Suspension control system and suspension control method

Abstract

The application discloses a kind of suspension control system and suspension control method, suspension control system includes: two groups of camber angle adjusting mechanism, two groups of camber angle adjusting mechanism are respectively connected to the steering knuckle of left and right two sides wheel corresponding, to adjust the camber angle of corresponding wheel respectively;Detection structure and control structure, detection structure is used to detect the real-time rotation angle of steering wheel, control structure is used to obtain the real-time yaw angular velocity of whole vehicle and obtains target yaw angular velocity according to real-time rotation angle calculation;Wherein, control structure is according to real-time yaw angular velocity and target yaw angular velocity to obtain demand wheel camber angle when first driving mode, and according to demand wheel camber angle and left and right wheel load weight to obtain the target wheel camber angle corresponding to two sides wheel, control two groups of camber angle adjusting mechanism and adjust two sides wheel to corresponding target wheel camber angle.The suspension control system of the application takes whole vehicle yaw angular velocity as target, controls wheel camber angle in real time, improves vehicle stability and maneuverability.

Description

Technical Field

[0001] This invention relates to the field of suspension system technology, and in particular to a suspension control system and a suspension control method. Background Technology

[0002] Intelligent vehicles have become a development trend in the automotive industry, which places higher demands on vehicle dynamics. Vehicle handling stability during cornering is a crucial performance factor determining safe high-speed driving. When a vehicle corners, the tires may fail to provide adequate lateral force, leading to decreased handling stability. This is especially problematic at high speeds, where the vehicle can easily exceed safety limits, becoming unstable and potentially leading to skidding or even rollovers. There is room for improvement in this area. Summary of the Invention

[0003] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention proposes a suspension control system in which the control structure can control two sets of camber adjustment mechanisms to adjust the wheels on both sides to the corresponding target camber angle, based on the yaw rate of the whole vehicle. This adjusts the contact state between the left and right wheels and the ground in high-speed steering mode, optimizes the lateral grip of the tires, and reduces the risks of sideslip and rollover.

[0004] According to an embodiment of the present invention, a suspension control system includes: a camber adjustment mechanism, wherein there are two sets of camber adjustment mechanisms, and the two sets of camber adjustment mechanisms are respectively connected to the steering knuckles corresponding to the left and right wheels, for adjusting the camber angle of the corresponding wheels respectively; a detection structure and a control structure, wherein the detection structure is used to detect the real-time steering angle of the steering wheel, and the control structure is used to obtain the real-time yaw rate of the vehicle and calculate a target yaw rate based on the real-time steering angle; wherein, the control structure is configured to obtain the required wheel camber angle based on the real-time yaw rate and the target yaw rate in a first driving mode, and obtain the target wheel camber angle corresponding to the two wheels based on the required wheel camber angle and the load weight of the left and right wheels, and control the two sets of camber adjustment mechanisms to adjust the wheels on both sides to the corresponding target wheel camber angle.

[0005] According to an embodiment of the present invention, the suspension control system, through the coordinated application of a detection structure, a control structure, and a camber adjustment mechanism, enables the control structure to obtain the target yaw rate and the required wheel camber angle. Furthermore, it can obtain the target wheel camber angle corresponding to both wheels through the required wheel camber angle and the load weights of the left and right wheels. The control structure then controls two sets of camber adjustment mechanisms to adjust the wheels on both sides to the corresponding target wheel camber angle. This adjusts the contact state between the left and right wheels and the ground in high-speed steering mode, optimizes the lateral grip of the tires, prevents the vehicle from exceeding safety boundaries, reduces the risk of sideslip and rollover, and improves the vehicle's extreme steering capability, thereby enhancing vehicle handling stability. Throughout the process, the control structure can automatically adjust based on the acquired parameters to effectively improve vehicle stability and safety, and reduces driver intervention steps, thus improving operational convenience.

[0006] According to some embodiments of the suspension control system of the present invention, the detection structure is further used to detect the real-time wheel bounce travel and real-time camber angle of the wheel; The control structure is further configured to calculate, in the second driving mode, the estimated camber angle and the estimated adjustment amount of the camber angle adjustment mechanism corresponding to the estimated camber angle based on the real-time wheel travel, and simultaneously obtain the error adjustment amount of the camber angle adjustment mechanism based on the error between the real-time camber angle and the 0° camber angle, and control the camber angle adjustment mechanism to adjust the corresponding wheel camber based on the estimated adjustment amount and the error adjustment amount.

[0007] According to some embodiments of the suspension control system of the present invention, the detection structure is further used to detect the braking status of the wheels; The control structure is also configured to control the camber adjustment mechanism to adjust the camber angle of the corresponding wheel to the maximum negative value during braking mode.

[0008] According to some embodiments of the suspension control system of the present invention, the camber adjustment mechanism includes a drive structure and two upper control arms. The drive structure is connected to the steering knuckle of the wheel via the two upper control arms respectively. The drive structure is used to adjust the camber angle of the wheel when driving the two upper control arms to move toward or away from each other.

[0009] According to some embodiments of the suspension control system of the present invention, the drive structure includes a drive member, a rotating member, and two linear motion components. The drive member is poweredly connected to the rotating member to drive the rotating member to rotate. The two linear motion components are respectively connected to two upper control arms, and the two linear motion components are poweredly connected to the rotating member to drive the two linear motion components to move closer to or further away from each other when the rotating member rotates.

[0010] The present invention also proposes a suspension control method.

[0011] According to the suspension control method of the present invention, the suspension control method is applicable to the suspension control system of any of the above embodiments, and the suspension control method includes: Obtain the vehicle's operating mode; When the operating mode is the first driving mode, the real-time yaw rate of the whole vehicle is obtained; The target yaw rate is calculated based on the real-time steering wheel angle, and the required wheel camber angle is obtained based on the real-time yaw rate and the target yaw rate. The target wheel camber angles corresponding to both wheels are obtained based on the required wheel camber angle and the load weights of the left and right wheels. The two sets of camber adjustment mechanisms are controlled to adjust the wheels on both sides to the corresponding target camber angle.

[0012] According to the suspension control method of the present invention, the formula for calculating the target yaw rate is as follows: ,in, The target yaw rate of the entire vehicle, For vehicle speed, Wheelbase Input the steering wheel angle. As a stability factor, This is the steering gear ratio. This refers to the steering wheel angle, and a one-to-one correspondence between the steering wheel angle and the steering wheel angle can also be obtained through calibration. For the overall vehicle quality, This is the distance from the center of gravity to the front axle. This is the distance from the center of gravity to the rear axle. For rear wheel lateral stiffness, This refers to the front wheel lateral stiffness. And / or, the formula for calculating the camber angle of the target wheel is: ,in, This represents the load transfer between the left and right wheels of the front axle. The camber angle of the target's left wheel. The camber angle of the target's right wheel. The required wheel camber angle is given to control the structure.

