A full active suspension over-bending zero-roll precise control method and device

Abstract

The application discloses a full active suspension over-bending zero-roll precise control method and device. The application comprises the following steps: collecting vehicle turning working condition multi-source state signals and performing filtering pretreatment to obtain smooth working condition signals. Based on the pretreated working condition signals, centrifugal roll torque generated by vehicle turning is calculated in real time by relying on a dynamics solving model. According to the turning direction of the vehicle, the inside and outside suspension independent control channels in the curve are distinguished, and the centrifugal roll torque is calculated to combine the suspension basic counteractive active force, and the vehicle speed, the curve curvature and the road adhesion coefficient are connected to complete adaptive correction to generate the inside and outside reverse balanced active force for offsetting the roll torque. The body roll angle is collected in real time, the active force is dynamically fine-tuned through a closed-loop feedback algorithm, and gradual transition control is implemented on the in-bending and out-bending working conditions, so that the vehicle body continuously maintains a zero-roll horizontal posture, and the vehicle driving stability and riding comfort in the curve are effectively optimized.

Description

Technical Field

[0001] This invention relates to the field of fully active chassis dynamics control technology for automobiles, and in particular to a method and device for precise control of zero body roll during cornering of a fully active suspension. Background Technology

[0002] As a core component of chassis dynamics control, the vehicle suspension system is widely used in passenger cars and commercial vehicles. Related technologies utilize the collaborative operation of sensors, controllers, and actuators to construct a vehicle cornering posture control system. Specifically, this system encompasses the entire process from state perception and torque calculation to force distribution, including key aspects such as passive suspension anti-roll bars, semi-active damping adjustment, and conventional active suspension force control.

[0003] However, existing cornering roll control methods directly use mechanical anti-roll bars or damping adjustments without a precise active torque counterbalancing and closed-loop correction mechanism. This may result in the roll angle not being able to be zeroed, an imbalance in the matching of the inner and outer suspension forces, or abrupt changes in cornering attitude, thus affecting cornering limits, handling stability, and ride comfort. Summary of the Invention

[0004] The present invention aims to at least partially solve one of the technical problems in the related art.

[0005] Therefore, the first objective of this invention is to propose a method for precise control of zero body roll during cornering with a fully active suspension.

[0006] Another objective of this invention is to provide a fully active suspension with zero roll control during cornering.

[0007] The third objective of this invention is to provide a computer device.

[0008] A fourth objective of this invention is to provide a non-transitory computer-readable storage medium.

[0009] To achieve the above objectives, a first aspect of the present invention proposes a method for precise control of zero body roll during cornering with a fully active suspension, comprising: S1, collect multi-source state signals of the vehicle turning condition, and perform filtering preprocessing on the multi-source state signals to output a smooth condition signal. S2, based on the operating condition signal, calculate the centrifugal tilting moment generated when the vehicle turns in real time through the dynamic solution model; S3, divide the independent suspension control channels on the inner and outer sides of the curve according to the vehicle's steering direction, and calculate the basic counteracting active force of the inner and outer suspensions based on the centrifugal roll moment. Combine the vehicle speed, curve curvature and road adhesion coefficient for adaptive correction, and generate the reverse balanced active force of the inner and outer suspensions to counteract the centrifugal roll moment. S4 collects the actual roll angle of the vehicle body in real time, dynamically fine-tunes the reverse balance active force of the inner and outer suspensions through a closed-loop feedback control algorithm, and performs gradual transition control during the entry and exit of the curve to keep the vehicle body in a zero roll level posture.

[0010] In one embodiment of the present invention, S1 includes: The vehicle longitudinal speed, steering wheel angle, steering wheel angular velocity, vehicle lateral acceleration, vehicle yaw rate, real-time vehicle roll angle and cornering curvature are collected at a frequency of 100Hz and used as the multi-source state signal. The multi-source state signal is denoised using a first-order Kalman filter algorithm. The core formula of the first-order Kalman filter algorithm is as follows: and , in Let k be the optimal estimate of the vehicle's state at time k. Here is the state transition matrix. To control the input matrix, Input the state from the previous time step. These are sensor observations. For the observation matrix, To observe noise; output a smooth, noise-free operating condition signal.

