A full active suspension corner negative roll attitude cooperative control method and device

Abstract

This invention discloses a method and device for coordinated control of negative roll attitude in cornering with a fully active suspension. It involves real-time acquisition of multi-source parameter signals related to vehicle driving, steering, attitude, and road conditions. These signals are preprocessed with filtering, denoising, and hysteresis correction to obtain high-precision, effective operating condition data. A cornering strength quantification coefficient is constructed based on the preprocessed signals. This coefficient is used to accurately identify real-time cornering conditions and adaptively calibrate a target negative roll angle suitable for the current conditions. Independent control channels are established for the inner and outer suspensions according to the vehicle's turning direction. Differential active force control is implemented on the inner and outer suspensions based on the target negative roll angle. Closed-loop feedback correction is achieved by combining this with the actual roll angle of the vehicle body. Gradual slope transition control is employed during corner entry and exit to stably construct and maintain the vehicle's negative roll attitude, effectively optimizing the vehicle's cornering dynamics and improving driving stability and ride experience.

Description

Technical Field

[0001] This invention relates to the field of automotive fully active suspension chassis dynamics control technology, and in particular to a method and device for coordinated control of negative roll attitude in cornering of fully active suspension. Background Technology

[0002] Fully active suspension, as a crucial actuator for vehicle chassis dynamics control, is widely used in passenger and commercial vehicles. Related technologies utilize the coordinated operation of suspension stiffness, damping characteristics, and mechanical anti-roll bars to construct a passive roll suppression system. Specifically, this system encompasses the entire process from suspension parameter matching to vehicle attitude maintenance, including key components such as passive shock absorbers, springs, and anti-roll bars, aiming to mitigate positive roll phenomena during cornering.

[0003] However, existing vehicle roll control methods directly adopt passive control logic to counteract positive roll without actively building the core capability of negative roll posture. This may lead to homogenization of suspension control on the inside and outside of the curve, uneven tire load distribution, or reliance on passive damping adjustment without real-time active force control, thus affecting the vehicle's cornering limits, steering response speed, and high-speed driving stability, making it difficult to meet the requirements of high-performance handling. 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 coordinated control of negative roll attitude in cornering with a fully active suspension.

[0006] Another objective of this invention is to propose a fully active suspension cornering negative roll attitude cooperative control device.

[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 coordinated control of negative roll attitude in cornering with a fully active suspension, comprising: S1, real-time acquisition of multi-source signals of vehicle driving status parameters, steering status parameters, attitude status parameters and road condition parameters, and preprocessing of the multi-source signals by filtering, denoising and hysteresis correction; S2, construct the cornering strength quantization coefficient based on the preprocessed multi-source signal, identify the current turning condition according to the cornering strength quantization coefficient, and adaptively calibrate the target negative roll angle that matches the current turning condition; S3, based on the vehicle's real-time turning direction, divides the inner and outer suspension of the curve into independent control channels; S4. Based on the target negative roll angle, differentiated active force control is applied to the inner and outer suspensions of the curve. Closed-loop feedback correction is performed by real-time acquisition of the actual roll angle of the vehicle body. Gradual slope transition control is adopted during the entry and exit phases of the curve to construct and stably maintain the negative roll posture of the vehicle body.

[0010] In one embodiment of the present invention, S1 includes: The vehicle chassis sensor group and CAN bus collect multi-source signals in real time, including real-time vehicle speed, vehicle longitudinal acceleration, lateral acceleration, steering wheel angle, steering wheel angular velocity, body yaw rate, actual body roll angle, body roll angular velocity and real-time curve curvature, to obtain the raw collected signals; The original acquired signal is filtered using a first-order low-pass filter algorithm. The filtering formula is as follows: , in The filtering coefficients are used to obtain the preprocessed multi-source signal.

[0011] In one embodiment of the present invention, S2 includes: Based on the vehicle speed, steering wheel angle, curvature, and yaw rate from the preprocessed multi-source signals, according to the formula: , Calculate the quantification coefficient of bending strength ,in This is the weighting adjustment factor; According to the bending strength quantification coefficient The numerical range identifies the current turning condition as a low-speed gentle curve, a medium-speed regular curve, or a high-speed sharp curve, and adaptively matches the corresponding target negative roll angle from the calibration database. .

