlinear limits can be used. The zero-crossing compensation threshold is dynamically adjusted according to different driving conditions and user preferences to adapt to different needs. The control signal after zero-crossing compensation eliminates minor deviations, ensures a smooth transition, improves the system's response speed and accuracy, reduces system errors and deviations, and enhances the reliability and robustness of the control system.

[0067] In this embodiment, the suspension control system can not only accurately compensate for different types of control signals through a multi-level compensation mechanism, but also further optimize the control signals to ensure that they meet actual needs. This enables the suspension system to provide more accurate and stable control under various driving conditions, thereby improving the vehicle's handling performance and ride comfort.

[0068] Optionally, step S421, namely, performing system efficiency compensation on the first control signal to be compensated based on the actuator state signal to obtain the first compensated control signal, includes: S4211. Determine the electromechanical efficiency of the suspension actuator based on the actuator state signal; perform system efficiency compensation on the first control signal to be compensated based on the electromechanical efficiency to obtain the first compensated control signal; and / or S4212. Determine the dynamic / static friction characteristics of the suspension actuator based on the actuator status signal, and perform system efficiency compensation on the first control signal to be compensated based on the dynamic / static friction characteristics to obtain the first compensation control signal.

[0069] Understandably, to further optimize the performance of the suspension control system, the electromechanical efficiency and dynamic / static friction characteristics of the suspension actuators can be determined by analyzing the actuator state signals, and system efficiency compensation can be applied to the first control signal to be compensated based on these characteristics. Here, electromechanical efficiency includes mechanical efficiency and electrical efficiency. A mathematical model describing the actuator's electromechanical efficiency can be established. The actuator state signals are input into the mathematical model, and the output is the control signal after electromechanical efficiency compensation, eliminating the error caused by efficiency loss. By compensating for electromechanical efficiency loss, the control force can be adjusted more accurately, reducing errors.

[0070] A mathematical model describing the dynamic / static friction characteristics of an actuator is established, which can predict its frictional characteristics based on the actuator's state signal. The control signal, after frictional characteristic compensation, eliminates errors caused by friction. By compensating for frictional characteristics, the control force can be adjusted more accurately, reducing errors. In practical applications, one or more compensation methods can be selected and combined to achieve the best control effect, depending on the specific circumstances.

[0071] In this embodiment, the suspension control system can not only determine the electromechanical efficiency and dynamic / static friction characteristics of the suspension actuator by analyzing the actuator state signal, and perform system efficiency compensation on the first control signal to be compensated based on these characteristics, but also further optimize the control signal to ensure that it meets the actual requirements.

[0072] Optionally, step S422, namely, performing amplitude and phase compensation on the second control signal to be compensated based on the measured vehicle state value to obtain the second compensation control signal, includes: S4221. The measured values ​​of the vehicle state are processed by a transfer function to obtain the second compensation control signal; S4222, Process the second control signal to be compensated through a filter to obtain the second compensation control signal; and / or, S4223. The second control signal to be compensated is processed by a preset signal delay method to obtain the second compensation control signal.

[0073] Understandably, in order to further optimize the performance of the suspension control system, the second control signal to be compensated can be processed by transfer function, filter and preset signal delay method respectively to obtain the second compensation control signal.

[0074] Specifically, a transfer function describing the vehicle's dynamic behavior can be established based on historical data and experimental results. This transfer function can be linear or nonlinear. The parameters of the transfer function can be dynamically adjusted based on the current measured vehicle state values ​​to ensure the function's accuracy. The transfer function is used to calculate the relationship between the measured vehicle state values ​​and the desired control force, determining the amount of compensation that needs to be added. Based on the latest measured vehicle state values, the compensation amount ΔC is updated in real time to ensure that the compensation signal accurately reflects the current dynamic behavior. Through the transfer function, the control signal can be adjusted more accurately, reducing errors.

[0075] A suitable filter type can be selected based on actual needs, and then the corresponding filtering algorithm (such as a finite impulse response (FIR) filter or an infinite impulse response (IIR) filter) can be applied to process the second control signal to be compensated. The filter parameters (such as the cutoff frequency) can be dynamically adjusted according to actual requirements to ensure that the filtering effect meets expectations. The control signal after filter processing eliminates sensor noise and other high-frequency interference. Through filter processing, the control force can be adjusted more accurately, noise interference can be reduced, system errors and deviations can be reduced, and the reliability and robustness of the suspension control system can be enhanced.

