A torsional moment determination method and device, a vehicle control unit, and a vehicle

Abstract

The application provides a torsional moment determination method and device, a vehicle control unit and a vehicle, and belongs to the technical field of automobiles. The method comprises the following steps: acquiring the vehicle speed and steering wheel angle of a vehicle; determining the lateral acceleration prediction value when the vehicle is in a roll state based on the vehicle speed and steering wheel angle; determining the feedforward torsional moment based on the lateral acceleration prediction value; and determining the target torsional moment of the active stabilizer bar of the vehicle based on the feedforward torsional moment. The above method predicts the lateral acceleration when the vehicle is in a roll state through the vehicle speed and steering wheel angle before the vehicle is in a roll state, and then determines the feedforward torsional moment. The feedforward torsional moment prevents the vehicle from being in a serious roll state and reduces the safety risk of the vehicle when turning.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and in particular to a method, apparatus, vehicle controller, and vehicle for determining torsional torque. Background Technology

[0002] When a vehicle turns, it will tilt to the outside of the curve due to centrifugal force.

[0003] Currently, vehicles are typically equipped with active stabilizer bars. By applying a torsional moment to the active stabilizer bar in the opposite direction to the vehicle's roll, the stabilizer bar undergoes torsional deformation, thereby generating a downward pulling force at its inner end and an upward thrust at its outer end. These two forces work together to resist vehicle roll.

[0004] However, the relevant technology relies on determining the torsional moment based on the vehicle's roll angle and roll rate after a roll has occurred, resulting in a fixed delay between the application of the torsional moment and the occurrence of the roll. In situations such as high-speed cornering or emergency obstacle avoidance, a vehicle may experience severe roll within a short period. If the torsional moment cannot be determined in time, it could lead to a rollover or other safety accidents. Summary of the Invention

[0005] This application provides a method, apparatus, vehicle controller, and vehicle for determining torsional torque, which can prevent severe vehicle roll and reduce safety risks during cornering by using feedforward torsional torque. The technical solution is as follows: On the one hand, a method for determining torsional moment is provided, the method including; Obtain the vehicle's speed and steering wheel angle; Based on vehicle speed and steering wheel angle, the predicted lateral acceleration value when the vehicle rolls is determined; The feedforward torsional moment is determined based on the predicted lateral acceleration. The target torsional moment of the vehicle's active stabilizer bar is determined based on the feedforward torsional moment.

[0006] In some embodiments, determining the predicted lateral acceleration when the vehicle rolls is based on vehicle speed and steering wheel angle, including: The front wheel steering angle of the vehicle is determined based on the steering wheel angle and the vehicle's steering angle transmission ratio. Based on the front wheel steering angle, vehicle speed, and wheelbase, determine the theoretical value of the vehicle's lateral acceleration; The theoretical value of lateral acceleration is corrected based on the vehicle's lateral slip correction coefficient to obtain the predicted value of lateral acceleration when the vehicle rolls. The lateral slip correction coefficient is determined based on the vehicle speed and the vehicle's dynamic parameters.

[0007] In some embodiments, determining the feedforward torsional moment based on predicted lateral acceleration includes: The lateral inertial force of the vehicle is determined based on the predicted lateral acceleration and the vehicle's body mass. The vehicle's roll moment is determined based on lateral inertial force and the vehicle's body roll arm. The feedforward torsional moment is determined based on the roll moment and the feedforward gain coefficient of the vehicle's active stabilizer bar.

[0008] In some embodiments, determining the target torsional moment of the vehicle's active stabilizer bar based on the feedforward torsional moment includes: The target torsional moment of the vehicle's active stabilizer bar is determined based on the feedforward torsional moment and the feedback torsional moment.

[0009] In some embodiments, before determining the target torsional moment of the vehicle's active stabilizer bar based on the feedforward torsional moment and the feedback torsional moment, the method further includes: Obtain the vehicle's actual roll angle and actual roll rate; The feedback torsional torque is determined based on the actual roll angle and actual roll angular velocity.

[0010] In some embodiments, determining the feedback torsional moment based on the actual roll angle and the actual roll rate includes: The roll angle deviation of the vehicle is determined based on the actual roll angle and the target roll angle, and the rate of change of the roll angle deviation is determined based on the actual roll angular velocity. The proportional torque is obtained by proportionally calculating the roll angle deviation based on the vehicle's proportional gain coefficient, and the differential torque is obtained by differentially calculating the deviation change rate based on the vehicle's differential gain coefficient. The feedback torsional torque is determined based on the proportional torque and the differential torque.