[0013] According to the suspension control method of the present invention, the suspension control method further includes: When the operating mode is the second driving mode, the real-time wheel travel and real-time camber angle of the wheels are detected; The estimated camber angle and the estimated adjustment amount of the camber adjustment mechanism corresponding to the estimated camber angle are calculated based on the real-time wheel travel. At the same time, the error adjustment amount of the camber adjustment mechanism is obtained based on the error amount at the real-time camber angle and 0° camber angle. The camber adjustment mechanism is controlled to adjust the corresponding wheel camber based on the estimated adjustment amount and the error adjustment amount.

[0014] According to the suspension control method of the present invention, the suspension control method further includes: When the operating mode is braking mode, the camber adjustment mechanism is controlled to adjust the camber angle of the corresponding wheel to the maximum negative value.

[0015] According to the suspension control method of the present invention, obtaining the vehicle's operating mode includes: Detects real-time steering wheel angle and vehicle speed; When V≤V T2 At that time, the vehicle's operating mode is determined to be low-speed straight-line mode; When V≤V T2 And |δ|≥δ T2 At that time, the vehicle's operating mode is determined to be low-speed steering mode; When V≥V T1 And |δ|≤δ T1 At that time, the vehicle's operating mode is determined to be the second driving mode; When V≥V T1 And |δ|≥δ T2 At that time, the vehicle's operating mode is determined to be the first driving mode; Where, δ T1 δ is the first turning angle threshold. T2 V is the second turning angle threshold. T1 V is the first speed threshold. T2 Let δ be the second speed threshold, and satisfy: T1 <δ T2 V T1 >V T2 .

[0016] 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

[0017] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic diagram of a suspension control system according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the camber adjustment mechanism of the suspension control system according to an embodiment of the present invention. Figure 1 ; Figure 3 This is a schematic diagram of the camber adjustment mechanism of the suspension control system according to an embodiment of the present invention. Figure 2 ; Figure 4 This is a top view of the camber adjustment mechanism of the suspension control system according to an embodiment of the present invention. Figure 1 ; Figure 5 This is a top view of the camber adjustment mechanism of the suspension control system according to an embodiment of the present invention. Figure 2 ; Figure 6 This is a side view of the camber adjustment mechanism of the suspension control system according to an embodiment of the present invention; Figure 7 This is the logic of the suspension control method according to an embodiment of the present invention. Figure 1 ; Figure 8 This is the logic of the suspension control method according to an embodiment of the present invention. Figure 2 ; Figure 9 This is the logic of the suspension control method according to an embodiment of the present invention. Figure 3 ; Figure 10 This is the logic of the suspension control method according to an embodiment of the present invention. Figure 4 ; Figure 11 This is the logic of the suspension control method according to an embodiment of the present invention. Figure 5 ; Figure 12 This is the logic of the suspension control method according to an embodiment of the present invention. Figure 6 ; Figure 13 This is the logic of the suspension control method according to an embodiment of the present invention. Figure 7 ; Figure 14 This is the logic of the suspension control method according to an embodiment of the present invention. Figure 8 ; Figure 15 This is a diagram showing the relationship between camber stiffness and vertical load in a suspension control method according to an embodiment of the present invention.

[0018] Figure label: Suspension control system 100, Outward tilt adjustment mechanism 1, Drive structure 11, drive component 111, rotating component 112, linear motion assembly 113, lead screw nut 1131, guide rail 1132, slider 1133, guide rail mounting base 1134, bearing assembly 1135, bearing mounting base 1136, connecting plate 1137, nut mounting base 1138, upper control arm 12, control arm connecting base 121, hinge ball joint 1211, hinge shaft 1212, control arm mounting base 122, connecting shaft 1221, bushing 1222, base 13, reducer 14, reducer mounting base 141, pulley set 15, synchronous belt 151, pulley 152, limit structure 16. Detection structure 2, control structure 3. Detailed Implementation

[0019] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0020] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, features defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more. In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0021] Unless otherwise specified, the front-back direction in this application refers to the longitudinal direction of the vehicle, i.e., the X direction; the left-right direction refers to the lateral direction of the vehicle, i.e., the Y direction; and the up-down direction refers to the vertical direction of the vehicle, i.e., the Z direction.

[0022] The following is for reference. Figures 1-15 The suspension control system 100 according to an embodiment of the present invention is described. The control structure 3 can control two sets of camber adjustment mechanisms 1 to adjust the wheels on both sides to the corresponding target wheel camber angle with the yaw rate of the whole vehicle as the target, so as to adjust the contact state between the left and right wheels and the ground in the high-speed steering mode, optimize the lateral grip of the tires, and reduce the risk of sideslip and rollover.

[0023] like Figures 1-15 As shown, the suspension control system 100 according to an embodiment of the present invention includes: a camber adjustment mechanism 1, a detection structure 2, and a control structure 3.

[0024] There are two sets of camber adjustment mechanisms 1, and the two sets of camber adjustment mechanisms 1 are respectively connected to the steering knuckles corresponding to the left and right wheels to adjust the camber angle of the corresponding wheels respectively; the detection structure 2 is used to detect the real-time steering angle of the steering wheel, and the control structure 3 is used to obtain the real-time yaw rate of the whole vehicle and calculate the target yaw rate based on the real-time steering angle; wherein, the control structure 3 is set to obtain the required wheel camber angle based on the real-time yaw rate and the target yaw rate in the first driving mode, and obtain the target wheel camber angle corresponding to the two wheels based on the required wheel camber angle and the load weight of the left and right wheels, and control the two sets of camber adjustment mechanisms 1 to adjust the wheels on both sides to the corresponding target wheel camber angle.

[0025] Specifically, the suspension control system 100 controls the camber adjustment mechanism 1 to adjust the wheel camber angle. There are two sets of camber adjustment mechanisms 1, which can be connected to the suspension structures of the left and right wheels respectively, allowing each set to adjust the camber angle of the left and right wheels. More specifically, one set of camber adjustment mechanisms 1 can be connected to the steering knuckle connected to the left wheel, and the other set can be connected to the steering knuckle connected to the right wheel. Thus, when wheel camber angle adjustment is needed, one set of camber adjustment mechanisms 1 can drive the corresponding steering knuckle to adjust the camber angle of the left wheel, and the other set can drive the corresponding steering knuckle to adjust the camber angle of the right wheel.

[0026] In this vehicle, the wheels may include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel. The camber adjustment mechanism 1 can be configured to correspond to the coaxially distributed left and right wheels; that is, the camber adjustment mechanism 1 can be configured to correspond one-to-one with the steering knuckle at each wheel. In other words, there can be four camber adjustment mechanisms 1, as detailed below. Figure 1As shown, alternatively, the camber adjustment mechanism 1 can be configured to correspond one-to-one with the wheels on the left and right sides of the front or rear axle. In other words, there can be two camber adjustment mechanisms 1. The above configuration methods can all meet the camber angle adjustment of the wheels distributed on the left and right sides of the vehicle, so as to ensure that the driving needs of the vehicle are met. In this way, at least one camber adjustment mechanism 1 can be provided on each side of the same axle, which can also meet some performance requirements. The configuration methods are diverse and can be flexibly selected.