[0076] An appropriate delay time can be set based on the actual response time of the actuators and sensors. A fixed delay time can be selected, or the delay time can be dynamically adjusted according to actual conditions. A preset delay method can be applied to process the second control signal to be compensated, ensuring that all signals arrive at the control system synchronously. The delay time can be dynamically adjusted according to actual needs to ensure consistent system response times. The control signal after preset signal delay processing eliminates errors caused by asynchronous response times. By using preset signal delay methods, the control signal can be further optimized, improving the system's response speed and accuracy, reducing differences in system response times, and enhancing the synchronization and coordination of the suspension control system. In practical applications, one or more compensation methods can be selected and used in combination to achieve the best control effect, depending on the specific circumstances.

[0077] In this embodiment, the suspension control system not only processes the second control signal to be compensated through transfer functions, filters, and preset signal delay methods, but also further optimizes the control signal to ensure that it meets actual needs. This enables the suspension system to provide more precise and stable control under various driving conditions, thereby improving the vehicle's handling performance and ride comfort.

[0078] Optionally, the correction control signal includes a single-round correction control signal or a limit correction control signal; Step S43, namely, correcting the control signal to be corrected to obtain the corrected control signal, includes: S431. Based on the measured vehicle state values, perform single-wheel dynamic correction on the single-wheel correction control signal to obtain the single-wheel correction control signal; the measured vehicle state values ​​used to correct the compensation control signal include one or more of the following: vehicle speed, wheel speed, suspension travel, vehicle acceleration signal, vehicle vertical acceleration signal, and vehicle roll / pitch / yaw rate signal; the single-wheel correction control signal to be obtained includes the allocation control signal, the compensation control signal, or the control signal that has been limited and corrected; and / or... S432. Based on the measured vehicle state values, limit correction is performed on the limit correction control signal to be obtained; the measured vehicle state values ​​used to correct the limit correction control signal to be obtained include the vehicle battery charge, vehicle fault status, vehicle force / power limit signal, actuator force / power limit signal, and actuator fault status; the limit correction control signal to be obtained includes the distribution control signal, the compensation control signal, or the control signal that has been corrected by a single wheel.

[0079] Understandably, in order to further optimize the performance of the suspension control system, the control signals to be corrected for single wheels and the control signals to be corrected for limit values ​​can be processed by single-wheel dynamic correction and limit correction, respectively.

[0080] It can monitor real-time vehicle status measurements, such as vehicle speed, wheel speed, suspension travel, vehicle acceleration signals, vertical acceleration signals, and roll / pitch / yaw rate signals. It analyzes the impact of vehicle dynamics on individual wheel control signals, then matches appropriate corrections to obtain single-wheel corrected control signals. The control signals after single-wheel dynamic correction eliminate errors caused by vehicle dynamics, improving the control accuracy of individual wheels. Through single-wheel dynamic correction, control forces can be adjusted more accurately, reducing errors and the impact of vehicle dynamics on the system, improving the stability and response speed of the control system, optimizing individual wheel control, and enhancing ride comfort and handling performance.

[0081] It can monitor real-time measured vehicle status values ​​affecting suspension output, such as vehicle battery level, vehicle fault status, vehicle force / power limiting signals, actuator force / power limiting signals, and actuator fault status. It analyzes the impact of these measured vehicle status values ​​on the actuator's operating range, such as limiting power when battery level is low or limiting output force when actuator malfunctions, and then matches appropriate correction values ​​to obtain limit-corrected control signals. The control signal after limit correction ensures that the actuator operates within a safe range, avoiding overload or damage. Limit correction prevents actuator overload or damage, extends service life, reduces the possibility of system failure, and enhances the reliability, robustness, and overall performance of the control system. In practical applications, one or more correction methods can be selected and combined to achieve the best control effect, depending on the specific circumstances.

[0082] In this embodiment, the suspension control system can not only dynamically correct the single-wheel control signal based on the measured values ​​of the vehicle state, but also limit the control signal to ensure that it meets the actual needs and protects the actuator. This enables the suspension system to provide more precise and stable control under various driving conditions, thereby improving the vehicle's handling performance and ride comfort.

[0083] Optionally, step S431, namely, performing single-wheel dynamic correction on the single-wheel correction control signal based on the measured vehicle state value to obtain the single-wheel correction control signal, includes: S4311. Detect the inner wheel status based on the measured value of the vehicle status. If the inner wheel status shows a tendency to lift off the ground, obtain a single-wheel correction control signal for increasing the vertical load on the inner wheel. S4312. Detect the outer wheel status based on the measured vehicle status values. If the outer wheel status indicates tire force saturation, acquire a single-wheel correction control signal to increase the vertical load on the outer wheel; and / or, S4313. Detect the overall vehicle posture based on the measured vehicle status value; if the overall vehicle posture shows a tripping rollover, obtain a single-wheel correction control signal to increase the downforce on the wheels in the rollover direction and a single-wheel correction control signal to increase the upforce on the wheels in the non-rollover direction.