[0011] In some embodiments, determining the target torsional moment of the vehicle's active stabilizer bar based on the feedforward torsional moment and the feedback torsional moment includes: The target torsional moment of the active stabilizer is determined based on the feedforward torsional moment, the feedback torsional moment, and the coupling coefficient of the vehicle's active stabilizer bar.

[0012] In some embodiments, before determining the target torsional moment of the active stabilizer based on the feedforward torsional moment, the feedback torsional moment, and the coupling coefficient of the vehicle's active stabilizer, the method further includes: Obtain the first vertical displacement distance of the left suspension of the vehicle, and obtain the second vertical displacement distance of the right suspension of the vehicle; The vehicle's bump coefficient is determined based on the first displacement distance and the second displacement distance, and the vehicle's steering coefficient is determined based on the steering wheel angle. The coupling coefficient of the vehicle's active stabilizer bar is determined based on the bump coefficient and steering coefficient.

[0013] On the other hand, a device for determining torsional moment is provided, the device comprising: The data acquisition unit is configured to acquire the vehicle's speed and steering wheel angle; The acceleration prediction unit is configured to determine the predicted lateral acceleration value when the vehicle rolls, based on the vehicle speed and steering wheel angle. The feedforward torque determination unit is configured to determine the feedforward torsional torque based on the predicted lateral acceleration value; The target torque determination unit is configured to determine the target torsional torque of the vehicle's active stabilizer bar based on the feedforward torsional torque.

[0014] In some embodiments, the acceleration prediction unit is configured to determine the front wheel steering angle of the vehicle based on the steering wheel angle and the vehicle's steering angle transmission ratio; Based on the front wheel steering angle, vehicle speed, and wheelbase, determine the theoretical value of the vehicle's lateral acceleration; The theoretical value of lateral acceleration is corrected based on the vehicle's lateral slip correction coefficient to obtain the predicted value of lateral acceleration when the vehicle rolls. The lateral slip correction coefficient is determined based on the vehicle speed and the vehicle's dynamic parameters.

[0015] In some embodiments, the feedforward torque determination unit is configured to determine the lateral inertial force of the vehicle based on the predicted lateral acceleration and the vehicle's body mass. The vehicle's roll moment is determined based on lateral inertial force and the vehicle's body roll arm. The feedforward torsional moment is determined based on the roll moment and the feedforward gain coefficient of the vehicle's active stabilizer bar.

[0016] In some embodiments, the target torque determination unit is configured to determine the target torsional torque of the vehicle's active stabilizer bar based on the feedforward torsional torque and the feedback torsional torque.

[0017] In some embodiments, the target torque determination unit is configured to acquire the vehicle’s actual roll angle and actual roll rate. The feedback torsional torque is determined based on the actual roll angle and actual roll angular velocity.

[0018] In some embodiments, the target torque determination unit is configured to determine the roll angle deviation of the vehicle based on the actual roll angle and the target roll angle, and to determine the rate of change of the roll angle deviation based on the actual roll angular velocity. The proportional torque is obtained by proportionally calculating the roll angle deviation based on the vehicle's proportional gain coefficient, and the differential torque is obtained by differentially calculating the deviation change rate based on the vehicle's differential gain coefficient. The feedback torsional torque is determined based on the proportional torque and the differential torque.

[0019] In some embodiments, the target torque determination unit is configured to determine the target torsional torque of the active stabilizer bar based on the feedforward torsional torque, the feedback torsional torque, and the coupling coefficient of the vehicle's active stabilizer bar.

[0020] In some embodiments, the target torque determination unit is configured to acquire a first displacement distance of the left suspension of the vehicle in the vertical direction and a second displacement distance of the right suspension of the vehicle in the vertical direction. The vehicle's bump coefficient is determined based on the first displacement distance and the second displacement distance, and the vehicle's steering coefficient is determined based on the steering wheel angle. The coupling coefficient of the vehicle's active stabilizer bar is determined based on the bump coefficient and steering coefficient.

[0021] On the other hand, a vehicle controller is provided, which includes a main control module, a processor and a memory. The memory is used to store at least one computer program, which is loaded and executed by the processor to implement the method for determining torsional torque in the embodiments of this application.