[0027] Detection structure 2 has a detection function, used to detect the real-time steering wheel angle. The real-time steering wheel angle determines whether the vehicle is in a steering state. Control structure 3 can acquire the real-time yaw rate of the entire vehicle. The real-time yaw rate of the entire vehicle determines how fast the vehicle rotates around the vertical axis (Z-axis) during driving, directly reflecting the vehicle's steering dynamic characteristics. Furthermore, control structure 3 can calculate the target yaw rate based on the real-time steering wheel angle. That is, detection structure 2 can transmit the detected real-time steering wheel angle to control structure 3, and control structure 3 can calculate the target yaw rate. Detection structure 2 can be configured as an angle sensor, which can detect the real-time steering wheel angle.

[0028] In the first driving mode, the control structure 3 can obtain the required wheel camber angle based on the real-time yaw rate and the target yaw rate, and obtain the target wheel camber angles corresponding to the left and right wheels based on the required wheel camber angle and the load weights of the left and right wheels. That is, the control structure 3 can obtain the target wheel camber angle corresponding to the left wheel through the required wheel camber angle and the weight of the left wheel, and the control structure 3 can obtain the target wheel camber angle corresponding to the right wheel through the required wheel camber angle and the weight of the right wheel. In this way, the control structure 3 can control one set of camber angle adjustment mechanisms 1 to drive one of the left and right wheels to rotate to adjust the corresponding wheel to the corresponding target wheel camber angle, and can control another set of camber angle adjustment mechanisms 1 to drive the other wheel of the left and right wheels to rotate to adjust the corresponding wheel to the corresponding target wheel camber angle.

[0029] Furthermore, the first driving mode can be a high-speed steering mode. In high-speed steering mode, the control structure 3 can control the two sets of camber adjustment mechanisms 1 to drive the left and right wheels to adjust to the corresponding target wheel camber angles. That is, under the action of body roll and centrifugal force, the control structure 3 can control the two sets of camber adjustment mechanisms 1 to adjust the optimal contact state between the wheels on both sides and the ground, thereby improving lateral grip and steering response, which can improve the vehicle's limit steering ability and improve vehicle handling stability. Throughout the process, the control structure 3 can automatically adjust according to the acquired parameters to effectively improve the stability and safety of vehicle driving.

[0030] Meanwhile, when the vehicle is in a relatively high-speed turning state, there will be a load transfer phenomenon on the left and right wheels depending on whether the vehicle is turning left or right. In this way, the actual target wheel camber angle can be obtained by using the load weight of the left and right wheels and the required wheel camber angle, which can effectively improve the vehicle's steering stability.

[0031] According to an embodiment of the present invention, the suspension control system 100, through the coordinated application of the detection structure 2, the control structure 3, and the camber adjustment mechanism 1, enables the control structure 3 to obtain the target yaw rate and the required wheel camber angle. Furthermore, it can obtain the target wheel camber angle corresponding to both wheels through the required wheel camber angle and the load weights of the left and right wheels. Then, the control structure 3 controls the two sets of camber adjustment mechanisms 1 to adjust the wheels on both sides to the corresponding target wheel camber angle, thereby adjusting the contact state between the left and right wheels and the ground in high-speed steering mode, optimizing the lateral grip of the tires, preventing the vehicle from exceeding safety boundaries, reducing the risk of sideslip and rollover, and improving the vehicle's extreme steering capability to enhance vehicle handling stability. Throughout the process, the control structure 3 can automatically adjust according to the acquired parameters to effectively improve the stability and safety of vehicle driving, and can reduce the number of driver-initiated selection steps, thereby improving operational convenience.

[0032] In some embodiments, the detection structure 2 is also used to detect the real-time wheel bounce travel and real-time camber angle of the wheel; The control structure 3 is also configured to calculate the estimated camber angle and the estimated adjustment amount of the camber angle adjustment mechanism 1 corresponding to the estimated camber angle based on the real-time wheel travel in the second driving mode. At the same time, it obtains the error adjustment amount of the camber angle adjustment mechanism 1 based on the error amount between the real-time camber angle and the 0° camber angle, and controls the camber angle adjustment mechanism 1 to adjust the corresponding wheel camber based on the estimated adjustment amount and the error adjustment amount.

[0033] Specifically, detection structure 2 can also detect the real-time wheel travel and real-time camber angle of the wheel. The real-time wheel travel refers to the vertical distance the wheel travels from its highest point (fully extended) to its lowest point (fully compressed) during vehicle operation. The real-time camber angle refers to the dynamic tilt angle of the wheel end face relative to the vertical direction during vehicle operation. Detection structure 2 can obtain the real-time changes in the wheels when the vehicle is turning. Detection structure 2 may include a height sensor, which can detect the real-time wheel travel, and an angle sensor, which can detect the real-time camber angle.

[0034] In the second driving mode, the control structure 3 can calculate the estimated camber angle based on the real-time wheel travel, and control the estimated adjustment amount of the camber adjustment mechanism 1 based on the estimated camber angle. The control structure 3 can also calculate the error adjustment amount of the camber adjustment mechanism 1 based on the error between the real-time camber angle and the 0° camber angle. In other words, the detection structure 2 can transmit the detected real-time camber angle to the control structure 3, and the control structure 3 can calculate the error adjustment amount. The control structure 3 can then control the camber adjustment mechanism 1 to adjust the corresponding wheel camber based on the estimated adjustment amount and the error adjustment amount. Thus, the camber of both wheels can be adjusted according to the real-time wheel travel.

[0035] Furthermore, when the real-time camber angle is less than 0°, the control structure 3 controls the camber angle adjustment mechanism 1 to adjust the top of the wheel to rotate outward according to the error adjustment amount, so as to increase the camber angle of the wheel; when the real-time camber angle is greater than 0°, the control structure 3 controls the camber angle adjustment mechanism 1 to adjust the top of the wheel to rotate inward according to the error adjustment amount, so as to decrease the camber angle of the wheel.

[0036] Meanwhile, the second driving mode can be a high-speed straight driving mode. In the high-speed straight driving mode, the control structure 3 can control the two sets of camber adjustment mechanisms 1 to drive the left and right wheels to camber outward respectively, so as to keep the wheels in a zero camber state as much as possible, which can reduce the rolling friction resistance of the rolling wheels and thus improve the fuel economy of the whole vehicle.

[0037] In some embodiments, the detection structure 2 is also used to detect the braking status of the wheels; Control structure 3 is also configured to control camber adjustment mechanism 1 to adjust the camber angle of the corresponding wheel to the maximum negative direction during braking mode.

[0038] Specifically, the detection structure 2 can also detect the braking status of the wheels, which can be done by directly measuring the state of the braking components or indirectly analyzing the vehicle's dynamic response.