[0084] Understandably, in order to further optimize the performance of the suspension control system, single-wheel correction control signals for increasing vertical load or downforce / upforce can be obtained by detecting the state of the inner wheel, outer wheel, and overall vehicle attitude.

[0085] It can monitor the status of the inner wheel (such as wheel speed and suspension travel) in real time to identify any tendency to lift off the ground. A threshold for approaching liftoff is set (e.g., suspension travel approaching maximum compression or wheel speed significantly decreasing). When a tendency for the inner wheel to lift off the ground is detected, a single-wheel correction control signal is generated to increase the vertical load on the inner wheel. Based on the severity of the liftoff tendency, the required vertical load is calculated to ensure the inner wheel remains in contact with the ground. By generating a control signal to increase the vertical load on the inner wheel, it prevents the inner wheel from lifting off the ground, ensuring vehicle stability during cornering and reducing the risk of loss of control due to the inner wheel lifting off the ground.

[0086] It can monitor the status of the outer wheel in real time (such as tire force sensor data and lateral acceleration) to identify whether tire force saturation is present. A threshold close to tire force saturation is set (e.g., tire force approaching its limit). When a tendency for tire force saturation is detected in the outer wheel, a single-wheel correction control signal is generated to increase the vertical load on the outer wheel. Based on the degree of tire force saturation, the required vertical load ΔF is calculated to ensure sufficient grip on the outer wheel. By generating a control signal to increase the vertical load on the outer wheel, tire force saturation of the outer wheel is prevented, ensuring sufficient grip during sharp turns and enhancing vehicle handling performance, especially during high-speed cornering.

[0087] It can monitor the vehicle's overall attitude (such as roll angle and yaw rate) in real time to identify any tendency for a trip-over rollover. A near-rollover threshold is set (e.g., roll angle exceeding a certain angle or abnormal yaw rate). When a rollover tendency is detected, a single-wheel correction control signal is generated to increase downforce on the wheels in the rollover direction. Simultaneously, a single-wheel correction control signal is generated to increase upforce on the wheels in the non-rollover direction to counteract the rollover moment. Based on the severity of the rollover tendency, the required downforce and upforce are calculated to ensure vehicle stability. By generating control signals to increase downforce on the wheels in the rollover direction and upforce on the wheels in the non-rollover direction, trip-over rollovers are prevented, ensuring driving safety and improving vehicle stability in extreme conditions, especially during high-speed cornering or emergency avoidance.

[0088] S50. Send each of the target control signals to the corresponding suspension actuator so that the suspension actuator outputs actuation force according to the target control signal.

[0089] In essence, the calculated target control signal is sent to the corresponding suspension actuator to perform the appropriate action. This target control signal is transmitted to each suspension actuator via an onboard network (such as a CAN bus). The suspension actuator receives and analyzes the target control signal, adjusts its internal motor and hydraulic system, and outputs the corresponding actuation force. After outputting the actuation force, the suspension actuator detects its own status, such as temperature, power, torque, speed, current, and fault conditions, and returns the actuator status signal to the suspension roll control device through a feedback mechanism for closed-loop control and further optimization.

[0090] In steps S10-S50, vehicle state estimation data is obtained by estimating the measured values ​​of the vehicle state. Reliable vehicle state estimation data can be obtained without adding additional sensors, saving sensor costs. Furthermore, the total suspension control force calculated using the vehicle state estimation data is lag-free and unaffected by road vertical excitation, road vertical slope, or vehicle vertical motion. It is easily decoupled from other control modules, greatly improving anti-interference capability. By distributing the total suspension control force, the load is rationally allocated, enhancing vehicle stability. The target control signal is transmitted in real time, and the suspension actuators output the actuation force, improving the response speed and accuracy of vehicle roll control. The roll control method provided in this embodiment improves vehicle handling and ride comfort, enhances safety and reliability, and reduces vehicle upgrade costs.