[0012] In one embodiment of the present invention, S3 includes: The vehicle's real-time turning direction is determined by both the positive and negative signals of the steering wheel angle and the yaw rate direction signal. Based on the turning direction, the front and rear shock absorbers on the inside of the curve are defined as the inner suspension, and the front and rear shock absorbers on the outside of the curve are defined as the outer suspension. An independent mapping matrix of active forces for the inner and outer suspensions is established.

[0013] In one embodiment of the present invention, S4 includes: Suspension base support force when the vehicle is unloaded and traveling straight on a flat road Based on the benchmark, according to the bending strength quantification coefficient Dynamic correction, according to the formula: , Calculate the active force of the inner suspension; According to the formula: , Calculate the active forces of the outer suspension, where The inner force enhancement coefficient, This is the attenuation coefficient of the external force.

[0014] In one embodiment of the present invention, it further includes: Real-time acquisition of actual vehicle roll angle Calculate the negative roll angle relative to the target. Deviation: , The main power correction is calculated using the PID algorithm. , And in accordance with and Correct the final driving force.

[0015] In one embodiment of the present invention, it further includes: Set the cornering transition time during the cornering phase. The difference in active forces between the inner and outer sides is gradually increased according to a fixed slope; Set the corner exit transition time during the corner exit phase. The difference in active forces between the inner and outer sides gradually decreases, and the force output formula during the transition process is: .

[0016] To achieve the above objectives, a second aspect of the present invention provides a fully active suspension cornering negative roll attitude cooperative control device, comprising: The signal preprocessing module is used to collect multi-source signals of vehicle driving status parameters, steering status parameters, attitude status parameters and road condition parameters in real time, and to perform filtering, noise reduction and hysteresis correction preprocessing on the multi-source signals. The working condition identification and calibration module is used to construct a cornering strength quantization coefficient based on the preprocessed multi-source signals, identify the current turning working condition according to the cornering strength quantization coefficient, and adaptively calibrate the target negative roll angle that matches the current turning working condition. The suspension channel division module is used to divide the inner suspension and outer suspension of the curve into independent control channels according to the real-time turning direction of the vehicle. The attitude closed-loop control module is used to perform differentiated active force control on the inner and outer suspensions of the curve based on the target negative roll angle, and to perform closed-loop feedback correction by real-time acquisition of the actual roll angle of the vehicle body, and to use gradual slope transition control during the entry and exit phases of the curve to construct and stably maintain the negative roll attitude of the vehicle body.

[0017] This invention discloses a fully active suspension cornering negative roll attitude collaborative control method and device. Through multi-source signal fusion, cornering intensity identification, differentiated force distribution between the inner and outer suspensions, closed-loop feedback, and gradual transition control, it achieves active construction and stable maintenance of the vehicle body's negative roll attitude, optimizes tire load distribution, improves cornering limits and handling stability, and ensures ride comfort.

[0018] To achieve the above objectives, a third aspect of this application provides a computer device, including 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 curve negative roll attitude cooperative control method according to an embodiment of the present invention; Figure 2 This is a simplified overall logic diagram of the coordinated control of the fully active suspension cornering negative roll attitude according to an embodiment of the present invention; Figure 3 This is a structural diagram of a fully active suspension cornering negative roll attitude cooperative 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 describes, with reference to the accompanying drawings, a method and apparatus for coordinated control of negative roll attitude in cornering of a fully active suspension system, according to an embodiment of the present invention.

[0025] Figure 1 This is a flowchart of a fully active suspension cornering negative roll attitude cooperative control method according to an embodiment of the present invention, as shown below. Figure 1 As shown, it includes: S1, real-time acquisition of multi-source signals of vehicle driving status parameters, steering status parameters, attitude status parameters and road condition parameters, and preprocessing of the multi-source signals by filtering, denoising and hysteresis correction; S2, construct the cornering strength quantization coefficient based on the preprocessed multi-source signal, identify the current turning condition according to the cornering strength quantization coefficient, and adaptively calibrate the target negative roll angle that matches the current turning condition; S3, based on the vehicle's real-time turning direction, divides the inner and outer suspension of the curve into independent control channels; S4. Based on the target negative roll angle, differentiated active force control is applied to the inner and outer suspensions of the curve. Closed-loop feedback correction is performed by real-time acquisition of the actual roll angle of the vehicle body. Gradual slope transition control is adopted during the entry and exit phases of the curve to construct and stably maintain the negative roll posture of the vehicle body.