[0022] On the other hand, a vehicle is provided, which includes a vehicle controller for executing the method for determining torsional torque in the embodiments of this application.

[0023] On the other hand, a computer-readable storage medium is provided for storing at least one computer program, which is loaded and executed by a processor to implement the method for determining torsional torque in the embodiments of this application.

[0024] On the other hand, a computer program product is provided, including a computer program that is executed by a processor to implement the method for determining torsional torque in the embodiments of this application.

[0025] This application provides a method for determining torsional torque. Before a vehicle rolls, the lateral acceleration at the time of roll is predicted by the vehicle speed and steering wheel angle, and then the feedforward torsional torque is determined. The feedforward torsional torque is used to prevent the vehicle from rolling severely and to reduce the safety risks when the vehicle is turning. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 This is a schematic diagram illustrating the implementation environment of a method for determining torsional moment according to an embodiment of this application; Figure 2 This is a flowchart of a method for determining torsional moment according to an embodiment of this application; Figure 3 This is a flowchart of a method for determining torsional moment according to an embodiment of this application; Figure 4 This is a flowchart of a method for determining torsional moment according to an embodiment of this application; Figure 5 This is a block diagram of a torsional torque determination device according to an embodiment of this application; Figure 6 This is a schematic diagram of the structure of a vehicle controller provided according to an embodiment of this application. Detailed Implementation

[0028] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0029] In this application, the terms "first", "second", etc. are used to distinguish identical or similar items with essentially the same function. It should be understood that there is no logical or temporal dependency between "first", "second", and "nth", nor is there any limitation on the quantity or execution order.

[0030] In this application, the term "at least one" means one or more, and "multiple" means two or more.

[0031] It should be noted that the information, data (including but not limited to vehicle speed, steering wheel angle, etc.) and signals involved in this application are all authorized by the user or fully authorized by all parties, and the collection, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions.

[0032] Figure 1 This is a schematic diagram illustrating the implementation environment of a method for determining torsional moment according to an embodiment of this application. See also... Figure 1 The implementation environment is in vehicle 101, which is equipped with wheels 1011, wheel speed sensors 1012, steering wheel 1013, steering angle sensor 1014, ECU (Electronic Control Unit) 1015, vehicle controller 1016, and active stabilizer bar 1017.

[0033] Each wheel 1011 is equipped with a wheel speed sensor 1012, which collects signals related to wheel rotation speed. A steering angle sensor 1014 is located near the steering wheel 1013, which collects signals related to steering wheel angle. The ECU 1015 receives signals from the sensors and processes them to obtain vehicle speed and steering wheel angle. The vehicle controller 1016 communicates with the ECU 1015 via a CAN (Controller Area Network) bus. Accordingly, when the vehicle 101 turns, the vehicle controller 1016 can acquire data such as vehicle speed and steering wheel angle sent by the ECU 1015, and then determine the feedforward torsional torque of the active stabilizer bar 1017 based on the acquired data.

[0034] Figure 2 This is a flowchart of a method for determining torsional torque according to an embodiment of this application. This method is executed by the vehicle's overall controller. Figure 2 As shown, the method for determining this torsional moment includes the following steps: S201, obtain the vehicle speed and steering wheel angle.

[0035] In this embodiment, the vehicle controller continuously acquires the vehicle speed and steering wheel angle during vehicle operation. The vehicle speed can be acquired using wheel speed sensors installed near the wheels, and the steering wheel angle can be acquired using steering angle sensors installed near the steering wheel.

[0036] The wheel speed sensor includes a toothed ring that rotates synchronously with the wheel and a stationary sensing head. When the wheel rotates, the teeth on the toothed ring sweep across the sensing head sequentially, causing a periodic change in the magnetic field inside the sensing head, thus generating a pulse signal. The frequency of this pulse signal is proportional to the wheel rotation speed. The wheel speed sensor sends the pulse signal to the ECU. The ECU determines the frequency of the pulse signal by counting the pulses, and then, combined with the wheel radius and the number of teeth on the toothed ring inside the wheel speed sensor, determines the linear velocity of the wheel. Since there are four wheels in a vehicle, and wheel speed sensors are installed near each wheel, after obtaining the linear velocities of each wheel, the ECU needs to comprehensively judge the four linear velocities based on the vehicle's driving state to ultimately determine the vehicle speed, which is then sent to the vehicle controller via the CAN bus. For example, when the vehicle is accelerating or traveling at a constant speed, the drive wheels may slip, causing the linear velocity of the drive wheels to be higher than the actual vehicle speed. Therefore, the vehicle speed can be determined based on the minimum linear velocity among the four. When a vehicle turns, the trajectory of the outer wheel is greater than that of the inner wheel, meaning the linear velocity of the outer wheel is higher than that of the inner wheel. Therefore, the ECU can calculate the longitudinal speed at the vehicle's center of gravity based on the linear velocities of the four wheels and determine this longitudinal speed as the vehicle's speed.