[0091] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0092] In one embodiment, a roll control device is provided, which corresponds one-to-one with the roll control methods described in the above embodiments. For example... Figure 3 As shown, the roll control device includes: The measured value acquisition module 10 is used to acquire measured values ​​of vehicle status; The estimation data acquisition module 20 is used to determine vehicle status estimation data based on the measured vehicle status values. The total control force module 30 is used to determine the total suspension control force based on the vehicle state estimation data. The target control force acquisition module 40 is used to distribute the total control force of the suspension and obtain the target control signals of each suspension actuator; The output power module 50 is used to send each of the target control signals to the corresponding suspension actuator, so that the suspension actuator outputs power according to the target control signal.

[0093] Optionally, the vehicle condition estimation data includes vehicle condition estimation values; The estimation data acquisition module 20 includes: An ideal response signal acquisition unit is used to process the measured values ​​of the vehicle state through a vehicle model to obtain an ideal response signal; wherein, the measured values ​​of the vehicle state include one or more of vehicle speed, steering wheel angle, steering wheel speed, and yaw rate; and the ideal response signal includes one or more of lateral acceleration, yaw rate, center of gravity sideslip angle, roll angle, and roll rate. The first vehicle state estimation unit is used to estimate the vehicle state based on the measured vehicle state value and the ideal response signal to obtain the estimated vehicle state value; wherein, the measured vehicle state value used to obtain the estimated vehicle state data also includes the vehicle body / vehicle vibration signal; the estimated vehicle state value includes one or more of the following: vehicle lateral acceleration, vehicle yaw rate, vehicle roll angle, and roll rate.

[0094] Optionally, the estimation data acquisition module 20 further includes: The parameter identification unit is used to identify the measured values ​​of the vehicle state and the ideal response signal to obtain vehicle environmental parameters. The vehicle environmental parameters include one or more of the following: vehicle mass, X / Y axis rotational inertia, front / rear axle roll stiffness, front / rear axle roll damping, lateral stiffness of each wheel, road surface slope, and road surface adhesion information. The second vehicle state estimation unit is used to estimate the vehicle state based on the measured vehicle state value, the ideal response signal, and the vehicle environmental parameters, and obtain the estimated vehicle state value.

[0095] Optionally, the vehicle state estimation data also includes the reliability of the estimated value; the estimation data acquisition module 20 further includes: The credibility assessment unit is used to assess the credibility of the estimated vehicle state based on the measured vehicle state values ​​to obtain the credibility of the estimated value; the measured vehicle state values ​​used to assess the credibility of the estimated value include one or more of the following: vehicle speed, yaw rate, lateral acceleration, and body / wheel vibration signals.

[0096] Optionally, the total suspension control force includes the required control force; the total control force determination module 30 includes: The table lookup unit is used to find the required control force that matches the vehicle state estimation data from the control force-vehicle state mapping table. The model processing unit is configured to process the vehicle state estimation data through a control force calculation model to obtain the required control force; and / or, The logic control unit is used to process the vehicle state estimation data through preset logic control rules to obtain the required control force.

[0097] Optionally, the total suspension control force includes an adaptive control force; the total control force determination module 30 further includes: A vehicle mode signal acquisition unit is used to acquire vehicle mode signals; the vehicle mode signals include driving mode signals and electronically controlled suspension sub-mode signals. The first adaptive control force unit is used to adaptively adjust the required control force according to the vehicle mode signal to obtain the adaptive control force.

[0098] Optionally, the total control force module 30 further includes: The driving preference information acquisition unit is used to acquire driving preference information; The second adaptive control force unit is used to adaptively adjust the required control force according to the vehicle mode signal and the driving preference information to obtain the adaptive control force.

[0099] Optionally, the total control force module 30 further includes: A driving preference information generation unit is used to process the vehicle mode signal and / or the measured values ​​of the vehicle state through a preference model to obtain the driving preference information; the measured values ​​of the vehicle state used to analyze the driving preference information include one or more of the following: vehicle speed, steering wheel angle, steering wheel speed, braking, acceleration, and gear position.

[0100] Optionally, the target control signal includes an allocation control signal; the target control force acquisition module 40 includes an allocation submodule; The allocation submodule includes: The first allocation unit is configured to extract the measured value and estimated value of the first state index from the measured value of the vehicle state and the estimated value of the vehicle state, calculate the first difference between the measured value and the estimated value of the first state index, allocate the total control force of the suspension according to the first difference, and obtain each allocation control signal; the first state index includes lateral acceleration or yaw rate. The second allocation unit is used to extract the measured value and estimated value of the second state index from the measured value of the vehicle state and the estimated value of the vehicle state, calculate the second difference between the measured value and the estimated value of the second state index, and allocate the total control force of the suspension according to the second difference to obtain each allocation control signal; the second state index includes the roll angle, roll rate or roll acceleration of the suspension actuator. The third allocation unit is used to acquire actuator status signals, allocate the total suspension control force according to the actuator status signals, and obtain each allocation control signal; and / or The fourth distribution unit is used to determine the driving condition of the vehicle based on the measured value of the vehicle state, distribute the total control force of the suspension according to the driving condition, and obtain each distribution control signal.

