A full active suspension over-steering and lane-changing full-scene roll-over protection control method

Abstract

The application discloses a full-active suspension over-bending lane-changing full-scene rollover prevention control method.The application comprises the following steps: collecting vehicle global driving state parameters, and obtaining stable working condition data by filtering and denoising original data; calculating a rollover risk index based on preprocessed data fusion of multiple parameters, and dividing multiple rollover risk levels according to the index interval; identifying the current driving scene in combination with the vehicle speed, the steering, the ramp and the road adhesion information, and matching the exclusive control strategy; and independently adjusting the height, the damping and the stiffness of the four-wheel suspension in combination with the driving scene and the rollover risk level, actively outputting the anti-rollover torque to offset the lateral overturning torque, relying on the closed-loop control to correct the body roll angle in real time, and gently recovering the original parameters of the suspension after the risk is eliminated.The application can accurately identify different driving scenes and rollover risks, suppress the body roll through the differentiated regulation and control of the four-wheel suspension, effectively avoid the vehicle rollover accident, and improve the driving safety.

Description

Technical Field

[0001] This invention relates to the field of active safety control technology for fully active suspension systems in automobiles, and in particular to a method for preventing rollover protection and control of fully active suspension systems in all scenarios of cornering and lane changing. Background Technology

[0002] Active vehicle safety control, as an important research direction in the field of automotive dynamics, is widely used for vehicle posture stability control under extreme conditions such as high-speed cornering and emergency lane changes. Among related technologies, a traditional rollover prevention control system is constructed through the coordinated operation of the ESP vehicle stability system, passive suspension structure, and fixed anti-roll bars. Specifically, this system covers the entire process from lateral acceleration monitoring to single-wheel braking intervention, including key aspects such as roll state perception, instability judgment, and braking intervention.

[0003] However, existing rollover control methods directly employ passive correction strategies without any proactive prediction mechanisms. This can lead to delayed rollover intervention or an inability to suppress vehicle roll at its dynamic source, thus affecting the overall vehicle rollover safety redundancy under extreme conditions. Specifically, the ESP system can only achieve limited stability control through single-wheel braking, with delayed intervention and a sacrifice of vehicle dynamics; the passive anti-roll bar has a fixed stiffness and cannot adaptively match the roll suppression requirements of different operating conditions, resulting in poor comfort under low-pressure conditions and insufficient roll stabilization under high-pressure conditions. 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 fully active suspension anti-rollover protection control method for all scenarios of cornering and lane changing.

[0006] Another objective of this invention is to propose a fully active suspension anti-rollover protection control device for all scenarios of cornering and lane changing.

[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 fully active suspension anti-rollover protection control method for cornering and lane changing in all scenarios, comprising: S1 collects vehicle's global driving status parameters and performs filtering preprocessing on the collected raw data to eliminate noise interference; S2, Based on the preprocessed data, the rollover risk index is calculated by multi-parameter fusion, and the vehicle rollover risk is divided into multiple levels according to the numerical range of the rollover risk index; S3 identifies the current driving scenario based on vehicle speed, steering parameters, slope signal, and road surface adhesion status, and matches the corresponding control strategy accordingly. S4 independently adjusts the height, damping, and stiffness of the four-wheel suspension based on the identified driving scenario and rollover risk level. It actively generates anti-roll moment to offset lateral rollover moment and corrects the vehicle roll angle in real time through closed-loop control, so as to smoothly restore the suspension parameters after the risk is eliminated.

[0010] In one embodiment of the present invention, S1 includes: Through the vehicle's CAN bus, attitude sensor, suspension displacement sensor, wheel load sensor, road surface perception module and slope sensor; The system collects real-time vehicle speed v, steering wheel angle δ, steering angular velocity ωδ, vehicle roll angle φ, roll angular velocity φ', lateral acceleration ay, real-time four-wheel suspension travel zi, four-wheel vertical load Fi, road surface adhesion coefficient μ, and slope θ at a sampling frequency of 100Hz. Here, i=1, 2, 3, 4, which correspond to the left front, right front, left rear, and right rear wheels, respectively.

[0011] In one embodiment of the present invention, it further includes: The original data is filtered using a first-order Kalman filter algorithm. The filtering formula is as follows: , in Let A be the optimal state estimate at time k, and let A be the state transition matrix. For Kalman gain, Let H be the sensor observation at time k, and H be the observation matrix.