[0011] In one embodiment of the present invention, S2 includes: Based on the theory of rigid body dynamics of vehicles, using the formula: , Calculate the theoretical roll moment ,in For the vehicle's curb weight, This is the filtered real-time lateral acceleration. The vehicle's center of gravity is at ground clearance; a roll moment correction factor is introduced. Through the formula: , Calculate the actual roll moment accurately ,in The value range is from 0.92 to 1.08; through the formula The compatibility of operating conditions was verified by combining the curvature of the curve with the vehicle speed. This represents the real-time curvature radius of the curve.

[0012] In one embodiment of the present invention, S3 includes: Steering wheel angle With vehicle yaw rate As a basis for judgment, when and When the vehicle is judged to be turning left, the left side of the vehicle is the inside of the curve and the right side is the outside of the curve. when and When the vehicle is judged to be turning right, the right side of the vehicle is the inside of the curve and the left side is the outside of the curve. Based on the vehicle's left and right wheelbase Through the formula: , Calculate the active force of the single-sided suspension foundation. .

[0013] In one embodiment of the present invention, it further includes: Through the formula: , Calculate the active force of the outer suspension in a curve Through the formula: , Calculate the active force of the inner suspension in the curve ,in This is the adaptive force correction amount under all working conditions; expressed by the formula: , Calculate the adaptive force correction, where This is the vehicle speed correction factor. This is the curvature correction factor. This is the road surface adhesion correction factor. This is the road surface adhesion coefficient.

[0014] In one embodiment of the present invention, S4 includes: Target value of vehicle body roll angle For the closed-loop objective, the formula is: , Calculate the roll deviation at the current moment. ,in The current vehicle body roll angle is given; an incremental PID control algorithm is used, expressed by the formula: , Calculate the main power correction amount ,in This is the proportionality coefficient. The integral coefficient is... The differential coefficients are... and These are the roll deviation values ​​for the previous moment and the two moments before that, respectively; Through the formula: , , Calculate the final active power output after correction.

[0015] In one embodiment of the present invention, it further includes: Set the cornering transition time during the cornering phase. Through the formula: , The active force increases linearly with time, where , As the ultimate driving force; Set the corner exit transition time during the corner exit phase. Through the formula: , The active force decreases linearly with time, where .

[0016] To achieve the above objectives, a second aspect of the present invention provides a fully active suspension cornering zero roll precision control device, comprising: The signal preprocessing module is used to collect multi-source state signals of the vehicle turning condition, and to filter and preprocess the multi-source state signals to output a smooth condition signal. The roll moment calculation module is used to calculate the centrifugal roll moment generated when the vehicle turns in real time based on the working condition signal and through the dynamic calculation model. The suspension balance force control module is used to divide the independent suspension control channels on the inner and outer sides of the curve according to the vehicle's steering direction, and calculate the basic counteracting active force of the inner and outer suspensions based on the centrifugal roll moment. It also performs adaptive correction by combining vehicle speed, curve curvature and road adhesion coefficient to generate the reverse balance active force of the inner and outer suspensions to counteract the centrifugal roll moment. The attitude closed-loop control module is used to collect the actual roll angle of the vehicle body in real time, dynamically fine-tune the reverse balance active force of the inner and outer suspensions through the closed-loop feedback control algorithm, and perform gradual transition control during the entry and exit of the curve to keep the vehicle body in a zero roll level attitude.

[0017] This invention discloses a fully active suspension cornering zero roll precision control method and device. Through multi-source sensor fusion, dynamic calculation, inner and outer reverse balanced force control, PID closed-loop correction, and gradual transition, it achieves absolute zero body roll throughout the cornering process, thereby improving cornering stability, tracking accuracy, and ride comfort.

[0018] To achieve the above objectives, a third aspect of this application provides a computer device comprising: a processor and a memory; wherein the processor runs a program corresponding to the executable program code by reading executable program code stored in the memory, for implementing the method described in the first aspect embodiment.

[0019] To achieve the above objectives, a fourth aspect of this application provides a non-transitory computer-readable storage medium having a computer program stored thereon that, when executed by a processor, implements the method described in the first aspect.