[0101] Optionally, the target control signal includes a compensation control signal or a correction control signal; the target control force acquisition module 40 includes: The allocation submodule is used to acquire actuator status signals, allocate the total suspension control force according to the measured vehicle status value, the estimated vehicle status data and / or the actuator status signals, and obtain each allocation control signal; The compensation submodule is used to compensate the control signal to be compensated to obtain a compensated control signal; the control signal to be compensated includes the allocated control signal or the corrected control signal; and / or, The correction submodule is used to correct the control signal to be corrected to obtain the corrected control signal; the control signal to be corrected includes the allocated control signal or the compensated control signal.

[0102] Optionally, the compensation control signal includes a first compensation control signal, a second compensation control signal, or a third compensation control signal; the compensation submodule includes: The system efficiency compensation unit is used to perform system efficiency compensation on the first control signal to be compensated according to the actuator status signal to obtain the first compensated control signal; the first control signal to be compensated includes the allocation control signal, the correction control signal, the control signal that has been compensated for amplitude and phase, or the control signal that has been compensated for zero crossing. An amplitude and phase compensation unit is used to perform amplitude and phase compensation on the second control signal to be compensated based on the measured vehicle state values ​​to obtain the second compensated control signal; the measured vehicle state values ​​include one or more of vehicle speed, steering wheel angle, steering wheel speed, yaw rate, and lateral acceleration; the second control signal to be compensated includes the allocation control signal, the correction control signal, a control signal that has undergone system efficiency compensation, or a control signal that has undergone zero-crossing compensation; and / or The zero-crossing compensation unit is used to perform zero-crossing compensation on the third control signal to be compensated to obtain the third compensation control signal; the third control signal to be compensated includes the allocation control signal, the correction control signal, the control signal that has been compensated for system efficiency, or the control signal that has been compensated for amplitude and phase.

[0103] Optionally, the system efficiency compensation unit includes: A first efficiency compensation unit is configured to determine the electromechanical efficiency of the suspension actuator based on the actuator state signal; perform system efficiency compensation on the first control signal to be compensated based on the electromechanical efficiency to obtain the first compensated control signal; and / or The second efficiency compensation unit is used to determine the dynamic / static friction characteristics of the suspension actuator based on the actuator state signal, and to perform system efficiency compensation on the first control signal to be compensated based on the dynamic / static friction characteristics to obtain the first compensation control signal.

[0104] Optionally, the amplitude and phase compensation unit includes: The first amplitude phase compensation unit is used to process the measured values ​​of the vehicle state through a transfer function to obtain the second compensation control signal; The second amplitude-phase compensation unit is used to process the second control signal to be compensated through a filter to obtain the second compensation control signal; and / or, The third amplitude phase compensation unit is used to process the second control signal to be compensated by a preset signal delay method to obtain the second compensation control signal.

[0105] Optionally, the correction control signal includes a single-round correction control signal or a limit correction control signal; the correction submodule includes: A single-wheel correction unit is used to dynamically correct the single-wheel correction control signal based on the measured vehicle state values ​​to obtain the single-wheel correction control signal; the measured vehicle state values ​​used to correct the compensation control signal include one or more of the following: vehicle speed, wheel speed, suspension travel, vehicle acceleration signal, vehicle vertical acceleration signal, and vehicle roll / pitch / yaw rate signal; the single-wheel correction control signal to be corrected includes the allocation control signal, the compensation control signal, or a control signal that has been limited and corrected; and / or... The limit correction unit is used to perform limit correction on the limit correction control signal based on the measured vehicle state values ​​to obtain the limit correction control signal. The measured vehicle state values ​​used to correct the limit correction control signal include the vehicle battery charge, vehicle fault status, vehicle force / power limit signal, actuator force / power limit signal, and actuator fault status. The limit correction control signal includes the distribution control signal, the compensation control signal, or the control signal that has been corrected by a single wheel.