[0012] In one embodiment of the present invention, S2 includes: Based on lateral acceleration, vehicle roll angle, steering angular velocity, and road adhesion coefficient, according to the formula: , Calculate the rollover risk index RRI, where , , , This is the weighted correction factor. and These are real-time lateral acceleration and vehicle limit safety lateral acceleration, respectively. and These are the real-time vehicle roll angle and the safety threshold roll angle, respectively. and These are the real-time steering angular velocity and the limit steering angular velocity, respectively. This is the road surface adhesion coefficient.

[0013] In one embodiment of the present invention, it further includes: when The time is classified as Level I safety status; when The time is divided into Level II warning status; when The situation is classified as Level III hazardous. when It is classified as Level IV extreme danger state.

[0014] In one embodiment of the present invention, S3 includes: Based on vehicle speed range, dynamic characteristics of steering parameters, slope signal and road surface adhesion status, driving scenarios are divided into six categories: steady-state cornering, high-speed cornering, emergency lane change, continuous lane change, slope steering and low-adhesion road surface steering.

[0015] In one embodiment of the present invention, S4 includes: Based on the vehicle's roll direction, the vehicle body is divided into an anti-rollover side and a roll side, and directional coefficients are set for each side, according to the height adjustment formula: , Adjust the suspension height of each wheel, among which Let i be the suspension height adjustment amount for the i-th wheel. To highly adjust the gain, For directional coefficient, anti-rollover side Lateral tilt .

[0016] To achieve the above objectives, a second aspect of the present invention provides a fully active suspension anti-rollover protection control device for cornering and lane changing in all scenarios, comprising: The driving data preprocessing module is used to collect vehicle driving status parameters across the entire range and to filter and preprocess the collected raw data to eliminate noise interference. The rollover risk classification module is used to calculate the rollover risk index based on preprocessed data through multi-parameter fusion, and to classify the vehicle rollover risk into multiple levels according to the numerical range of the rollover risk index. The driving scenario recognition module is used to identify the current driving scenario based on vehicle speed, steering parameters, slope signal and road surface adhesion status, so as to match the corresponding control strategy. The suspension anti-rollover control module is used to independently adjust the height, damping, and stiffness of the four-wheel suspension based on the identified driving scenario and rollover risk level. It actively generates anti-roll moment to offset lateral rollover moment and corrects the vehicle roll angle in real time through closed-loop control, so as to smoothly restore the suspension parameters after the risk is eliminated.

[0017] This invention discloses a fully active suspension method and device for preventing rollover during cornering and lane changes in all scenarios. Through independent four-wheel control, advance prediction, tiered intervention, and closed-loop correction of the fully active suspension, it achieves active rollover prevention in all scenarios. This improves data processing efficiency, reduces system resource consumption, and enhances overall performance.

[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 anti-rollover protection control method for cornering and lane changing in all scenarios according to an embodiment of the present invention; Figure 2 This is an architecture diagram of a fully active suspension anti-rollover protection control method for cornering and lane changing in all scenarios according to an embodiment of the present invention; Figure 3 This is a structural diagram of a fully active suspension anti-rollover protection control device for cornering and lane changing in all scenarios 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 anti-rollover protection control method and device for cornering and lane changing in all scenarios according to an embodiment of the present invention.

[0025] Figure 1 This is a flowchart of a fully active suspension anti-rollover protection control method for cornering and lane changing in all scenarios according to an embodiment of the present invention, such as... Figure 1 As shown, it includes: S1 collects vehicle's global driving status parameters and performs filtering preprocessing on the collected raw data to eliminate noise interference; S2, Based on the preprocessed data, the rollover risk index is calculated by multi-parameter fusion, and the vehicle rollover risk is divided into multiple levels according to the numerical range of the rollover risk index; S3 identifies the current driving scenario based on vehicle speed, steering parameters, slope signal, and road surface adhesion status, and matches the corresponding control strategy accordingly. S4 independently adjusts the height, damping, and stiffness of the four-wheel suspension based on the identified driving scenario and rollover risk level. It actively generates anti-roll moment to offset lateral rollover moment and corrects the vehicle roll angle in real time through closed-loop control, so as to smoothly restore the suspension parameters after the risk is eliminated.