[0037] The steering angle sensor contains a magnetic ring and a chip. The magnetic ring rotates with the steering wheel, causing a change in the direction of the magnetic field at the chip's location. By detecting this change in magnetic field direction, an electrical signal is generated. The steering angle sensor sends this signal to the ECU (Electronic Control Unit). The ECU analyzes the signal to determine the absolute steering angle of the steering wheel. Based on the absolute angle, it determines the number of revolutions the steering wheel has made and the direction of rotation, ultimately determining the steering wheel angle. This final steering angle is then transmitted to the vehicle controller via the CAN bus.

[0038] S202 determines the predicted lateral acceleration value when the vehicle rolls, based on vehicle speed and steering wheel angle.

[0039] In this embodiment, after the vehicle controller obtains the vehicle speed and steering wheel angle, it calculates the predicted lateral acceleration value when the vehicle tilts at that speed and steering wheel angle. Lateral acceleration refers to the acceleration pointing towards the inside of the curve when the vehicle is turning, and the predicted lateral acceleration value is the lateral acceleration predicted based on the vehicle speed and steering wheel angle before the vehicle tilts.

[0040] Lateral acceleration can be defined using Formula 1: Formula 1: ; in, Indicates acceleration, subscript The direction of acceleration is indicated by the Y-axis (the vehicle's lateral axis) in the vehicle coordinate system, pointing towards the inside of the curve. (Subscript) This indicates that the acceleration is a predicted value, therefore, This represents the predicted lateral acceleration value; Indicates vehicle speed; Indicates the turning radius. Determined by the steering wheel angle; the larger the steering wheel angle, the better. The smaller the value, the better. Therefore, before the vehicle tilts, the lateral acceleration at the time of tilt can be predicted based on the vehicle speed and steering wheel angle. The vehicle coordinate system in this embodiment is a coordinate system established with the vehicle's center of mass as the origin. Its X-axis is the longitudinal axis of the vehicle, i.e., the direction of vehicle movement; its Y-axis is the lateral axis of the vehicle; and its Z-axis is the vertical axis of the vehicle, perpendicular to the ground and pointing upwards.

[0041] S203, the feedforward torsional moment is determined based on the predicted lateral acceleration value.

[0042] In this embodiment, the feedforward torsional torque refers to the torsional torque pre-calculated based on feedforward signals such as vehicle speed and steering wheel angle before the vehicle rolls. Torque is a physical quantity used to describe the rotation of an object about a certain axis; its value is the product of the force acting on the object and the lever arm, where the lever arm is the perpendicular distance between the line of action of the force and the axis of rotation. Torsional torque is a specific form of torque, referring to the torque that causes an object to undergo torsional deformation about its own axis. In this embodiment, it refers to the torque that causes the active stabilizer bar to undergo torsional deformation about its own axis.

[0043] When a vehicle turns, the body generates lateral inertial force under the action of lateral acceleration, which forms a roll moment relative to the vehicle's roll center. In order to compensate for this roll moment in advance before roll occurs, the embodiments of this application determine the feedforward torsional moment based on the predicted value of lateral acceleration. Here, the body refers to the part of the vehicle supported by the suspension, which is a mechanical system that connects the wheels and the body and is mounted above the wheels.

[0044] S204 determines the target torsional moment of the vehicle's active stabilizer bar based on the feedforward torsional moment.

[0045] In this embodiment, the vehicle controller, based on the determined feedforward torsional torque, further determines the target torsional torque to be applied to the active stabilizer bar. The target torsional torque can be the feedforward torsional torque, or it can be the torque resulting from combining the feedforward torsional torque and the feedback torsional torque.