[0106] Optionally, the single-wheel correction unit includes: The first single-wheel correction unit is used to detect the state of the inner wheel based on the measured value of the vehicle state. If the state of the inner wheel shows a tendency to lift off the ground, a single-wheel correction control signal is obtained to increase the vertical load on the inner wheel. The second single-wheel correction unit is used to detect the outer wheel status based on the measured values ​​of the vehicle status. If the outer wheel status shows tire force saturation, a single-wheel correction control signal is acquired to increase the vertical load on the outer wheel; and / or, The third single-wheel correction unit is used to detect the overall vehicle posture based on the measured values ​​of the vehicle state; if the overall vehicle posture shows a tripping rollover, it acquires a single-wheel correction control signal to increase the downforce on the wheel in the rollover direction and a single-wheel correction control signal to increase the upforce on the wheel in the non-rollover direction.

[0107] Specific limitations regarding the roll control device can be found in the limitations of the roll control method described above, and will not be repeated here. Each module in the aforementioned roll control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of a computer device in software form, so that the processor can call and execute the corresponding operations of each module.

[0108] In one embodiment, a computer device is provided, which may be a server, and its internal structure diagram may be as follows: Figure 3 As shown, the computer device includes a processor, memory, network interface, and database connected via a system bus. The processor provides computational and control capabilities. The memory includes a readable storage medium and internal memory. The readable storage medium stores an operating system, computer-readable instructions, and a database. The internal memory provides an environment for the operation of the operating system and computer-readable instructions in the readable storage medium. The database stores data related to the roll control method. The network interface communicates with external terminals via a network connection. When the computer-readable instructions are executed by the processor, a roll control method is implemented. The readable storage medium provided in this embodiment includes both non-volatile and volatile readable storage media.

[0109] In one embodiment, a computer device is provided, including a memory, a processor, and computer-readable instructions stored in the memory and executable on the processor, wherein the processor performs the following steps when executing the computer-readable instructions: Obtain measured values ​​of vehicle status; The vehicle status estimation data is determined based on the measured vehicle status values. The total suspension control force is determined based on the vehicle condition estimation data. The total control force of the suspension is distributed to obtain the target control signals for each suspension actuator; Each of the target control signals is sent to the corresponding suspension actuator, so that the suspension actuator outputs actuation force according to the target control signal.

[0110] In one embodiment, one or more computer-readable storage media storing computer-readable instructions are provided. The readable storage media provided in this embodiment include non-volatile readable storage media and volatile readable storage media. The readable storage media stores computer-readable instructions, which, when executed by one or more processors, perform the following steps: Obtain measured values ​​of vehicle status; The vehicle status estimation data is determined based on the measured vehicle status values. The total suspension control force is determined based on the vehicle condition estimation data. The total control force of the suspension is distributed to obtain the target control signals for each suspension actuator; Each of the target control signals is sent to the corresponding suspension actuator, so that the suspension actuator outputs actuation force according to the target control signal.

[0111] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by instructing related hardware with computer-readable instructions. These computer-readable instructions can be stored in a non-volatile readable storage medium or a volatile readable storage medium. When executed, these computer-readable instructions can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), RAMbus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0112] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is used as an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0113] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A roll control method, characterized in that, include: Obtain measured values ​​of vehicle status; The vehicle status estimation data is determined based on the measured vehicle status values. The total suspension control force is determined based on the vehicle condition estimation data. The total control force of the suspension is distributed to obtain the target control signals for each suspension actuator; Each of the target control signals is sent to the corresponding suspension actuator, so that the suspension actuator outputs actuation force according to the target control signal.

2. The roll control method as described in claim 1, characterized in that, The vehicle status estimation data includes vehicle status estimation values; The step of determining the vehicle status estimation data based on the measured vehicle status values ​​includes: The measured values ​​of the vehicle state are processed by a vehicle model to obtain an ideal response signal; wherein the measured values ​​of the vehicle state include one or more of vehicle speed, steering wheel angle, steering wheel speed, and yaw rate; and the ideal response signal includes one or more of lateral acceleration, yaw rate, center of gravity sideslip angle, roll angle, and roll rate. The vehicle state is estimated based on the measured vehicle state values ​​and the ideal response signal to obtain the estimated vehicle state value; wherein, the measured vehicle state values ​​used to obtain the estimated vehicle state data also include the vehicle body / vehicle vibration signal; the estimated vehicle state value includes one or more of the following: vehicle lateral acceleration, vehicle yaw rate, vehicle roll angle, and roll rate.

3. The roll control method as described in claim 2, characterized in that, After processing the measured values ​​of the vehicle state through the vehicle model to obtain the ideal response signal, the process includes: The measured values ​​of the vehicle state and the ideal response signal are identified to obtain vehicle environmental parameters. The vehicle environmental parameters include one or more of the following: vehicle mass, X / Y axis moment of inertia, front / rear axle roll stiffness, front / rear axle roll damping, lateral stiffness of each wheel, road surface slope, and road surface adhesion information. The vehicle state is estimated based on the measured vehicle state value, the ideal response signal, and the vehicle environmental parameters to obtain the estimated vehicle state value.