[0026] This invention proposes another fully active suspension method for preventing rollover during cornering and lane changes in all scenarios, such as... Figure 2 As shown, it integrates seven core technology modules: multi-source sensing for full-domain perception, rollover risk quantification modeling and classification, multi-condition scenario accurate identification, four-wheel independent suspension differentiated control, rollover torque dynamics cancellation, vehicle posture closed-loop PID correction, and multi-scenario fault-tolerant smooth recovery. It is equipped with complete algorithm formulas and logic processes to achieve active anti-rollover precision control in all scenarios such as vehicle cornering, lane changing, extreme steering, slopes, and low-adhesion road surfaces, completely solving the pain points of traditional technologies such as passive lag, single scenario, and insufficient accuracy.

[0027] Furthermore, the system performs full-domain acquisition and data preprocessing of vehicle driving status across all scenarios. Through the vehicle's CAN bus, attitude sensors, suspension displacement sensors, wheel load sensors, road surface perception modules, and slope sensors, it collects vehicle driving status parameters in real time at high frequency. The sampling frequency is set to 100Hz, covering dynamics, steering, road surface, and attitude data. The core acquisition parameters include: real-time vehicle speed v, steering wheel angle δ, steering angular velocity ωδ, body roll angle φ, roll angular velocity φ', lateral acceleration ay, real-time travel of the four-wheel suspension zi (i=1, 2, 3, 4, corresponding to left front, right front, left rear, and right rear), four-wheel vertical load Fi, road surface adhesion coefficient μ, and slope θ.

[0028] Furthermore, to eliminate sensor noise interference, a first-order Kalman filter algorithm is used to preprocess the raw data. The filtering formula is as follows: , In the formula: Let A be the optimal state estimate at time k; A is the state transition matrix. Kalman gain; Let be the sensor observation value at time k; H be the observation matrix. Through filtering preprocessing, high-frequency noise and abnormal jump values ​​are removed from the data to ensure the accuracy and stability of subsequent risk prediction, scene recognition, and control calculations.

[0029] Furthermore, this invention constructs a multi-parameter fusion roll risk index (RRI) quantitative model, which integrates a real-time roll risk prediction model and a four-level risk classification assessment. This model overcomes the limitations of traditional single-parameter determination by combining multiple parameters such as lateral acceleration, vehicle roll angle, vehicle speed, steering angular velocity, and road adhesion coefficient to accurately quantify the degree of roll risk. The core calculation formula is as follows: , In the formula: The weighted correction coefficients are used to adapt to different vehicle models through vehicle calibration. This refers to real-time lateral acceleration and the vehicle's ultimate safe lateral acceleration. Real-time vehicle roll angle and safety threshold roll angle; Real-time steering angular velocity and limit steering angular velocity; The RRI (Road Adhesion Ratio) is the coefficient of friction for road surfaces. Based on the RRI value range, vehicle rollover risk is divided into four levels to achieve quantitative classification and prediction: Level I (Safe State, 0 ≤ RRI < 0.3): No rollover risk, stable vehicle posture, fully active suspension maintains normal comfort driving mode, no intervention. Level II (Warning State, 0.3 ≤ RRI < 0.6): Slight rollover tendency exists, load begins to shift, suspension pre-control mechanism is activated, slightly adjusts suspension damping in advance, and reserves anti-roll capability. Level III (Dangerous State, 0.6 ≤ RRI < 0.85): High rollover risk, significant vehicle roll, increased four-wheel load shift, active anti-rollover precise intervention is executed, and four-wheel differentiated control is activated. Level IV (Extreme Danger State, 0.85 ≤ RRI ≤ 1): Rollover is imminent, inner wheels are close to leaving the ground, full anti-rollover control is activated to maximize the suppression of roll and counteract rollover moment.

[0030] Furthermore, the multi-driving-scenario accurate recognition algorithm, based on vehicle speed range, dynamic characteristics of steering parameters, slope signals, and road surface adhesion status, constructs a multi-dimensional scenario recognition and judgment logic to accurately distinguish six core high-risk driving scenarios and match them with exclusive control strategies. The scenario judgment logic is as follows: Steady-state cornering: vehicle speed v≤60km / h, steering wheel angle δ is constant, steering angular velocity ωδ≈0, no violent load transfer; High-speed cornering: vehicle speed v>60km / h, steering wheel angle δ is constant, lateral acceleration ay continuously increases, and the side tilt trend is gradual; Emergency lane change: steering angular velocity ωδ≥threshold, steering wheel angle increases or decreases rapidly, vehicle speed fluctuates little, and instantaneous lateral inertial force surges; Continuous lane change: multiple rapid turns in positive and negative directions, ωδ changes frequently, and the vehicle body continuously tilts back and forth; Slope steering: slope sensor detects θ≠0, accompanied by steering action, with double rollover torque due to slope superposition and steering; Low-adhesion road surface steering: road surface adhesion coefficient μ≤0.4, simultaneously triggering steering action, insufficient wheel grip, and easy instability and rollover.