[0046] The active stabilizer bar refers to the active roll control system installed on the vehicle chassis. It mainly consists of a left half-bar, a right half-bar, and an actuator. The left half-bar connects to the left side of the vehicle's suspension to transmit torsional torque; the right half-bar connects to the right side of the vehicle's suspension to transmit torsional torque. The actuator is located between the left and right half-bars, connecting them and outputting the target torsional torque. The feedback torsional torque is determined based on the vehicle's current actual roll angle and actual roll rate. The actual roll angle refers to the angle of tilt of the vehicle body relative to the horizontal plane around its longitudinal axis; the actual roll rate is the rate of change of the vehicle body's actual roll angle over time, used to represent the speed at which the vehicle body tilts around its longitudinal axis. By combining the feedforward torsional torque and the feedback torsional torque, the vehicle's existing roll attitude and roll trend can be corrected based on the feedforward torsional torque.

[0047] After determining the target torsional moment, the vehicle controller sends the target torsional moment to the actuator of the active stabilizer bar. The actuator outputs the target torsional moment and applies it to the active stabilizer bar, causing a relative torsional tendency between the left and right halves of the stabilizer bar. This relative torsional tendency is transmitted to the left and right suspensions through the two ends of the active stabilizer bar, causing the left and right suspensions to generate opposite forces in the vertical direction. That is, the suspension on the outside of the curve is compressed downward, and the suspension on the inside of the curve is stretched upward, thus forming an anti-roll moment at the body level. The anti-roll moment is equal in magnitude and opposite in direction to the roll moment, and is used to resist vehicle roll.

[0048] This application provides a method for determining torsional torque. Before a vehicle rolls, the lateral acceleration at the time of roll is predicted by the vehicle speed and steering wheel angle, and then the feedforward torsional torque is determined. The feedforward torsional torque is used to prevent the vehicle from rolling severely and to reduce the safety risks when the vehicle is turning.

[0049] The above embodiment describes predicting the lateral acceleration when the vehicle rolls based on vehicle speed and steering wheel angle, determining the feedforward torsional moment based on the lateral acceleration, and then determining the target torsional moment of the active stabilizer bar based on the feedforward torsional moment. Based on this, Figure 3 This is a flowchart of another method for determining torsional torque according to an embodiment of this application. The method describes a method for calculating feedforward torsional torque, and, based on the feedforward torsional torque, combining it with feedback torsional torque to determine a target torsional torque. This method is executed by the vehicle's overall controller. Figure 3 As shown, the method for determining this torsional moment includes the following steps: S301, obtain the vehicle speed and steering wheel angle.

[0050] Please refer to step S201 for the specific process, which will not be repeated here.

[0051] S302 determines the front wheel steering angle of the vehicle based on the steering wheel angle and the vehicle's steering angle transmission ratio.

[0052] In this embodiment, after acquiring the steering wheel angle, the vehicle controller obtains the ratio of the steering wheel angle to the vehicle's steering angle transmission ratio, and determines this ratio as the vehicle's front wheel angle. The steering angle transmission ratio is the ratio between the steering wheel angle and the front wheel angle, determined by the mechanical structure of the vehicle's steering system. It is a calibrated parameter in the vehicle and pre-stored in the vehicle controller. The front wheel angle refers to the angle through which the vehicle's front wheels rotate relative to the vehicle's longitudinal axis.

[0053] The steering angle transmission ratio can be defined using Formula 2: Formula 2: ; Among them, subscript Indicates a turning action. Indicates steering angle and gear ratio; subscript Indicates steering wheel, Indicates the steering wheel angle; Indicates forward, Indicates the front wheel steering angle.

[0054] Therefore, given the steering wheel angle, formula three can be used to calculate the front wheel angle: Formula 3: .

[0055] As shown in Formula 1, lateral acceleration is related to the vehicle's turning radius, which is determined by the steering wheel angle. However, after passing through the transmission mechanism, the steering wheel angle is significantly reduced by the time it reaches the wheels. Therefore, the physical quantity that truly changes the wheel direction and causes the vehicle to turn is the front wheel angle. In other words, the front wheel angle determines the size of the vehicle's turning radius, and consequently, the magnitude of the lateral acceleration. Therefore, the steering wheel angle must be converted to the front wheel angle before subsequent calculations of lateral acceleration can be performed.

[0056] S303 determines the theoretical value of the vehicle's lateral acceleration based on the front wheel angle, vehicle speed, and wheelbase.