[0020] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0021] Figure 1 This is a flowchart of a fully active suspension cornering zero roll precision control method according to an embodiment of the present invention; Figure 2 This is a diagram of a fully active suspension cornering zero roll precision control system architecture according to an embodiment of the present invention; Figure 3 This is a structural diagram of a fully active suspension cornering zero roll precision control device according to an embodiment of the present invention; Figure 4 It is a computer device according to an embodiment of the present invention. Detailed Implementation

[0022] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0023] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0024] The following description, with reference to the accompanying drawings, describes a fully active suspension method and device for precise control of zero roll during cornering according to an embodiment of the present invention.

[0025] Figure 1 This is a flowchart of a fully active suspension cornering zero roll precision control method according to an embodiment of the present invention, as shown below. Figure 1 As shown, it includes: S1, collect multi-source state signals of the vehicle turning condition, and perform filtering preprocessing on the multi-source state signals to output a smooth condition signal. S2, based on the operating condition signal, calculate the centrifugal tilting moment generated when the vehicle turns in real time through the dynamic solution model; S3, divide the independent suspension control channels on the inner and outer sides of the curve according to the vehicle's steering direction, and calculate the basic counteracting active force of the inner and outer suspensions based on the centrifugal roll moment. Combine the vehicle speed, curve curvature and road adhesion coefficient for adaptive correction, and generate the reverse balanced active force of the inner and outer suspensions to counteract the centrifugal roll moment. S4 collects the actual roll angle of the vehicle body in real time, dynamically fine-tunes the reverse balance active force of the inner and outer suspensions through a closed-loop feedback control algorithm, and performs gradual transition control during the entry and exit of the curve to keep the vehicle body in a zero roll level posture.

[0026] Furthermore, this invention proposes another method for precise control of zero body roll during cornering with a fully active suspension, such as... Figure 2 As shown, this system integrates six core technologies: multi-source sensor signal fusion filtering, precise calculation of vehicle cornering roll dynamics, reverse force distribution algorithm for inner and outer suspensions, precise zero-roll PID closed-loop correction, smooth transition algorithm for entering and exiting corners, and adaptive parameter calibration under all operating conditions. Through a complete mathematical model and control algorithm, it achieves absolute zero body roll throughout the cornering process, completely overcoming the shortcomings of existing technologies. The specific step-by-step technical solutions and core algorithm formulas are as follows: Furthermore, in the multi-source state signal acquisition and filtering preprocessing for turning conditions, to eliminate control jitter caused by sensor noise and transient interference, this invention first performs high-frequency acquisition and Kalman filtering preprocessing on the vehicle state signals. The acquired signals include: the vehicle's longitudinal speed. Steering wheel angle Steering wheel angular velocity lateral acceleration of the vehicle body Vehicle yaw rate Real-time body roll angle Curvature of curves The signal acquisition frequency is 100Hz, meeting the requirements for millisecond-level dynamic control. A first-order Kalman filter algorithm is used to reduce noise in the original signal. The core filtering formula is: , , In the formula: This is the optimal estimate of the vehicle state at time k; This is the state transition matrix; To control the input matrix; Input the state from the previous moment; These are sensor observations; The observation matrix; To detect noise, a smooth, noise-free, and accurate operating condition signal is output after filtering, providing a reliable data foundation for subsequent roll moment calculation. A turning condition identification threshold is also set: when… or When the vehicle is in a turning condition, the zero-tilt control logic is activated.

[0027] Furthermore, a real-time dynamic accurate calculation model for centrifugal roll moment is established based on vehicle rigid body dynamics theory. This model for calculating the whole vehicle roll moment under turning conditions abandons the traditional fixed moment estimation method and achieves dynamic real-time moment calculation. The theoretical roll moment is generated by the centrifugal force at the vehicle's center of gravity during turning. Core calculation formula: , In the formula: For the vehicle's curb weight; This is the real-time lateral acceleration after filtering; This represents the vehicle's center of gravity height above the ground. Considering dynamic corrections for suspension stiffness, tire stiffness, and vehicle load distribution, a roll moment correction factor is introduced. (Obtained through actual vehicle calibration, with values ​​ranging from 0.92 to 1.08), resulting in the precise actual roll moment: , Simultaneously, the compatibility of the operating conditions was verified by combining the formula relating curve curvature to vehicle speed: , In the formula: To achieve real-time curve curvature radius, dynamic correlation verification of vehicle speed, curvature, and lateral acceleration is implemented, avoiding torque calculation deviations caused by errors in a single signal. This invention uses a fixed control target threshold: This means that the target value of the vehicle body roll angle is always 0, achieving absolute horizontal attitude control.