4. The roll control method as described in claim 3, characterized in that, The vehicle status estimation data also includes the reliability of the estimated values; The step of determining the vehicle status estimation data based on the measured vehicle status values ​​also includes: The reliability of the estimated vehicle state is obtained by evaluating the reliability of the estimated vehicle state based on the measured vehicle state values. The measured vehicle state values ​​used to evaluate the reliability of the estimated vehicle state include one or more of the following: vehicle speed, yaw rate, lateral acceleration, and body / wheel vibration signals.

5. The roll control method according to any one of claims 1 to 4, characterized in that, The total suspension control force includes the required control force; Determining the total suspension control force based on the vehicle state estimation data includes: Find the required control force that matches the estimated vehicle state data from the control force-vehicle state mapping table; The required control force is obtained by processing the vehicle state estimation data through a control force calculation model; and / or, The vehicle state estimation data is processed by preset logic control rules to obtain the required control force.

6. The roll control method as described in claim 5, characterized in that, The total suspension control force includes adaptive control force; The step of determining the total suspension control force based on the vehicle state estimation data further includes: Acquire vehicle mode signals; the vehicle mode signals include driving mode signals and electronically controlled suspension mode signals; The required control force is adaptively adjusted based on the vehicle mode signal to obtain the adaptive control force.

7. The roll control method as described in claim 6, characterized in that, The step of determining the total suspension control force based on the vehicle state estimation data further includes: Obtain driving preference information; The adaptive control force is obtained by adaptively adjusting the required control force based on the vehicle mode signal and the driving preference information.

8. The roll control method as described in claim 7, characterized in that, Before obtaining driving preference information, the following steps are included: The driving preference information is obtained by processing the vehicle mode signal and / or the measured vehicle state values ​​through a preference model; the measured vehicle state values ​​used to analyze the driving preference information include one or more of the following: vehicle speed, steering wheel angle, steering wheel speed, braking, acceleration, and gear position.

9. The roll control method as described in claim 1, characterized in that, The target control signal includes an allocation control signal; The process of distributing the total control force of the suspension to obtain target control signals for each suspension actuator includes: The measured and estimated values ​​of the first state index are extracted from the measured values ​​of the vehicle state and the estimated values ​​of the vehicle state. A first difference between the measured and estimated values ​​of the first state index is calculated. The total control force of the suspension is allocated according to the first difference to obtain each allocation control signal. The first state index includes lateral acceleration or yaw rate. The measured and estimated values ​​of the second state index are extracted from the measured values ​​of the vehicle state and the estimated values ​​of the vehicle state. The second difference between the measured and estimated values ​​of the second state index is calculated. The total control force of the suspension is allocated according to the second difference to obtain each allocation control signal. The second state index includes the roll angle, roll rate or roll acceleration of the suspension actuator. Acquire actuator status signals, distribute the total suspension control force according to the actuator status signals, and obtain each distribution control signal; and / or, The vehicle's driving condition is determined based on the measured values ​​of the vehicle's status, and the total control force of the suspension is distributed according to the driving condition to obtain the respective distribution control signals.

10. The roll control method as described in claim 1, characterized in that, The target control signal includes a compensation control signal or a correction control signal; The process of distributing the total control force of the suspension to obtain target control signals for each suspension actuator also includes: Acquire actuator status signals, and allocate the total suspension control force according to the measured vehicle status value, the estimated vehicle status data, and / or the actuator status signals to obtain each allocation control signal; The control signal to be compensated is compensated to obtain a compensated control signal; the control signal to be compensated includes the allocated control signal or the corrected control signal. And / or, The control signal to be corrected is corrected to obtain the corrected control signal; the control signal to be corrected includes the allocated control signal or the compensated control signal.