[0026] This invention proposes another method for coordinated control of negative roll attitude in cornering with fully active suspension, such as... Figure 2 As shown, this system integrates six core technologies: multi-source signal fusion perception, cornering intensity quantification and identification, adaptive negative roll target calibration, differentiated distribution of active forces on the inner and outer sides, roll angle closed-loop feedback correction, and smooth transition when entering and exiting corners. By precisely dividing the inner and outer suspension into independent control channels, it dynamically adjusts the active support force of the shock absorbers, actively constructs and stably maintains the vehicle's negative roll posture, optimizing the vehicle's cornering dynamics from the ground up, and comprehensively improving handling stability and ride comfort. The specific control steps are as follows: Specifically, the system performs real-time acquisition and preprocessing of multi-source status signals during cornering. This involves acquiring multi-source signals related to the vehicle's driving and steering status in real time via the vehicle chassis sensor array and the CAN bus. All signals undergo filtering, noise reduction, and hysteresis correction preprocessing to eliminate sensor interference and signal delay errors, providing accurate input for subsequent condition identification and control output. Acquisition and preprocessing parameters include: Driving status parameters: real-time vehicle speed. longitudinal acceleration of vehicles lateral acceleration Steering status parameters: Steering wheel angle Steering wheel angular velocity Body yaw rate Attitude parameters: Actual roll angle of the vehicle body Body roll rate Road condition parameters: Real-time curve curvature (Estimated jointly by high-precision navigation map and yaw rate). Signal preprocessing uses a first-order low-pass filter algorithm, with the following filter formula: ,in This is the filter coefficient (value 0.85). The original acquired signal, This is the filtered signal from the previous moment, effectively eliminating high-frequency interference signals.

[0027] Furthermore, the quantitative identification of cornering conditions and the adaptive calibration of the negative roll target angle are based on multi-source parameters. The cornering strength quantification coefficient, combined with vehicle speed, corner curvature, and steering state, jointly determines the cornering condition, accurately distinguishing three core conditions: low-speed gentle corners, medium-speed regular corners, and high-speed sharp corners. It also adaptively matches the optimal target negative roll angle through a calibration database. .

[0028] Furthermore, the formula for calculating the bending strength quantification coefficient is as follows: , In the formula: The weighting correction coefficients (calibrated values ​​are 0.3, 0.25, 0.25, and 0.2) satisfy the following conditions: ; These are the vehicle's maximum design speed, maximum steering wheel angle, minimum cornering curvature, and maximum yaw rate, respectively. Operating condition classification and target negative roll angle calibration rules: Low-speed, gentle-curving conditions ( (Speed ​​≤ 40km / h): Target negative roll angle Slightly construct negative body roll to prioritize comfort; medium-speed conventional bending conditions ( (Vehicle speed 40~80km / h): Target negative roll angle Balanced handling and comfort; high-speed sharp cornering conditions ( (Speed ​​> 80 km / h): Target negative roll angle To maximize load distribution and improve cornering limits; the negative sign of the angle indicates that the vehicle body leans towards the inside of the corner, which is a negative roll state. All target angles are obtained through real vehicle calibration fitting and vary with cornering intensity. Linear adaptive fine-tuning.

[0029] Furthermore, the independent control zones for the inner and outer suspensions are defined based on the vehicle's real-time turning direction. This is achieved by combining positive and negative steering wheel angle signals and yaw rate direction signals to precisely define independent control channels for the inner and outer suspensions during curves. This completely breaks away from the traditional synchronous control logic of left and right suspensions: For left turns, the left front and rear shock absorbers are defined as the inner suspension, and the right front and rear shock absorbers are defined as the outer suspension; for right turns, the right front and rear shock absorbers are defined as the inner suspension, and the left front and rear shock absorbers are defined as the outer suspension. Based on these partitioning results, an independent mapping matrix for the active force of the inner and outer suspensions is established, providing a foundation for differentiated force distribution control and enabling precise independent control of the four-wheel suspension.