[0028] Furthermore, the division of independent control channels for the inner and outer suspensions and the establishment of force control benchmarks are based on the vehicle's steering wheel direction and yaw rate signals. This automatically divides the inner and outer independent control channels for curves and establishes opposing force control benchmarks for the left and right suspensions: Left turn condition: Steering wheel angle Yaw rate The left side of the vehicle is the inside of the curve, and the right side is the outside of the curve; Right turn condition: Steering wheel angle Yaw rate The right side of the vehicle is the inside of the curve, and the left side is the outside of the curve; based on the vehicle's left and right wheelbase parameters. A correlation model is established between the required counteracting torque and the active force of a single-side suspension. The vehicle roll moment is decomposed into independent actuating forces of the left and right suspensions. The basic active force calculation formula for a single-wheel suspension is as follows: , In the formula: The main force is the counteracting force of the single-sided suspension base; This refers to the track width between the left and right wheels of the vehicle.

[0029] Furthermore, the inner and outer active force balance and offset zero roll control algorithm, a unique active force balance and offset algorithm of this invention with equal size, opposite direction, and dynamic synchronization of inner and outer suspensions, completely offsets the centrifugal roll moment, eliminating body roll from the root of dynamics. The specific force control logic and formula are as follows: Active force of outer suspension in corners (lifting support force): , Inside-side suspension active force (downward counteracting force) in curves: , In the formula: The adaptive force correction for all operating conditions is obtained through joint calibration of vehicle speed, cornering curvature, and road surface adhesion coefficient. The outer suspension outputs an upward active support force to counteract the body roll pressure; the inner suspension outputs a downward counteracting force to balance the body stretching trend. The two-way synchronous counteracting achieves complete zeroing of the roll moment.

[0030] Adaptive correction algorithm: , In the formula: This is the vehicle speed correction factor; This is the curvature correction factor; This is the road surface adhesion correction factor; It is the road surface adhesion coefficient, enabling adaptive adaptation under all working conditions, including high and low speeds, large and small curves, and dry and wet road surfaces.

[0031] Furthermore, to address the zero-tilt attitude deviation caused by operating condition disturbances and parameter drift, this invention introduces an incremental PID closed-loop feedback control algorithm with millisecond-level closed-loop PID high-precision feedback correction. To achieve a closed-loop target, the actual roll angle is compared in real time. The deviation from the target value is finely adjusted in milliseconds to optimize the main power output and completely eliminate attitude drift.

[0032] Roll deviation calculation: , Core formula of incremental PID control algorithm: , In the formula: This is the proportional coefficient, representing the rapid response deviation. The integral coefficient is used to eliminate the steady-state residual roll deviation; The differential coefficient is used to suppress dynamic overshoot and vehicle body vibration; These are the roll deviation values ​​for the current moment, the previous moment, and the two moments before that, respectively.

[0033] Furthermore, the final active power output after correction: , , Through closed-loop correction, it can compensate for external interference such as road bumps, vehicle speed fluctuations, and suspension parameter aging in real time, and lock the vehicle body in a stable 0-tilt level posture for a long time, with a control accuracy of within ±0.05°.

[0034] Furthermore, the smooth transition control algorithm for entering and exiting curves addresses the shortcomings of existing technologies, such as sudden changes in torque and body jerking when entering and exiting curves. This invention designs a linear gradual transition algorithm to achieve smooth intervention and withdrawal of the active force without any attitude shock.

[0035] Cornering transition phase (gradual intervention): Set the cornering transition time. The driving force increases linearly with time: , Corner exit transition phase (gradual exit): Set the corner exit transition time. The driving force decreases linearly over time: , During the cornering phase, the counter-force is gradually increased to smoothly enter the zero-roll mode; during the cornering phase, the active force is gradually reduced to smoothly return to a straight-line driving level posture, completely eliminating sudden changes in posture and body impact.