11. The roll control method as described in claim 10, characterized in that, The compensation control signal includes a first compensation control signal, a second compensation control signal, or a third compensation control signal; The process of compensating the control signal to be compensated to obtain a compensated control signal includes: The first compensation control signal is obtained by performing system efficiency compensation on the first control signal to be compensated based on the actuator status signal; the first compensation control signal includes the allocation control signal, the correction control signal, the control signal that has undergone amplitude and phase compensation, or the control signal that has undergone zero-crossing compensation. The second compensation control signal is obtained by performing amplitude and phase compensation on the second control signal to be compensated based on the measured vehicle state values; the measured vehicle state values ​​include one or more of vehicle speed, steering wheel angle, steering wheel speed, yaw rate, and lateral acceleration; the second compensation control signal includes the allocation control signal, the correction control signal, a control signal that has undergone system efficiency compensation, or a control signal that has undergone zero-crossing compensation; and / or Zero-crossing compensation is performed on the third control signal to be compensated to obtain the third compensation control signal; the third control signal to be compensated includes the allocation control signal, the correction control signal, the control signal that has been compensated for system efficiency, or the control signal that has been compensated for amplitude and phase.

12. The roll control method as described in claim 11, characterized in that, The step of performing system efficiency compensation on the first control signal to be compensated based on the actuator state signal to obtain the first compensated control signal includes: The electromechanical efficiency of the suspension actuator is determined based on the actuator state signal; system efficiency compensation is performed on the first control signal to be compensated based on the electromechanical efficiency to obtain the first compensated control signal; and / or... The dynamic / static friction characteristics of the suspension actuator are determined based on the actuator state signal, and the first control signal to be compensated is compensated for system efficiency based on the dynamic / static friction characteristics to obtain the first compensated control signal.

13. The roll control method as described in claim 11, characterized in that, The step of performing amplitude and phase compensation on the second control signal to be compensated based on the measured vehicle state value to obtain the second compensated control signal includes: The measured values ​​of the vehicle state are processed by a transfer function to obtain the second compensation control signal; The second control signal to be compensated is processed by a filter to obtain the second compensation control signal; and / or, The second control signal to be compensated is processed by a preset signal delay method to obtain the second compensation control signal.

14. The roll control method as described in claim 10, characterized in that, The correction control signal includes a single-round correction control signal or a limit correction control signal; The step of correcting the control signal to be corrected to obtain the corrected control signal includes: Based on the measured vehicle state values, a single-wheel dynamic correction is performed on the single-wheel correction control signal to be obtained; the measured vehicle state values ​​used to correct the compensation control signal include one or more of the following: vehicle speed, wheel speed, suspension travel, vehicle acceleration signal, vehicle vertical acceleration signal, and vehicle roll / pitch / yaw rate signal; the single-wheel correction control signal to be obtained includes the allocation control signal, the compensation control signal, or the control signal that has been limited and corrected; and / or... The limit correction control signal is obtained by performing limit correction on the limit correction control signal based on the measured vehicle status values. The measured vehicle status values ​​used to correct the limit correction control signal include the vehicle battery charge, vehicle fault status, vehicle force / power limit signal, actuator force / power limit signal, and actuator fault status. The limit correction control signal includes the distribution control signal, the compensation control signal, or the control signal that has been corrected by a single wheel.

15. The roll control method as described in claim 14, characterized in that, The step of performing single-wheel dynamic correction on the single-wheel correction control signal based on the measured vehicle state value to obtain the single-wheel correction control signal includes: The inner wheel status is detected based on the measured values ​​of the vehicle status. If the inner wheel status shows a tendency to lift off the ground, a single-wheel correction control signal is obtained to increase the vertical load on the inner wheel. The outer wheel status is detected based on the measured vehicle status values. If the outer wheel status indicates tire force saturation, a single-wheel correction control signal is acquired to increase the vertical load on the outer wheel; and / or, The overall vehicle posture is detected based on the measured values ​​of the vehicle status; if the overall vehicle posture shows a tripping rollover, a single-wheel correction control signal is acquired to increase the downforce on the wheels in the rollover direction and a single-wheel correction control signal is acquired to increase the upforce on the wheels in the non-rollover direction.

16. A roll control device, characterized in that, include: The measured value acquisition module is used to acquire measured values ​​of vehicle status. The estimated data acquisition module is used to determine the estimated vehicle status data based on the measured vehicle status values. The total control force determination module is used to determine the total suspension control force based on the vehicle state estimation data. The target control force acquisition module is used to distribute the total control force of the suspension and obtain the target control signals of each suspension actuator; The output power module is used to send each of the target control signals to the corresponding suspension actuator, so that the suspension actuator outputs power according to the target control signal.

17. A computer device comprising a memory, a processor, and computer-readable instructions stored in the memory and running on the processor, characterized in that, When the processor executes the computer-readable instructions, it implements the roll control method as described in any one of claims 1 to 15.

18. One or more readable storage media storing computer-readable instructions, which, when executed by one or more processors, cause the one or more processors to perform the roll control method as described in any one of claims 1 to 15.

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