[0031] Furthermore, the fully active suspension four-wheel independent differentiated control algorithm of this invention, with its independent, scenario-based, and risk-adaptive differentiated control, abandons the traditional left-right synchronous adjustment mode. Based on the vehicle's roll direction, risk level, and scenario type, it adjusts the suspension height h, damping c, and stiffness k of each of the four wheels to achieve counteracting torques. When the vehicle rolls to the right, the right side is the roll side (compression side), and the left side is the anti-rollover side (support side); the opposite is true when rolling to the left.

[0032] Furthermore, the suspension height adjustment formula is as follows: , In the formula: This represents the suspension height adjustment amount for the i-th wheel; Adjust the gain to a high degree; The directional coefficient is set to s_i=1 for the anti-rollover side and s_i=-0.5 for the tilt side, which achieves the raising of the support side and the moderate lowering of the pressure side to quickly correct the attitude.

[0033] Furthermore, the suspension damping adjustment formula is as follows: , In the formula: For suspension base damping; The damping adjustment gain is adjusted accordingly; the tilt-side damping is significantly increased to suppress tilt deformation, while the anti-rollover side damping is slightly increased to ensure support stability.

[0034] Furthermore, scenario-based gain corrections include: increased damping gain for high-speed cornering, improved height adjustment response speed for emergency lane changes, and increased gradient compensation gain for slope conditions. Low-adhesion road surfaces reduce the adjustment gradient and prevent slippage due to sudden load changes.

[0035] Furthermore, the invention utilizes active cancellation of rollover moment and optimized distribution of load across all four wheels. The core dynamic principle of vehicle rollover is that the lateral centrifugal moment is greater than the vehicle's anti-rollover stabilizing moment. This invention, through active suspension control, optimizes the vertical load distribution across all four wheels, thus canceling the rollover moment at its source.

[0036] Furthermore, the formula for calculating the lateral rollover moment of the entire vehicle is as follows: , Where: m is the total vehicle mass; The height of the vehicle's center of gravity; This is the lateral overturning moment.

[0037] Furthermore, active anti-roll moment is generated through suspension adjustment: , In the formula: B represents the load difference between the left and right wheels; B is the wheelbase. This is for the suspension's active anti-roll moment. Core control logic: [To make...] By actively increasing the load on the anti-rollover wheel and reducing the load on the rollover wheel, the lateral rollover moment is completely offset, preventing the wheels from leaving the ground and thus completely avoiding the risk of rollover from a dynamic perspective. At the same time, a load balancing algorithm is used to avoid overloading of a single wheel and ensure tire grip stability.

[0038] Furthermore, the invention employs an incremental PID closed-loop control algorithm to precisely control the vehicle body roll attitude. This algorithm corrects the vehicle body roll angle in real time, stabilizes the vehicle body roll angle at a preset safety threshold [0, φsafe], eliminates residual roll, and achieves precise and controllable attitude.

[0039] Furthermore, the core formula for incremental PID: , In the formula: These are the proportional, integral, and differential coefficients, respectively. The real-time roll angle at time k; The increment for suspension adjustment at time k. Control logic: Real-time comparison of vehicle roll angle with a safety threshold; when the deviation is too large, dynamically increase the PID adjustment parameters to quickly correct the attitude; when the deviation is small, weaken the adjustment force to avoid attitude tremors and achieve smooth and precise roll control throughout the entire process.

[0040] Furthermore, multi-scenario fault tolerance and suspension smooth recovery control employ differentiated fault tolerance control logic for different high-risk scenarios: In high-speed cornering, priority is given to quickly suppressing roll moment to avoid continuous roll accumulation; in emergency lane change, priority is given to instantaneous attitude correction to suppress vehicle tail-swing and reciprocating roll; in slope conditions, a slope compensation algorithm is superimposed to offset the inherent tilt moment of the slope; in low-adhesion road conditions, the adjustment gradient is weakened to prevent sudden load changes from causing slippage and instability. Risk relief smooth reset algorithm: When the RRI remains below the safety threshold for three consecutive sampling periods, a linear gradual approach is used to progressively restore the suspension height, damping, and stiffness parameters. The reset formula is: , In the formula: These are the current intervention parameters; These are the standard driving parameters; T is the smooth reset time (fixed at 0.5s), which avoids sudden changes in parameters that could cause vehicle jerking, balancing safety and ride smoothness.