[0036] In one embodiment of the present invention, the control system of the present invention is composed of seven functional units working together to form a complete closed-loop system of perception-calculation-control-execution-feedback: a multi-source signal acquisition unit for turning state, including a vehicle speed sensor, a steering wheel angle sensor, a lateral acceleration sensor, a yaw rate sensor, and a body roll angle sensor, to achieve high-frequency acquisition of signals under all working conditions; a roll moment dynamics calculation unit, integrating a vehicle dynamics model and a real-time torque calculation algorithm to accurately calculate dynamic centrifugal roll moment; a zero roll target calibration unit, fixing a 0° roll control target and matching adaptive parameter thresholds under all working conditions; an independent force control unit for inner and outer suspensions, realizing independent control of the left and right suspension channels and distinguishing the execution logic of the inner and outer sides; an active torque balancing and offsetting unit, running an inner and outer reverse balancing force distribution algorithm to accurately offset the roll moment; a zero roll closed-loop correction unit, correcting the active force in real time based on an incremental PID algorithm to eliminate attitude deviation; and a smooth transition unit for entering and exiting corners, executing a gradual force control algorithm to ensure smooth and shock-free attitude switching.

[0037] Furthermore, the complete algorithm implementation process includes: throughout the vehicle's normal driving process, sensors collect raw data such as vehicle speed, steering parameters, lateral acceleration, body roll angle, and cornering curvature in real time at a frequency of 100Hz. After Kalman filtering and noise reduction, accurate operating condition signals are output; the system determines the turning condition in real time, and once the turning threshold is triggered, the roll moment dynamics calculation model is activated, and the dynamic centrifugal roll moment is calculated in real time in combination with the vehicle parameters to lock the body at 0° zero roll control target; the inner and outer areas of the curve are determined according to the steering direction, and independent suspension control channels are divided. Based on the wheel track parameters, the basic counteracting active force is calculated, and combined with vehicle speed, curvature, and road adhesion coefficient, the system completes the self-adjustment... Adaptive force correction; Executes inward and outward counter-balanced force control logic, with the outer suspension outputting upward support force and the inner suspension outputting downward counter-force, precisely counteracting centrifugal roll moment in both directions and forcing the vehicle body to maintain an absolutely level attitude; Real-time acquisition of the actual roll angle of the vehicle body, and dynamic fine-tuning of the active force output through an incremental PID closed-loop algorithm, compensating for external disturbance deviations at the millisecond level, locking the zero roll attitude for a long time, and suppressing attitude drift; During the cornering phase, linear gradual force increase control is executed to smoothly enter the zero roll mode; During the cornering phase, linear gradual force decrease control is executed, and the active force gradually drops back to zero, and the vehicle body smoothly returns to the straight-line driving attitude, completing the full closed-loop control of zero roll in a single turn.

[0038] The embodiments of this invention also have the following technical effects: Low-speed gentle cornering: The system accurately identifies small-curvature cornering states, outputs counteracting active force with a small amplitude, keeps the body roll angle constant at 0°, maintains a stable posture without tilting, and provides light and smooth steering without excessive swaying; Medium-speed regular cornering: The torque is completely and accurately counteracted, the body is absolutely level throughout the entire process, the ground load of the left and right tires is evenly distributed, the steering follow-up is precise, and the tracking error is greatly reduced; High-speed sharp cornering: The adaptive force output amplitude is greatly increased, the strong anti-interference locks the zero-roll posture, effectively suppresses the outward shift of the body's center of gravity, completely eliminates the hidden danger of high-speed roll instability, and greatly improves the cornering limit speed and anti-rollover capability; Continuous cornering: The torque is continuously and dynamically calculated and the active force output is updated, with no accumulation of roll deviation, the body posture is stable throughout the entire process without drifting, and it is suitable for long-term continuous steering conditions; Entering and exiting cornering transition conditions: The gradual force control logic perfectly avoids the problem of sudden torque changes, the body has no jerking, no impact, and no posture swaying, and it takes into account both handling performance and driving comfort to the extreme. Absolutely Zero Roll Stability Across the Entire Range: Through dynamic torque offsetting and closed-loop precise correction, the vehicle maintains a strictly 0° horizontal posture throughout the cornering process, completely eliminating the roll phenomenon of traditional suspensions and leaving no residual roll deviation. Precise Balance and Offset of Internal and External Forces: A unique reverse equal force distribution algorithm dynamically and precisely matches the active forces of the inner and outer suspensions, offsetting the centrifugal roll moment under varying operating conditions in real time, with a torque offsetting accuracy of over 99.5%. Ultimately Optimized Tire Load Distribution: Completely suppresses lateral load transfer during cornering, ensuring uniform contact load between the left and right wheels, significantly improving tire grip limits and road surface adhesion, effectively enhancing the vehicle's cornering performance limits. Linear and Precise Steering Response: Eliminates steering interference caused by vehicle center of gravity shift and vehicle tilt, resulting in faster steering follow-up speed, more precise steering, and a delicate and linear handling feel with no steering lag. Full-Speed ​​and Full-Curvature Adaptive Fit: Through a multi-parameter adaptive correction algorithm, it perfectly adapts to all scenarios, including low-speed gentle curves, medium-speed regular curves, high-speed sharp curves, and continuous curves, maintaining a consistently zero roll effect across all operating conditions. Ultimately enhances ride smoothness and comfort: Smooth transitions into and out of curves without abrupt changes in posture, with no body swaying, bumps, or jerks throughout the ride, completely resolving the abrupt posture transitions of traditional active suspensions. Maximizes the performance of fully active suspension: Achieves an absolute zero body roll effect that passive, semi-active, and ordinary active suspensions cannot reach, comprehensively upgrading the vehicle's three core performance aspects—handling, stability, and comfort—from a chassis dynamics perspective.