[0039] The detection structure 2 detects that the wheel is in braking mode. In braking mode, the control structure 3 can control the camber adjustment mechanism 1 to adjust the corresponding wheel rotation so that the camber angle of the wheel is adjusted to a negative camber angle, and the absolute value of the negative camber angle is the maximum value. In this way, in braking mode, by adjusting the wheel to a large negative camber angle, the rolling friction resistance of the wheel will increase relative to the 0° camber angle, which can reduce the braking distance of the wheel and improve the braking safety of the whole vehicle.

[0040] When the detection structure 2 detects that the wheel is in a non-braking mode, the vehicle can be in the first driving mode and the second driving mode mentioned above. The corresponding control structure 3 can control the camber adjustment mechanism 1 to adjust the camber angle of different wheels.

[0041] Thus, by using the detection structure 2, control structure 3 and camber adjustment mechanism 1 in combination, the control structure 3 can quickly and accurately control the camber adjustment mechanism 1 to adjust the camber angle of the wheels in various driving modes, so as to meet the driving safety requirements of the vehicle in different driving modes.

[0042] In some embodiments, the camber adjustment mechanism 1 includes a drive structure 11 and two upper control arms 12. The drive structure 11 is connected to the steering knuckle of the wheel via the two upper control arms 12. The drive structure 11 is used to adjust the camber angle of the wheel when driving the two upper control arms 12 to move toward or away from each other.

[0043] Specifically, the drive structure 11 is the power output part of the camber adjustment mechanism 1. The drive structure 11 is connected to the steering knuckle of the wheel through two upper control arms 12 respectively. That is, the output end of the drive structure 11 can be connected to the two upper control arms 12 respectively, and the two upper control arms 12 can be connected to the steering knuckle together. The steering knuckle is connected to the wheel hub. In this way, the power output from the drive structure 11 can be transmitted to the wheel through the two upper control arms 12 and the steering knuckle. When the drive structure 11 drives the two upper control arms 12 to move closer to each other, the wheel is adjusted towards the outside of the vehicle. When the drive structure 11 drives the two upper control arms 12 to move away from each other, the wheel is adjusted towards the inside of the vehicle. In this way, the drive structure 11 and the two upper control arms 12 cooperate to adjust the camber angle of the wheel.

[0044] Thus, the camber angle of the wheels can be actively adjusted through the drive structure 11. The adjustment process is timely and reliable, which can meet the camber angle requirements of the wheels under different driving modes, thereby improving the driving safety of the vehicle.

[0045] Among them, such as Figure 2 , Figure 4 and Figure 5 As shown, the two upper control arms 12 can be distributed along the front-rear direction of the vehicle, and the two upper control arms 12 can be symmetrically distributed along the front-rear direction. The inner sides of the two upper control arms 12 are movably connected to the drive structure 11, and the outer sides of the two upper control arms 12 are movably connected to the steering knuckle.

[0046] In some embodiments, the drive structure 11 includes a drive member 111, a rotating member 112, and two linear motion components 113. The drive member 111 is poweredly connected to the rotating member 112 to drive the rotating member 112 to rotate. The two linear motion components 113 are respectively connected to two upper control arms 12, and the two linear motion components 113 are poweredly connected to the rotating member 112 to drive the two linear motion components 113 to move closer to or further away from each other when the rotating member 112 rotates.

[0047] Specifically, the drive component 111 is a power source, and the output end of the drive component 111 is poweredly connected to the rotating component 112. The rotating component 112 is poweredly connected to the two linear motion components 113, so that the power of the drive component 111 can be transmitted from the rotating component 112 to the two linear motion components 113, so that the drive component 111 can drive the two linear motion components 113 to move. The two linear motion components 113 can move closer to or further away from each other. The two linear motion components 113 are respectively connected to the two upper control arms 12, that is, the two linear motion components 113 can drive the two upper control arms 12 to move closer to or further away from each other.

[0048] The two upper control arms 12 are connected to the steering knuckle. Thus, the drive member 111 drives the two linear motion components 113 via the rotating member 112, causing the two upper control arms 12 to move closer to or further away from each other. This, in turn, causes the steering knuckle and wheels to rotate relative to the vehicle body, thereby adjusting the camber angle of the wheels. When the two upper control arms 12 are close to each other, the wheels can move outwards from the vehicle; when the two upper control arms 12 are far apart, the wheels can move inwards from the vehicle.

[0049] Furthermore, the driving component 111 can be constructed as a motor, and the rotating component 112 can be constructed as a lead screw. The motor and the lead screw are connected for power. The two linear motion components 113 may include two lead screw nuts 1131 and linear slide rails. The lead screw nuts 1131 are slidably engaged with the lead screw. The linear slide rails include slidably engaged guide rails 1132 and two sliders 1133. The guide rails 1132 extend in the same direction as the lead screw, and the two sliders 1133 are connected to the two lead screw nuts 1131 in a one-to-one correspondence. In this way, the motor's movement drives the lead screw to rotate, and the linear motion components 113... The screw and lead screw nut 1131 are threaded together, allowing the lead screw nut 1131 and slider 1133 to move linearly relative to the lead screw. The lead screw nut 1131 and slider 1133 are connected to the upper control arm 12, so that their linear movement drives the upper control arm 12. Furthermore, the threads of the two lead screw nuts 1131 are in opposite directions, meaning that when the lead screw rotates, the lead screw nuts 1131 can move towards each other, thus either increasing or decreasing the distance between them. When the lead screw nut 1131 moves, it drives the slider 1133 to move towards each other, which in turn increases or decreases the distance between the two upper control arms 12, thereby causing the wheel hub to rotate and change the wheel camber angle.

[0050] That is, the distance between the two linear motion components 113 can be calibrated to correspond one-to-one with the wheel camber angle within a certain range, so that the drive component 111 can automatically drive the two linear motion components 113 to move the upper control arm 12, thereby adjusting the wheel camber angle.

[0051] It should be noted that, as Figure 2 and Figure 3As shown, the suspension control system 100 also has a base 13, and the drive component 111 is connected to the reducer 14. The reducer 14 is mounted on the base 13 through the reducer mounting seat 141. The output end of the motor is connected to the lead screw through the pulley group 15. The pulley group 15 includes a synchronous belt 151 and two pulleys 152. The synchronous belt 151 is respectively engaged with the two pulleys 152 that are spaced apart. The output end of the motor is connected to one pulley 152 through the reducer 14, and the other pulley 152 is connected to the lead screw. In this way, the power of the motor can be transmitted to the lead screw through the reducer 14 and the pulley group 15 to realize the motor driving the lead screw to rotate. The two upper control arms 12 are symmetrically distributed relative to the steering knuckle in the front-rear direction, and both upper control arms 12 are rotatably connected to the steering knuckle in the vertical direction through control arm connecting seats 121. The control arm connecting seats 121 are rotatably connected to the steering knuckle through hinged ball joints 1211. The front and rear ends of the inner side of the control arm connecting seats 121 are rotatably connected to the two upper control arms 12 in the vertical direction, and the control arm connecting seats 121 are rotatably connected to the two upper control arms 12 through hinged pivots 1212.