[0057] In this embodiment, the front wheel steering angle, vehicle speed, and wheelbase are substituted into Formula 4 to obtain the theoretical value of the vehicle's lateral acceleration. Here, wheelbase refers to the vertical distance between the center lines of the front and rear axles. The front axle center line is a transverse virtual straight line connecting the centers of the left and right front wheels, and the rear axle center line is a transverse virtual straight line connecting the centers of the left and right rear wheels. The theoretical value of lateral acceleration refers to the lateral acceleration generated by the vehicle due to its geometric motion under ideal conditions assuming perfectly rigid tires with no lateral deformation.

[0058] Formula 4: ; in, subscript This indicates that the acceleration is a theoretical value. This represents the theoretical value of lateral acceleration; This indicates the wheelbase of the vehicle.

[0059] S304 corrects the theoretical value of lateral acceleration based on the vehicle's lateral slip correction coefficient to obtain the predicted value of lateral acceleration when the vehicle rolls. The lateral slip correction coefficient is determined based on the vehicle speed and the vehicle's dynamic parameters.

[0060] In this embodiment of the application, the vehicle controller pre-determines the lateral correction coefficient based on the vehicle speed and the vehicle's power parameters. After determining the theoretical value of lateral acceleration, it corrects the theoretical value of lateral acceleration based on the lateral correction coefficient. That is, it obtains the product between the current lateral correction coefficient of the vehicle and the theoretical value of lateral acceleration, and determines the product as the predicted value of lateral acceleration when the vehicle rolls.

[0061] The lateral deviation correction coefficient is used to quantify the degree of deviation between the actual turning radius of a vehicle and the ideal turning radius under ideal conditions. In reality, tires are elastic bodies and will undergo lateral deformation under the action of lateral inertial forces, causing the actual turning radius of the vehicle to deviate from the ideal turning radius.

[0062] Vehicle dynamic parameters include wheelbase, vehicle mass, the perpendicular distance between the vehicle's center of gravity and the front axle centerline, the perpendicular distance between the center of gravity and the rear axle centerline, front axle lateral stiffness, and rear axle lateral stiffness. Vehicle mass refers to the total vehicle weight; lateral stiffness refers to the lateral force required for a tire to generate a unit slip angle, used to quantify the tire's ability to resist lateral deformation, and is calibrated based on real-vehicle testing before the vehicle leaves the factory. Therefore, front axle lateral stiffness is the sum of the lateral stiffness of the left front tire and the right front tire, and rear axle lateral stiffness is the sum of the lateral stiffness of the left rear tire and the right rear tire.

[0063] The lateral deviation correction factor is calculated based on Formula 5: Formula 5: ; in, Indicates the lateral deviation correction factor; Indicates vehicle mass; Indicates the vehicle's wheelbase. , Indicates forward, This represents the perpendicular distance between the center of gravity and the front axle centerline. Indicates the front axle lateral stiffness. Indicates backward, This represents the perpendicular distance between the center of mass and the rear axle centerline. This indicates the rear axle lateral stiffness.

[0064] S305 determines the lateral inertial force of the vehicle based on the predicted lateral acceleration and the vehicle's body mass.

[0065] In this embodiment of the application, the predicted value of lateral acceleration and the product of the vehicle's body mass are obtained based on Formula 6, and the product is determined as the lateral inertial force of the vehicle.

[0066] Formula Six: ; in, This represents the lateral inertial force of the vehicle. Indicates the car body. The vehicle body mass refers to the portion of a vehicle's mass supported by the suspension. This includes the mass of the body shell, interior, passengers, cargo, and all other objects mounted on the suspension. When a vehicle turns, the actual body roll occurs above the suspension, while the portion below the suspension moves with the wheels and does not participate in the roll. Therefore, the lateral inertial force is determined based on the vehicle body mass.

[0067] S306 determines the vehicle's roll moment based on lateral inertial force and the vehicle's body roll arm.

[0068] In this embodiment of the application, the product of the lateral inertial force and the vehicle body roll arm is obtained based on Formula 7, and the product is determined as the vehicle roll moment.

[0069] Formula 7: ; in, Indicates the roll moment; The roll arm of the vehicle body is the vertical distance from the center of mass of the vehicle body to the roll center. It is a parameter that has been calibrated in the vehicle and is stored in advance in the vehicle controller.

[0070] S307 determines the feedforward torsional moment based on the roll moment and the feedforward gain coefficient of the vehicle's active stabilizer bar.