[0039] To achieve the above embodiments, such as Figure 3 As shown, this embodiment also provides a fully active suspension cornering zero roll precision control device 10, including: The signal preprocessing module 100 is used to collect multi-source state signals of the vehicle turning condition, and to perform filtering preprocessing on the multi-source state signals to output a smooth condition signal. The roll moment calculation module 200 is used to calculate the centrifugal roll moment generated when the vehicle turns in real time based on the working condition signal and through a dynamic calculation model. The suspension balance force control module 300 is used to divide the independent suspension control channels on the inner and outer sides of the curve according to the vehicle's steering direction, and calculate the basic counteracting active force of the inner and outer suspensions based on the centrifugal roll moment. It also performs adaptive correction by combining vehicle speed, curve curvature and road adhesion coefficient to generate the reverse balance active force of the inner and outer suspensions to counteract the centrifugal roll moment. The attitude closed-loop control module 400 is used to collect the actual roll angle of the vehicle body in real time, dynamically fine-tune the reverse balance active force of the inner and outer suspensions through the closed-loop feedback control algorithm, and perform gradual transition control during the entry and exit of the curve to keep the vehicle body in a zero roll level attitude.

[0040] This invention discloses a fully active suspension cornering zero roll precision control device, which achieves absolute zero body roll throughout the cornering process through multi-source sensor fusion, dynamic calculation, inner and outer reverse balanced force control, PID closed-loop correction, and gradual transition, thereby improving cornering stability, tracking accuracy, and ride comfort.

[0041] To implement the methods of the above embodiments, the present invention also provides a computer device, such as... Figure 4 As shown, the computer device 600 includes a memory 601 and a processor 602; wherein, the processor 602 reads executable program code stored in the memory 601 to run a program corresponding to the executable program code, so as to implement the various steps of the method described above.

[0042] To implement the above embodiments, this application also proposes a non-transitory computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the method described in the foregoing embodiments.

[0043] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0044] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

Claims

1. A method for precise control of zero body roll during cornering with a fully active suspension, characterized in that, include: S1, collect multi-source state signals of the vehicle turning condition, and perform filtering preprocessing on the multi-source state signals to output a smooth condition signal. S2, based on the operating condition signal, calculate the centrifugal tilting moment generated when the vehicle turns in real time through the dynamic solution model; S3, divide the independent suspension control channels on the inner and outer sides of the curve according to the vehicle's steering direction, and calculate the basic counteracting active force of the inner and outer suspensions based on the centrifugal roll moment. Combine the vehicle speed, curve curvature and road adhesion coefficient for adaptive correction, and generate the reverse balanced active force of the inner and outer suspensions to counteract the centrifugal roll moment. S4 collects the actual roll angle of the vehicle body in real time, dynamically fine-tunes the reverse balance active force of the inner and outer suspensions through a closed-loop feedback control algorithm, and performs gradual transition control during the entry and exit of the curve to keep the vehicle body in a zero roll level posture.