[0052] Both ends of the lead screw are mounted on the base 13 via bearing assemblies 1135, and the guide rail 1132 of the linear slide rail is mounted on the bearing mounting seat 1136 of the bearing assembly 1135 via guide rail mounting seat 1134. The two sliders 1133 are connected to the two upper control arms 12 one-to-one via a control arm mounting seat 122. The control arm mounting seat 122 is provided with a connecting shaft 1221. The connecting shaft 1221 is rotatably connected to the two upper control arms 12 in the front-back direction via bushings 1222. The two lead screw nuts 1131 are connected to the corresponding control arm mounting seat 122 via a connecting plate 1137, and the two lead screw nuts 1131 are connected to the connecting plate 1137 via a nut mounting seat 1138, so that the two lead screw nuts 1131 are connected to the two sliders 1133 and the two upper control arms 12 at the same time.

[0053] Meanwhile, the guide rail mounting base 1134 and the bearing mounting base 1136 are respectively provided with two sets of limiting structures 16, which are used to limit the two sliders 1133 in the front and back direction, so as to control the maximum or minimum distance of the two upper control arms 12 during the movement.

[0054] In this embodiment, the two pulleys 152 are distributed vertically, as are the motor, reducer 14, and lead screw. This allows the drive structure 11 to occupy vertical space. The drive structure 11 can also be configured with other structures, the specific configuration chosen based on actual space requirements. Furthermore, the motor, reducer 14, and pulley assembly 15 can be powered by either end of the rotating component 112; the installation method is not limited and can be selected based on the space available in the actual vehicle chassis, thus accommodating the space requirements of different vehicle chassis.

[0055] And, as Figure 6 As shown, the plane formed by the axis of the rotating component 112 and the center line of the guide rail 1132 is parallel to the plane containing the axial directions of the two connecting shafts 1221. The distance between the plane containing the axial directions of the two connecting shafts 1221 and the center of the ball joint 1211 can be used as the equivalent length of the upper control arm 12. Figure 4 As shown, when the drive member 111 drives the rotating member 112 to rotate clockwise, the distance between the two upper control arms 12 can be increased, which reduces the equivalent length of the upper control arm 12. This causes the ball joint 1211 connected to the steering knuckle to have inward movement tension, thereby adjusting the camber angle of the wheel inward. Figure 5 As shown, when the drive member 111 drives the rotating member 112 to rotate counterclockwise, the distance between the two upper control arms 12 can be reduced, that is, the equivalent length of the upper control arm 12 can be increased, so that the ball joint 1211 connected to the steering knuckle has outward motion tension, so as to adjust the camber angle of the wheel outward.

[0056] Furthermore, the upper control arm 12 is rotatably connected to the connecting shaft 1221 connected to the control arm connecting seat 122 via the bushing 1222. In this way, the force on the upper control arm 12 can be decomposed into a first decomposed force parallel to the slider 1133 and a second decomposed force perpendicular to the slider 1133. The first decomposed force can be balanced with the frictional force between the slider 1133 and the rotating part 112. Moreover, the outward tilt adjustment mechanism 1 has a self-locking function to ensure the positional stability of the upper control arm 12.

[0057] The control structure 3 may include a main controller and a backup controller. The main controller and the backup controller communicate bidirectionally via a CAN bus to achieve data transmission between them. The backup controller is a redundant control structure. Under normal circumstances, the main controller is used to control the operation of the camber adjustment mechanism 1. When the main controller malfunctions, the backup controller will receive the malfunction information via the CAN bus. At this time, the backup controller starts to work to control the operation of the camber adjustment mechanism 1, thereby improving the reliability of the suspension control system 100.

[0058] Furthermore, control structure 3 can obtain the signals required for control from the CAN bus: steering wheel angle, lateral acceleration, vehicle speed, wheel travel, yaw rate, angle sensor readings, and longitudinal acceleration. The main controller and backup controller communicate bidirectionally via the CAN bus. Both the main controller and backup controller can control the operation of the drive components 111 of the camber adjustment mechanism 1 at each of the four wheels, specifically as follows: Figure 11 As shown.

[0059] The present invention also proposes a suspension control method.

[0060] According to the suspension control method of the present invention, the suspension control method is applicable to the suspension control system 100 of any of the above embodiments, and the suspension control method includes: S10: Obtain the vehicle's operating mode; S20: When the operating mode is the first driving mode, obtain the real-time yaw rate of the whole vehicle; S30: Calculate the target yaw rate based on the real-time steering wheel angle, and obtain the required wheel camber angle based on the real-time yaw rate and the target yaw rate; S40: Obtain the target wheel camber angles corresponding to both wheels based on the required wheel camber angle and the load weights of the left and right wheels; S50: Control the two sets of camber adjustment mechanisms 1 to adjust the wheels on both sides to the corresponding target wheel camber angle.

[0061] like Figure 7 As shown, in actual use, the vehicle's operating mode is first obtained. Based on the vehicle speed and steering wheel angle, when the vehicle's operating mode is the first driving mode, the real-time yaw rate of the entire vehicle is obtained. Then, based on the real-time steering wheel angle, the target yaw rate can be calculated. The required wheel camber angle is obtained by comparing the real-time yaw rate with the target yaw rate. Then, the target wheel camber angles corresponding to the two wheels can be obtained by using the required camber angle and the load weights of the left and right wheels. Thus, through the above five steps, the target wheel camber angles of the left and right wheels during vehicle operation can be calculated. Subsequently, the two sets of camber adjustment mechanisms 1 can be controlled to drive the wheels on both sides to switch to the corresponding target wheel camber angle to adapt to the driving needs of the vehicle in the first driving mode.

[0062] Furthermore, when the first driving mode is determined to be a high-speed steering mode based on vehicle speed and steering wheel angle, the real-time yaw rate of the vehicle is obtained to understand the actual situation of the vehicle. Through the above control method, in the high-speed steering mode, the two sets of camber adjustment mechanisms 1 can be controlled to adjust the wheels on both sides to the corresponding target wheel camber angles to adjust the optimal contact state between the wheels on both sides and the ground, thereby improving lateral grip and steering response, which can improve the vehicle's limit steering ability and improve vehicle handling stability. The entire process control structure 3 can be automatically adjusted according to the obtained parameters to effectively improve the stability and safety of vehicle driving.

[0063] like Figure 14As shown, in obtaining the required wheel camber angle, the target yaw rate can be compared with the actual yaw rate to obtain the yaw rate error. Inputting this error into control structure 3 yields the required wheel camber angle. In other words, control structure 3 can calculate the required wheel camber angle based on the yaw rate error. Furthermore, in high-speed steering mode, the vehicle is in a relatively high-speed steering state. At this time, depending on whether the vehicle is turning left or right, there will be a load transfer phenomenon between the left and right wheels: when turning left, the vertical load on the right wheel relatively increases, and the vertical load on the left wheel relatively decreases; when turning right, the vertical load on the left wheel relatively increases, and the vertical load on the right wheel relatively decreases. Therefore, based on the real-time changes in the load on the left and right wheels during vehicle movement, the wheel camber angle can be controlled in a timely and accurate manner by using the required wheel camber angle and the load weights of the left and right wheels.