[0041] The embodiments of this invention also have the following technical effects: High-speed cornering: The system anticipates the risk of roll in advance, adjusts the suspension damping and height in advance, quickly suppresses body roll, and ensures a stable cornering posture with no obvious roll or sway, completely eliminating the risk of rollover during high-speed cornering; Emergency lane change: Instantly responds to the lateral inertial impact of lane change, quickly corrects the body posture, and offsets the instantaneous rollover moment, eliminating problems such as fishtailing, single-wheel lift-off, and loss of body control, significantly improving lane change stability; Hill start steering: Adaptive slope compensation parameters offset the inherent tilt moment of the slope, solving the double rollover risk of hill start steering, and ensuring stable body horizontal posture; Low-adhesion road surface steering: Precisely matches low-adhesion control parameters to avoid sudden changes in four-wheel load, prevent tire slippage and body instability, and ensure safety and controllability in extreme low-adhesion conditions; Continuous lane change: High-frequency dynamic adjustment of suspension parameters suppresses reciprocating body roll and avoids cumulative instability, resulting in significantly better stability in continuous steering conditions than traditional solutions. Full-Scene Blind-Spot Coverage: For the first time, it achieves anti-rollover control under all working conditions, including high-speed cornering, emergency lane changes, continuous steering, extreme steering, hill driving, and low-adhesion road surfaces, solving the pain point of incomplete coverage of traditional technologies. Proactive Anti-Rollover: Utilizing an RRI (Responsive Risk Assessment) model, it achieves early risk prediction and proactive suspension control, completely eliminating the lag in passive intervention after instability in traditional solutions. Four-Wheel Independent Precise Control: Based on independent adjustable single-wheel technology, it achieves differentiated attitude compensation and load distribution, actively offsetting rollover moment from the source of dynamics, with roll suppression effects far exceeding traditional synchronous adjustment solutions. Graded Adaptive Precise Intervention: It matches corresponding intervention intensity according to four risk levels; low-risk, weak intervention ensures smoothness, while high-risk, strong intervention ensures safety, balancing safety and driving experience. High-Precision Closed-Loop Attitude Control: Employing incremental PID dynamic closed-loop correction, it eliminates vehicle roll deviation in real time, stabilizing the roll angle at a safe threshold and completely preventing secondary instability caused by residual roll. High adaptability to extreme conditions: Dedicated fault-tolerant control logic is set up for extreme scenarios such as slopes, low adhesion, and high speeds, significantly improving the anti-rollover safety redundancy in complex road conditions and extreme conditions. Balance of smoothness and safety: After the risk is eliminated, the suspension smoothly returns to its original position without any abrupt jerking, solving the problem of stiff anti-rollover intervention and impact on ride comfort in traditional systems, achieving the optimal balance between safety and smoothness.

[0042] To achieve the above embodiments, such as Figure 3 As shown, this embodiment also provides a fully active suspension anti-rollover protection control device 10 for all scenarios of cornering and lane changing, including: The driving data preprocessing module 100 is used to collect vehicle driving status parameters across the entire range and to filter and preprocess the collected raw data to eliminate noise interference. The rollover risk classification module 200 is used to calculate the rollover risk index by multi-parameter fusion based on preprocessed data, and to classify the vehicle rollover risk into multiple levels according to the numerical range of the rollover risk index. The driving scene recognition module 300 is used to identify the current driving scene based on vehicle speed, steering parameters, slope signal and road surface adhesion status, so as to match the corresponding control strategy. The suspension anti-rollover control module 400 is used to independently adjust the height, damping and stiffness of the four-wheel suspension according to the identified driving scenario and rollover risk level, so as to actively generate anti-roll moment to offset lateral rollover moment, and correct the body roll angle in real time through closed-loop control, and smoothly restore the suspension parameters after the risk is eliminated.

[0043] This invention discloses a fully active suspension anti-rollover protection control device for cornering and lane changing in all scenarios. Through independent four-wheel control, advance prediction, tiered intervention, and closed-loop correction of the fully active suspension, it achieves active anti-rollover protection in all scenarios. This improves data processing efficiency, reduces system resource consumption, and enhances overall performance.