[0030] Furthermore, the differential and coordinated control of the active forces of the inner and outer suspensions during cornering is implemented. Based on the target negative roll angle and the vehicle's real-time lateral load transfer rate, a dynamic distribution model of the active support forces of the inner and outer suspensions is constructed. By increasing the active support force of the inner suspension and appropriately reducing the support force of the outer suspension, the positive roll tendency caused by centrifugal force is actively overcome, and a negative roll posture of the vehicle body is accurately constructed. Basic active force calculation: Based on the vehicle's unloaded, straight-line driving on a flat road, the basic suspension support force is calculated. Based on the bending strength coefficient Dynamic correction; formula for calculating the active force of the inner suspension: Formula for calculating the active force of the outer suspension: In the formula: The inner force enhancement coefficient (calibrated value is 0.4~0.6). The outer force attenuation coefficient (calibrated value 0.3~0.5) is adaptively fine-tuned according to the target negative roll angle to ensure the accuracy of attitude construction. Core control logic: Under cornering conditions, the inner suspension actively raises the body and increases support stiffness, while the outer suspension appropriately releases support travel and reduces support force, causing the body to tilt slightly towards the inside of the curve, counteracting the centrifugal outward roll moment, forming a stable negative roll attitude, optimizing the contact load of the inner and outer tires, and improving the grip utilization rate of the inner tire.

[0031] Furthermore, the invention employs a PID closed-loop feedback correction control algorithm for negative roll, which eliminates the deviation between the target roll angle and the actual roll angle in real time, dynamically corrects the output of the inner and outer active forces, suppresses attitude fluctuations caused by centrifugal force and road disturbances, and stably maintains the target negative roll attitude, thus solving the problems of low accuracy and poor stability in open-loop control. Roll deviation calculation: PID closed-loop control output: , In the formula: For proportionality coefficient, For integral coefficients, Differential coefficients (optimal calibration parameters for actual vehicles): ); This is the main driving force correction amount. The final driving force after correction: , , Through real-time closed-loop correction, attitude disturbances caused by road bumps, vehicle speed fluctuations, and changes in curve curvature can be quickly offset, ensuring stable negative roll attitude without drift during the entire turning process.

[0032] Furthermore, to address the vehicle body jerking issue caused by the abrupt switching of traditional control methods, this invention introduces a gradual slope transition strategy and sets the transition time for entering and exiting curves. Turnout transition time This achieves smooth attitude switching. During the cornering transition phase: from the detection of a cornering condition, the difference in active force between the inner and outer sides is gradually increased at a fixed slope to progressively establish a negative roll attitude, avoiding sudden attitude changes. During the cornering transition phase: after the steering wheel is straightened and corner recognition is complete, the difference in active force between the inner and outer sides is gradually decreased, slowly exiting negative roll control, allowing the vehicle to smoothly return to a level, straight-line attitude. The force output formula for the transition process is: It effectively eliminates the impact of attitude transitions, balancing handling performance and ride smoothness.

[0033] Furthermore, the hardware units include: a multi-source signal acquisition sensor group (vehicle speed sensor, steering angle sensor, yaw rate sensor, roll angle sensor, curvature acquisition module), a vehicle controller (VCU), a fully active suspension four-channel independent drive module, and front and rear shock absorber active force actuators; the software units include: a signal preprocessing unit, a cornering intensity identification unit, a negative roll target calibration unit, an inner and outer force distribution unit, a PID closed-loop correction unit, a cornering transition control unit, and a fault self-diagnosis unit.