[0064] The formula for calculating the target's yaw rate is as follows: ,in, The target yaw rate of the entire vehicle, For vehicle speed, Wheelbase Input the steering wheel angle. As a stability factor, This is the steering gear ratio. This refers to the steering wheel angle, and a one-to-one correspondence between the steering wheel angle and the steering wheel angle can also be obtained through calibration. For the overall vehicle quality, This is the distance from the center of gravity to the front axle. This is the distance from the center of gravity to the rear axle. For rear wheel lateral stiffness, This refers to the front wheel lateral stiffness.

[0065] Specifically, in the calculation formula In, among them, As a stability factor, For the overall vehicle quality, This is the distance from the center of gravity to the front axle. This is the distance from the center of gravity to the rear axle. For rear wheel lateral stiffness, For the front wheel lateral stiffness, Let the wheelbase be the distance between the front and rear axles. Substituting these values ​​into the formula above, the stability factor K is calculated. And in the calculation formula... middle, For vehicle speed, Input the steering wheel angle. This is the steering gear ratio. This refers to the steering wheel angle. Alternatively, a one-to-one correspondence between the steering wheel angle and the steering wheel angle can be obtained through calibration. After obtaining the above parameters and combining them with the stability coefficient calculated in the previous step, these values ​​are substituted into the above calculation formula to calculate the target yaw rate.

[0066] Thus, in high-speed steering mode, control structure 3 can calculate the target yaw rate corresponding to the real-time steering wheel angle when the vehicle is moving using the two calculation formulas mentioned above. This makes it easy to compare the target yaw rate with the real-time yaw rate of the whole vehicle, and calculate the required wheel camber angle based on the difference between the two, so as to facilitate subsequent calculation and control.

[0067] The formula for calculating the camber angle of the target wheel is as follows: ,in, This represents the load transfer between the left and right wheels of the front axle. The camber angle of the target's left wheel. The camber angle of the target's right wheel. The required wheel camber angle is given for control structure 3.

[0068] Specifically, in the calculation formula middle, The camber angle of the target's left wheel. This represents the load transfer between the left and right wheels of the front axle. To control the required wheel camber angle given by structure 3, these values ​​are substituted into the above calculation formula to calculate the target left wheel camber angle. And in the calculation formula... middle, Given the target right wheel camber angle, substitute multiple values ​​into the above calculation formula to calculate the target right wheel camber angle.

[0069] In the left turn, the vertical load on the right wheel increases relatively, while the vertical load on the left wheel decreases relatively. When turning right, the target left wheel camber angle is calculated by multiplying the load weight of the left wheel by the required camber angle, based on the changes in vertical load at the left and right wheels. Similarly, the target left wheel camber angle is calculated by multiplying the load weight of the right wheel by the required camber angle. Thus, in high-speed left turn mode, control structure 3 can adjust the left wheel to the target left wheel camber angle using the camber adjustment mechanism 1 located on the left, and the right wheel to the target right wheel camber angle using the camber adjustment mechanism 1 located on the right, based on the calculation results. This internal calculation by control structure 3 ensures accurate adjustment of the wheel camber angle by the camber adjustment mechanism 1, improving vehicle steering stability.

[0070] Furthermore, when the vehicle turns right, the vertical load on the left wheel increases relatively, while the vertical load on the right wheel decreases relatively. The change in vertical load between the left and right wheels during a right turn is the opposite of that during a left turn. That is, the load weights of the left and right wheels are different from those during a left turn. The target camber angle of the left wheel is calculated by multiplying the load weight of the left wheel by the required camber angle, and the target camber angle of the left wheel is calculated by multiplying the load weight of the right wheel by the required camber angle. In this way, in the high-speed right turn mode, the control structure 3 can control the camber angle adjustment mechanisms 1 located on the left and right sides to adjust the wheels on the left and right sides to the target camber angle according to the calculation results, so as to ensure the vehicle's steering stability.

[0071] Among them, the camber angle stiffness and the slip angle stiffness of the wheel are similar, both being related to the vertical load on the wheel, such as... Figure 15 The diagram shows the relationship between the camber stiffness of a wheel and the vertical load. It can be seen that the larger the vertical load, the greater the camber stiffness of the wheel. In high-speed steering, the vehicle is in a relatively high-speed steering state. At this time, depending on whether the vehicle is turning left or right, there will be a load transfer phenomenon between the left and right wheels: when turning left, the vertical load on the right wheel relatively increases, and the vertical load on the left wheel relatively decreases; when turning right, the vertical load on the left wheel relatively increases, and the vertical load on the right wheel relatively decreases. Therefore, the camber angles of the left and right wheels do not need to be exactly the same under high-speed steering conditions. Using the vehicle dynamics reference model, the load transfer during steering can be calculated using the following formula:

[0072] In the formula, This represents the load transfer between the left and right wheels of the front axle. This refers to the load transfer between the left and right rear axle wheels. For the sprung mass, It is lateral acceleration. This is the height of the center of mass at rest. Gravitational acceleration, Let be the roll radius of the sprung mass. For unsprung mass, The radius of the wheel's rolling motion. The wheelbase is the distance between the wheels. This represents the load transfer between the front and rear axles. If the longitudinal acceleration is zero during steering, then... =0, This is the longitudinal acceleration.

[0073] Therefore, using the above calculation formula, the load transfer amount between the left and right wheels of the front axle can be calculated. The load weights of the left and right wheels are calculated, and then the required wheel camber angles are calculated by combining the load weights of the left and right wheels with the load weights of the control structure 3. The target left wheel camber angle and the target right wheel camber angle can then be calculated.

[0074] like Figure 8 As shown, the suspension control method also includes: S60: When the operating mode is the second driving mode, detect the real-time wheel travel and real-time camber angle of the wheels; S70: Calculate the estimated camber angle and the estimated adjustment amount of the camber adjustment mechanism 1 corresponding to the estimated camber angle based on the real-time wheel travel. At the same time, obtain the error adjustment amount of the camber adjustment mechanism 1 based on the real-time camber angle and the error amount at 0° camber angle. S80: The camber adjustment mechanism 1 is controlled to adjust the corresponding wheel camber according to the estimated adjustment amount and the error adjustment amount.