2. The method as described in claim 1, characterized in that, S1 includes: The vehicle longitudinal speed, steering wheel angle, steering wheel angular velocity, vehicle lateral acceleration, vehicle yaw rate, real-time vehicle roll angle and cornering curvature are collected at a frequency of 100Hz and used as the multi-source state signal. The multi-source state signal is denoised using a first-order Kalman filter algorithm. The core formula of the first-order Kalman filter algorithm is as follows: and , in Let k be the optimal estimate of the vehicle's state at time k. Here is the state transition matrix. To control the input matrix, Input the state from the previous moment. These are sensor observations. For the observation matrix, To observe noise; output a smooth, noise-free operating condition signal.

3. The method as described in claim 1, characterized in that, The S2 includes: Based on the theory of rigid body dynamics of vehicles, using the formula: ， Calculate the theoretical roll moment ,in For the vehicle's curb weight, This is the filtered real-time lateral acceleration. The vehicle's center of gravity is at ground clearance; a roll moment correction factor is introduced. Through the formula: ， Calculate the actual roll moment accurately ,in The value range is from 0.92 to 1.08; through the formula The compatibility of operating conditions was verified by combining the curvature of the curve with the vehicle speed. This represents the real-time curvature radius of the curve.

4. The method as described in claim 1, characterized in that, The S3 includes: Steering wheel angle With vehicle yaw rate As a basis for judgment, when and When the vehicle is judged to be turning left, the left side of the vehicle is the inside of the curve and the right side is the outside of the curve. when and When the vehicle is judged to be turning right, the right side of the vehicle is the inside of the curve and the left side is the outside of the curve. Based on the vehicle's left and right wheelbase Through the formula: ， Calculate the active force of the counter-shock on a single-sided suspension base. .

5. The method as described in claim 4, characterized in that, The method further includes: Through the formula: ， Calculate the active force of the outer suspension in a curve Through the formula: ， Calculate the active force of the inner suspension in the curve ,in This is the adaptive force correction amount under all working conditions; expressed by the formula: ， Calculate the adaptive force correction, where This is the vehicle speed correction factor. This is the curvature correction factor. This is the road surface adhesion correction factor. This is the road surface adhesion coefficient.

6. The method as described in claim 1, characterized in that, The S4 includes: Target value of vehicle body roll angle For the closed-loop objective, the formula is: ， Calculate the roll deviation at the current moment. ,in The current vehicle body roll angle is given; an incremental PID control algorithm is used, expressed by the formula: ， Calculate the main power correction amount ,in This is the proportionality coefficient. The integral coefficient is... These are the differential coefficients. and These are the roll deviation values ​​for the previous moment and the two moments before that, respectively; Through the formula: ， ， Calculate the final active power output after correction.

7. The method as described in claim 6, characterized in that, The method further includes: Set the cornering transition time during the cornering phase. Through the formula: ， The active force increases linearly with time, where , As the ultimate driving force; Set the corner exit transition time during the corner exit phase. Through the formula: ， The active force decreases linearly with time, where .

8. A fully active suspension cornering zero-roll precision control device, characterized in that, include: The signal preprocessing module is used to collect multi-source state signals of the vehicle turning condition, and to filter and preprocess the multi-source state signals to output a smooth condition signal. The roll moment calculation module is used to calculate the centrifugal roll moment generated when the vehicle turns in real time based on the working condition signal and through the dynamic calculation model. The suspension balance force control module is used to divide the independent suspension control channels on the inner and outer sides of the curve according to the vehicle's steering direction, and calculate the basic counteracting active force of the inner and outer suspensions based on the centrifugal roll moment. It also performs adaptive correction by combining vehicle speed, curve curvature and road adhesion coefficient to generate the reverse balance active force of the inner and outer suspensions to counteract the centrifugal roll moment. The attitude closed-loop control module is used to collect the actual roll angle of the vehicle body in real time, dynamically fine-tune the reverse balance active force of the inner and outer suspensions through the closed-loop feedback control algorithm, and perform gradual transition control during the entry and exit of the curve to keep the vehicle body in a zero roll level attitude.

9. A computer device, characterized in that, Including processor and memory; The processor reads executable program code stored in the memory to run a program corresponding to the executable program code, so as to implement the method as described in any one of claims 1-7.

10. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 1-7.

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