[0034] The embodiments of this invention also have the following technical effects: Low-speed gentle cornering: The system outputs a small negative roll angle, the vehicle body posture is stable and undisturbed, steering play is reduced, and the feel is light and precise, completely solving the problem of body roll and swaying in low-speed cornering, and greatly improving driving comfort; Medium-speed regular cornering: Adaptively matching the optimal negative roll angle, effectively optimizing the distribution of the inner and outer tire contact load, eliminating steering response lag, precise vehicle trajectory following, and stable vehicle posture, balancing handling and comfort; High-speed sharp cornering: Stably maintaining a large-angle optimal negative roll posture, strongly suppressing the outward shift of the vehicle's center of gravity, greatly improving tire lateral grip and anti-rollover stability, significantly improving the vehicle's cornering limits, and eliminating the risk of fishtailing and sideslipping; Entering and exiting cornering transition: The posture changes gradually throughout without abrupt changes, and the vehicle body has no obvious impact, jerking, or swaying, completely solving the drawbacks of the abrupt switching of traditional control postures, and achieving a balance between handling and smoothness. Breaking through traditional technological limitations, achieving active and controllable negative roll: Abandoning the traditional passive control logic of suppressing positive roll, it is the first to actively achieve a controllable negative roll posture with low inner roll and high outer roll in corners through differentiated force control of fully active suspension, fundamentally overturning the inherent mechanical characteristics of vehicle cornering. Independent and precise control of the four-wheel suspension with extremely high adjustment accuracy: Innovatively dividing the inner and outer control channels of the corner allows for differentiated and coordinated distribution of active forces between the left and right, and front and rear suspensions. The flexibility and precision of posture shaping are far superior to traditional synchronous control schemes. Optimizing tire load distribution and significantly improving cornering limits: By balancing the contact load of the inner and outer tires through the negative roll posture, the grip utilization rate of the inner tire is improved, effectively suppressing the center of gravity shift caused by centrifugal force. The vehicle's high-speed cornering limits, anti-skid, and anti-rollover performance are significantly improved. More sensitive steering response and optimized handling: The negative roll posture effectively eliminates steering lag and play, significantly improving the vehicle's response speed to steering commands, resulting in a more linear and precise handling feel, and greatly improving the vehicle's driving quality. Full-condition adaptive matching with extremely high versatility: It can adaptively match the optimal negative roll angle based on multi-dimensional parameters such as vehicle speed, steering angle, cornering curvature, and cornering intensity, perfectly adapting to all cornering scenarios including low speed, medium speed, high speed, gentle curves, and sharp curves. Smooth transition control for excellent ride comfort: Gradual force adjustment is used throughout the cornering process, without abrupt changes in posture, completely eliminating body impact and jerking, improving handling performance while ensuring ultimate ride smoothness. Maximizing the performance value of the fully active suspension: Relying on the core advantages of fully active suspension, such as controllable and independently adjustable active force, it achieves negative roll control effects that traditional passive suspension and ordinary active suspension cannot achieve, comprehensively upgrading the vehicle's chassis dynamics. Closed-loop precise control with strong anti-interference ability: Adopting a real-time closed-loop feedback correction mechanism for roll angle, it can effectively offset external interference such as road bumps, vehicle speed fluctuations, and wind disturbances, ensuring stable output of negative roll posture under all conditions.

[0035] To achieve the above embodiments, such as Figure 3As shown, this embodiment also provides a fully active suspension cornering negative roll attitude cooperative control device 10, including: The signal preprocessing module 100 is used to collect multi-source signals of vehicle driving state parameters, steering state parameters, attitude state parameters and road condition parameters in real time, and to perform filtering, noise reduction and hysteresis correction preprocessing on the multi-source signals. The working condition identification and calibration module 200 is used to construct a cornering strength quantification coefficient based on the preprocessed multi-source signal, identify the current turning working condition according to the cornering strength quantification coefficient, and adaptively calibrate the target negative roll angle that matches the current turning working condition. The suspension channel division module 300 is used to divide the inner suspension and outer suspension of the curve into independent control channels according to the real-time turning direction of the vehicle. The attitude closed-loop control module 400 is used to perform differentiated active force control on the inner suspension and outer suspension of the curve based on the target negative roll angle, and to perform closed-loop feedback correction by real-time acquisition of the actual roll angle of the vehicle body, and to use gradual slope transition control during the entry and exit phases of the curve to construct and stably maintain the negative roll attitude of the vehicle body.

[0036] An embodiment of the present invention provides a fully active suspension cornering negative roll attitude cooperative control device, which achieves active construction and stable maintenance of the vehicle body's negative roll attitude through multi-source signal fusion, cornering intensity identification, differentiated force distribution between the inner and outer suspensions, closed-loop feedback, and gradual transition control. This optimizes tire load distribution, improves cornering limits and handling stability, and ensures ride comfort.

[0037] 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.

[0038] 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.

[0039] 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.