[0075] In practical use, the vehicle's operating mode is first obtained. Based on the vehicle speed and steering wheel angle, when the vehicle's operating mode is determined to be the second driving mode, the detection structure 2 detects the real-time wheel travel and real-time camber angle. Then, based on the real-time wheel travel, the estimated camber angle can be calculated, and the corresponding estimated adjustment amount of the camber angle adjustment mechanism 1 is obtained. The control structure 3 can calculate the error adjustment amount of the camber angle adjustment mechanism 1 based on the error between the real-time camber angle and the 0° camber angle. Finally, the control structure 3 can control the camber angle adjustment mechanism 1 to adjust the corresponding wheel camber based on the estimated adjustment amount and the error adjustment amount. That is, by superimposing the estimated adjustment amount and the error adjustment amount, the actual output of the camber angle adjustment mechanism 1 can be obtained, thereby controlling the wheel camber. Among them, the estimated error amount can be the estimated motor output value, and the error adjustment amount can be the real-time motor output value. By superimposing the estimated motor output value and the real-time motor output value, the target motor output value can be obtained.

[0076] Thus, by taking the above steps, the real-time wheel travel and real-time camber angle of the wheels can be used to calculate the error between the vehicle and the target value during driving. This allows for more accurate control of the two sets of camber adjustment mechanisms 1 to control the wheels on both sides to camber outward, in order to meet the driving needs of the vehicle in the second driving mode.

[0077] Furthermore, when the second driving mode is determined to be high-speed straight-line mode based on vehicle speed and steering wheel angle, the overall vehicle camber control process is mainly as follows: Figure 13As shown, it is divided into feedforward control and feedback control. Feedforward control first obtains the relationship between wheel travel and camber angle through calibration on a test bench, including parallel wheel travel in the same direction and reverse wheel travel on both sides. Under different wheel travel conditions and travel, the displacement of guide rail 1132 can be calculated in advance to keep the wheel camber angle at 0°, thus obtaining the feedforward output of drive component 111. Feedback output is obtained from control structure 3. The angle sensor detects the actual camber angle of the wheel and subtracts it from the target wheel camber angle to obtain the error. This error is input to control structure 3 to obtain the feedback output of drive component 111. Finally, the feedforward output and feedback output are superimposed to obtain the actual output of drive component 111, thereby controlling wheel camber. The actual output of drive component 111 is the motor current, which can be obtained through the control structure.

[0078] In this way, by obtaining the real-time wheel travel and real-time camber angle of the vehicle's wheels, we can understand the actual situation of the vehicle. Furthermore, through the above control method, when the vehicle is in high-speed straight driving mode, we can control the two sets of camber angle adjustment mechanisms 1 to camber the wheels on both sides to keep the wheels in a zero camber angle state as much as possible. This can reduce the rolling friction resistance of the rolling wheels and thus improve the fuel economy of the entire vehicle.

[0079] like Figure 9 As shown, the suspension control method also includes: S90: When the operating mode is braking mode, control the camber adjustment mechanism 1 to adjust the camber angle of the corresponding wheel to the maximum negative direction.

[0080] Specifically, the braking status of the wheels can be detected by directly measuring the state of the braking components or indirectly analyzing the vehicle's dynamic response. For example, brake pedal signals and longitudinal acceleration sensor data can be acquired. When the displacement sensor at the brake pedal detects a pedal travel greater than 0, or when the longitudinal acceleration sensor detects a negative acceleration value, the vehicle can be determined to be in braking mode. When the vehicle is in braking mode, the control structure 3 controls the camber adjustment mechanism 1 to adjust the camber angle of the corresponding wheel to a negative camber angle, with the absolute value of the negative camber angle being the maximum value. In this way, by adjusting the wheel to a large negative camber angle in braking mode, the rolling friction resistance of the wheel will increase relative to a 0° camber angle, which can reduce the braking distance of the wheel and improve the braking safety of the entire vehicle. In braking mode, the camber adjustment mechanism 1 drives the two upper control arms 12 to move away from each other until they reach the limit state, at which point the wheel camber angle is negative and the absolute value is the maximum.

[0081] Furthermore, when the displacement sensor at the brake pedal detects that the pedal travel has decreased and returned to 0, or when the longitudinal acceleration sensor detects that the acceleration is positive or close to 0, it can be determined that the vehicle is in non-braking mode. When the vehicle is in non-braking mode, the vehicle can be in the first driving mode and the second driving mode mentioned above. The corresponding control structure 3 can control the camber adjustment mechanism 1 to adjust the camber angle of different wheels.

[0082] Thus, based on the three different control methods mentioned above, the control structure 3 can quickly and accurately control the camber adjustment mechanism 1 to adjust the wheel camber angle accordingly under different driving modes of the vehicle, so as to meet the driving safety requirements of the vehicle under different driving modes.

[0083] like Figure 10 As shown, the vehicle's operating mode is obtained as follows: S101: Detects real-time steering wheel angle and vehicle speed; S102: When V≤V T2 At that time, the vehicle's operating mode is determined to be low-speed straight-line mode; S103: When V≤V T2 And |δ|≥δ T2 At that time, the vehicle's operating mode is determined to be low-speed steering mode; S104: When V≥V T1 And |δ|≤δ T1 At that time, the vehicle's operating mode is determined to be the second driving mode; S105: When V≥V T1 And |δ|≥δ T2 At that time, the vehicle's operating mode is determined to be the first driving mode; Where, δ T1 δ is the first turning angle threshold. T2 V is the second turning angle threshold. T1 V is the first speed threshold. T2 Let δ be the second speed threshold, and satisfy: T1 <δ T2 V T1 >V T2 .

[0084] Specifically, by detecting the real-time steering wheel angle, it can be determined whether the vehicle is traveling straight or turning; by detecting the vehicle speed, it can be determined whether the vehicle is accelerating, decelerating, or traveling at a constant speed. Thus, the true driving state of the vehicle can be obtained. The steering wheel angle includes a first steering angle threshold value δ. T1 Second turning angle threshold δ T2 , and δ T1 <δ T2 When the real-time steering wheel angle |δ|≥δ is detected T2When the vehicle is determined to be in a turning state, and the real-time steering wheel angle |δ|≤δ is detected, it is determined that the vehicle is in a turning state. T1 At that time, it is determined that the vehicle is in a non-steering state and the vehicle speed includes the first speed threshold value V. T1 Second speed threshold V T2 And V T1 >V T2 When the vehicle speed V≤V is detected T2 When the vehicle is determined to be traveling at low speed, and V≥V is detected... T1 At that time, it is determined that the vehicle is traveling at high speed. Among them, δ T1 δ T2 V T1 V T2 It is a calibrated value, achieved by setting δ. T1 <δ T2 V T1 >V T2 It can determine the vehicle's operating status to prevent frequent switching between different operating modes.