[0044] 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.

[0045] 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.

[0046] 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.

[0047] 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 fully active suspension method for preventing rollover during cornering and lane changes in all scenarios, characterized in that, include: S1 collects vehicle's global driving status parameters and performs filtering preprocessing on the collected raw data to eliminate noise interference; S2, Based on the preprocessed data, the rollover risk index is calculated by multi-parameter fusion, and the vehicle rollover risk is divided into multiple levels according to the numerical range of the rollover risk index; S3 identifies the current driving scenario based on vehicle speed, steering parameters, slope signal, and road surface adhesion status, and matches the corresponding control strategy accordingly. S4 independently adjusts the height, damping, and stiffness of the four-wheel suspension based on the identified driving scenario and rollover risk level. It actively generates anti-roll moment to offset lateral rollover moment and corrects the vehicle roll angle in real time through closed-loop control, so as to smoothly restore the suspension parameters after the risk is eliminated.

2. The method as described in claim 1, characterized in that, S1 includes: Through the vehicle's CAN bus, attitude sensor, suspension displacement sensor, wheel load sensor, road surface perception module and slope sensor; The system collects real-time vehicle speed v, steering wheel angle δ, steering angular velocity ωδ, vehicle roll angle φ, roll angular velocity φ', lateral acceleration ay, real-time four-wheel suspension travel zi, four-wheel vertical load Fi, road surface adhesion coefficient μ, and slope θ at a sampling frequency of 100Hz. Here, i=1, 2, 3, 4, which correspond to the left front, right front, left rear, and right rear wheels, respectively.

3. The method as described in claim 2, characterized in that, The method further includes: The original data is filtered using a first-order Kalman filter algorithm. The filtering formula is as follows: ， in Let A be the optimal state estimate at time k, and let A be the state transition matrix. For Kalman gain, Let H be the sensor observation at time k, and H be the observation matrix.

4. The method as described in claim 1, characterized in that, The S2 includes: Based on lateral acceleration, vehicle roll angle, steering angular velocity, and road adhesion coefficient, according to the formula: ， Calculate the rollover risk index RRI, where , , , This is a weighted correction factor. and These are real-time lateral acceleration and vehicle limit safety lateral acceleration, respectively. and These are the real-time vehicle roll angle and the safety threshold roll angle, respectively. and These are the real-time steering angular velocity and the limit steering angular velocity, respectively. This is the road surface adhesion coefficient.

5. The method as described in claim 4, characterized in that, The method further includes: when The time is classified as Level I safety status; when The time is divided into Level II warning status; when The situation is classified as Level III hazardous. when It is classified as Level IV extreme danger state.

6. The method as described in claim 1, characterized in that, The S3 includes: Based on vehicle speed range, dynamic characteristics of steering parameters, slope signal and road surface adhesion status, driving scenarios are divided into six categories: steady-state cornering, high-speed cornering, emergency lane change, continuous lane change, slope steering and low-adhesion road surface steering.

7. The method as described in claim 1, characterized in that, The S4 includes: Based on the vehicle's roll direction, the vehicle body is divided into an anti-rollover side and a roll side, and directional coefficients are set for each side, according to the height adjustment formula: ， Adjust the suspension height of each wheel, among which Let i be the suspension height adjustment amount for the i-th wheel. To highly adjust the gain, For directional coefficient, anti-rollover side Lateral tilt .

8. A fully active suspension anti-rollover protection control device for cornering and lane changing in all scenarios, characterized in that, include: The driving data preprocessing module is used to collect vehicle driving status parameters across the entire range and to filter and preprocess the collected raw data to eliminate noise interference. The rollover risk classification module is used to calculate the rollover risk index based on preprocessed data through multi-parameter fusion, and to classify the vehicle rollover risk into multiple levels according to the numerical range of the rollover risk index. The driving scenario recognition module is used to identify the current driving scenario based on vehicle speed, steering parameters, slope signal and road surface adhesion status, so as to match the corresponding control strategy. The suspension anti-rollover control module is used to independently adjust the height, damping, and stiffness of the four-wheel suspension based on the identified driving scenario and rollover risk level. It actively generates anti-roll moment to offset lateral rollover moment and corrects the vehicle roll angle in real time through closed-loop control, so as to smoothly restore the suspension parameters after the risk is eliminated.

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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