[0040] 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 coordinated control of negative roll attitude in cornering with a fully active suspension, characterized in that, include: S1, real-time acquisition of multi-source signals of vehicle driving status parameters, steering status parameters, attitude status parameters and road condition parameters, and preprocessing of the multi-source signals by filtering, denoising and hysteresis correction; S2, construct the cornering strength quantization coefficient based on the preprocessed multi-source signal, identify the current turning condition according to the cornering strength quantization coefficient, and adaptively calibrate the target negative roll angle that matches the current turning condition; S3, based on the vehicle's real-time turning direction, divides the inner and outer suspension of the curve into independent control channels; S4. Based on the target negative roll angle, differentiated active force control is applied to the inner and outer suspensions of the curve. Closed-loop feedback correction is performed by real-time acquisition of the actual roll angle of the vehicle body. Gradual slope transition control is adopted during the entry and exit phases of the curve to construct and stably maintain the negative roll posture of the vehicle body.

2. The method as described in claim 1, characterized in that, S1 includes: The vehicle chassis sensor group and CAN bus collect multi-source signals in real time, including real-time vehicle speed, vehicle longitudinal acceleration, lateral acceleration, steering wheel angle, steering wheel angular velocity, body yaw rate, actual body roll angle, body roll angular velocity and real-time curve curvature, to obtain the raw collected signals; The original acquired signal is filtered using a first-order low-pass filter algorithm. The filtering formula is as follows: ， in The filtering coefficients are used to obtain the preprocessed multi-source signal.

3. The method as described in claim 1, characterized in that, S2 includes: Based on the vehicle speed, steering wheel angle, curvature, and yaw rate from the preprocessed multi-source signals, according to the formula: ， Calculate the quantification coefficient of bending strength ,in This is the weighting adjustment factor; According to the bending strength quantification coefficient The numerical range identifies the current turning condition as a low-speed gentle curve, a medium-speed regular curve, or a high-speed sharp curve, and adaptively matches the corresponding target negative roll angle from the calibration database. .

4. The method as described in claim 1, characterized in that, The S3 includes: The vehicle's real-time turning direction is determined by both the positive and negative signals of the steering wheel angle and the yaw rate direction signal. Based on the turning direction, the front and rear shock absorbers on the inside of the curve are defined as the inner suspension, and the front and rear shock absorbers on the outside of the curve are defined as the outer suspension. An independent mapping matrix of the active forces of the inner and outer suspensions is established.

5. The method as described in claim 1, characterized in that, The S4 includes: Suspension base support force when the vehicle is unloaded and traveling straight on a flat road Based on the benchmark, according to the bending strength quantification coefficient Dynamic correction, according to the formula: ， Calculate the active force of the inner suspension; According to the formula: ， Calculate the active force of the outer suspension, where The inner force enhancement coefficient, This is the attenuation coefficient of the external force.

6. The method as described in claim 5, characterized in that, The method further includes: Real-time acquisition of actual vehicle roll angle Calculate the negative roll angle relative to the target. Deviation: ， The main power correction is calculated using the PID algorithm. ， And in accordance with and Correct the final driving force.

7. The method as described in claim 6, characterized in that, The method further includes: Set the cornering transition time during the cornering phase. The difference in active forces between the inner and outer sides is gradually increased according to a fixed slope; Set the corner exit transition time during the corner exit phase. The difference in active forces between the inner and outer sides gradually decreases, and the force output formula during the transition process is: 。 8. A fully active suspension cornering negative roll attitude cooperative control device, characterized in that, include: The signal preprocessing module is used to collect multi-source signals of vehicle driving status parameters, steering status parameters, attitude status parameters and road condition parameters in real time, and to perform filtering, noise reduction and hysteresis correction preprocessing on the multi-source signals. The working condition identification and calibration module is used to construct a cornering strength quantization coefficient based on the preprocessed multi-source signals, identify the current turning working condition according to the cornering strength quantization coefficient, and adaptively calibrate the target negative roll angle that matches the current turning working condition. The suspension channel division module is used to divide the inner suspension and outer suspension of the curve into independent control channels according to the real-time turning direction of the vehicle. The attitude closed-loop control module is used to perform differentiated active force control on the inner and outer suspensions of the curve based on the target negative roll angle, and to perform closed-loop feedback correction by real-time acquisition of the actual roll angle of the vehicle body, and to use gradual slope transition control during the entry and exit phases of the curve to construct and stably maintain the negative roll attitude of the vehicle body.

9. A computer device, characterized in that, Including processor and memory; The processor runs a program corresponding to the executable program code stored in the memory to implement the method as described in any one of claims 17.

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 17.

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