[0085] In practical applications, V≤V T2 When the control structure 3 determines that the vehicle is in low-speed straight-line mode and the vehicle is in a safe and stable driving state, the control structure 3 controls the camber adjustment mechanism 1 to stop working and enter a self-locking state, when V≤V T2 And |δ|≥δ T2 When the vehicle is determined to be in low-speed steering mode, the control structure 3 controls the camber adjustment mechanism 1 to remain inactive and enter a self-locking state. Figure 12 As shown, when V≥V T1 And |δ|≥δ T2 When the vehicle is in high-speed steering mode, the control structure 3 will control the camber adjustment mechanisms 1 on both sides according to the control method in high-speed steering mode, so that the camber adjustment mechanisms 1 on both sides can drive the wheels on both sides to switch to the corresponding target wheel camber angle, when V≥V T1 And |δ|≤δ T1 When the vehicle is determined to be in high-speed straight driving mode, the control structure 3 will control the camber adjustment mechanism 1 on both sides according to the control method in high-speed straight driving mode, so that the camber adjustment mechanism 1 on both sides can drive the wheels on both sides to switch to a near-zero camber angle state.

[0086] Thus, by acquiring the vehicle's driving status, the control structure 3 can control the camber adjustment mechanisms 1 on both sides to switch the drive mode for the wheels on both sides according to different driving states. This allows for more accurate control of the vehicle's operation through active control methods, improving the vehicle's handling stability and safety. Furthermore, when the camber adjustment mechanism 1 is in self-locking mode, the drive component 111 is not working, reducing energy consumption. The self-locking does not affect normal driving, and the self-locking function of the camber adjustment mechanism 1 ensures safety in case of damage to the drive component 111.

[0087] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "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 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.

[0088] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A suspension control system, characterized in that, include: The camber adjustment mechanism (1) consists of two sets, and the two sets of the camber adjustment mechanism (1) are respectively connected to the steering knuckles corresponding to the wheels on the left and right sides, so as to adjust the camber angle of the corresponding wheels respectively. The detection structure (2) and the control structure (3) are used to detect the real-time steering angle of the steering wheel and to obtain the real-time yaw rate of the whole vehicle and to calculate the target yaw rate based on the real-time steering angle. The control structure (3) is configured to obtain the required wheel camber angle based on the real-time yaw rate and the target yaw rate in the first driving mode, and obtain the target wheel camber angle corresponding to the two wheels based on the required wheel camber angle and the load weight of the left and right wheels, and control the two sets of camber angle adjustment mechanisms (1) to adjust the wheels on both sides to the corresponding target wheel camber angle.

2. The suspension control system according to claim 1, characterized in that, The detection structure (2) is also used to detect the real-time wheel bounce and real-time camber angle of the wheel; The control structure (3) is also configured to calculate the estimated camber angle and the estimated adjustment amount of the camber angle adjustment mechanism (1) corresponding to the estimated camber angle based on the real-time wheel jump stroke in the second driving mode, and obtain the error adjustment amount of the camber angle adjustment mechanism (1) based on the error amount of the real-time camber angle and the 0° camber angle, and control the camber angle adjustment mechanism (1) to adjust the corresponding wheel camber based on the estimated adjustment amount and the error adjustment amount.

3. The suspension control system according to claim 1, characterized in that, The detection structure (2) is also used to detect the braking status of the wheels; The control structure (3) is also configured to control the camber adjustment mechanism (1) to adjust the camber angle of the corresponding wheel to the maximum negative direction during braking mode.

4. The suspension control system according to any one of claims 1-3, characterized in that, The camber adjustment mechanism (1) includes a drive structure (11) and two upper control arms (12). The drive structure (11) is connected to the steering knuckle of the wheel through the two upper control arms (12). The drive structure (11) is used to adjust the camber angle of the wheel when driving the two upper control arms (12) to move toward or away from each other.

5. The suspension control system according to claim 4, characterized in that, The drive structure (11) includes a drive member (111), a rotating member (112), and two linear motion components (113). The drive member (111) is poweredly connected to the rotating member (112) to drive the rotating member (112) to rotate. The two linear motion components (113) are respectively connected to the two upper control arms (12), and the two linear motion components (113) are poweredly connected to the rotating member (112) to drive the two linear motion components (113) to move closer to or further away from each other when the rotating member (112) rotates.

6. A suspension control method, characterized in that, The suspension control method is applicable to the suspension control system of any one of claims 1-5, and the suspension control method includes: Obtain the vehicle's operating mode; When the operating mode is the first driving mode, the real-time yaw rate of the whole vehicle is obtained; The target yaw rate is calculated based on the real-time steering wheel angle, and the required wheel camber angle is obtained based on the real-time yaw rate and the target yaw rate. The target wheel camber angles corresponding to both wheels are obtained based on the required wheel camber angle and the load weights of the left and right wheels. Control the two sets of camber adjustment mechanisms (1) to adjust the wheels on both sides to the corresponding target wheel camber angle.

7. The suspension control method according to claim 6, characterized in that, The formula for calculating the target yaw rate is as follows: ,in, The target yaw rate of the entire vehicle, For vehicle speed, Wheelbase Input the steering wheel angle. As a stability factor, This is the steering gear ratio. This refers to the steering wheel angle, and a one-to-one correspondence between the steering wheel angle and the steering wheel angle can also be obtained through calibration. For the overall vehicle quality, This is the distance from the center of gravity to the front axle. This is the distance from the center of gravity to the rear axle. For rear wheel lateral stiffness, This refers to the front wheel lateral stiffness. And / or, the formula for calculating the camber angle of the target wheel is: ,in, This represents the load transfer between the left and right wheels of the front axle. The camber angle of the target's left wheel. The camber angle of the target's right wheel. The required wheel camber angle is given for the control structure (3).

8. The suspension control method according to claim 6, characterized in that, The suspension control method further includes: When the operating mode is the second driving mode, the real-time wheel travel and real-time camber angle of the wheels are detected; The estimated camber angle and the estimated adjustment amount of the camber angle adjustment mechanism (1) corresponding to the estimated camber angle are calculated based on the real-time wheel travel. At the same time, the error adjustment amount of the camber angle adjustment mechanism (1) is obtained based on the error amount of the real-time camber angle and the 0° camber angle. The camber adjustment mechanism (1) is controlled to adjust the corresponding wheel camber according to the estimated adjustment amount and the error adjustment amount.

9. The suspension control method according to claim 6, characterized in that, The suspension control method further includes: When the operating mode is braking mode, the camber adjustment mechanism (1) is controlled to adjust the camber angle of the corresponding wheel to the maximum negative direction.

10. The suspension control method according to claim 6, characterized in that, The method for obtaining the vehicle's operating mode includes: Detects real-time steering wheel angle and vehicle speed; When V≤V T2 At that time, the vehicle's operating mode is determined to be low-speed straight-line mode; When V≤V T2 And |δ|≥δ T2 At that time, the vehicle's operating mode is determined to be low-speed steering mode; When V≥V T1 And |δ|≤δ T1 At that time, the vehicle's operating mode is determined to be the second driving mode; When V≥V T1 And |δ|≥δ T2 At that time, the vehicle's operating mode is determined to be the first driving mode; Where, δ T1 δ is the first turning angle threshold. T2 V is the second turning angle threshold. T1 V is the first speed threshold. T2 Let δ be the second speed threshold, and satisfy: T1 <δ T2 V T1 >V T2 .

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