[0071] In this embodiment of the application, the product of the roll moment and the feedforward gain coefficient of the active stabilizer bar is obtained based on Formula 8, and the product is determined as the feedforward torsional moment.

[0072] Formula 8: ; Among them, subscript Indicates a feedforward system. Indicates the feedforward torsional moment. This represents the feedforward gain coefficient of the active stabilizer bar. The feedforward gain coefficient is the conversion factor that converts roll moment into feedforward torsional moment. It is a parameter that has been calibrated in the vehicle and is pre-stored in the vehicle controller.

[0073] Since the roll moment is the actual torque acting on the vehicle body in the physical sense, while the feedforward torsional moment is the torque output by the actuator of the active stabilizer bar, the actual anti-roll moment acting on the vehicle body will be less than the feedforward torsional moment after being transmitted through multiple stages such as the reducer and the torsion of the active stabilizer bar. Therefore, in order to make the final anti-roll moment acting on the vehicle body able to compensate for the roll moment, it is necessary to compensate for the roll moment through the feedforward gain coefficient to obtain the feedforward torsional moment.

[0074] S308, obtains the vehicle's actual roll angle and actual roll rate.

[0075] In this embodiment, the vehicle controller acquires the vehicle's actual roll angle and actual roll rate during the calculation of the feedforward torsional torque based on vehicle speed and steering wheel angle, and determines the feedback torsional torque based on the actual roll angle and actual roll rate. The actual roll rate can be obtained from a three-axis gyroscope in the vehicle, and the actual roll angle can be obtained by fusing data measured by the three-axis accelerometer and the three-axis gyroscope in the vehicle.

[0076] The three-axis gyroscope is based on the Coriolis effect. When the vehicle body rotates around its longitudinal axis, the vibrating mass inside the three-axis gyroscope is displaced by the Coriolis force, causing a change in capacitance or voltage signal. After amplification, filtering, and analog-to-digital conversion by the internal circuitry of the three-axis gyroscope, the change is converted into a digital signal proportional to the vehicle body's rotational angular velocity. Based on this digital signal, the vehicle body's rotational angular velocity, i.e., the roll rate, can be determined and transmitted to the vehicle controller via the CAN bus. The Coriolis effect states that an object moving in a rotating reference frame experiences a force perpendicular to its direction of motion. The three-axis gyroscope utilizes this effect to convert the vehicle body's rotational angular velocity into the displacement of the vibrating mass.

[0077] A triaxial accelerometer is used to detect the component of gravitational acceleration along the vehicle's lateral axis. When the vehicle is level, gravity acts entirely on the vehicle's vertical axis, and the component of gravity along the lateral axis is zero. When the vehicle tilts, gravity produces a component along the lateral axis, and the ratio of this component to the gravitational acceleration determines the vehicle's tilt angle relative to the horizontal plane. However, since the vehicle's lateral acceleration also produces a component along the lateral axis, it interferes with the triaxial accelerometer's detection results, leading to inaccurate tilt angles. Therefore, a Kalman filter algorithm is used to fuse the tilt angle calculated by the triaxial accelerometer and the angular velocity measured by the triaxial gyroscope to eliminate the interference of lateral acceleration on the triaxial accelerometer. The fused result is the vehicle's actual tilt angle, which is sent to the vehicle controller via the CAN bus.

[0078] S309 determines the feedback torsional torque based on the actual roll angle and actual roll rate.

[0079] In this embodiment, the actual roll angle is used to reflect the current roll posture of the vehicle, and the actual roll angular velocity is used to reflect the current roll trend of the vehicle. Based on the actual roll angle and the actual roll angular velocity, a feedback torsional torque is determined so as to correct the existing tilt posture and tilt trend based on the feedforward torsional torque.

[0080] In some embodiments, the roll angle deviation of the vehicle is determined based on the actual roll angle and the target roll angle, and the rate of change of the roll angle deviation is determined based on the actual roll angular velocity; the roll angle deviation is proportionally calculated according to the vehicle's proportional gain coefficient to obtain the proportional torque, and the rate of change of the deviation is differentially calculated according to the vehicle's differential gain coefficient to obtain the differential torque; the feedback torsional torque is determined based on the proportional torque and the differential torque.

[0081] The roll angle deviation can be calculated based on Formula 9: Formula Nine: ; in, Indicates the actual roll angle; subscript Indicates the target value or expected value. This represents the target roll angle, which can take a value of 0. Therefore, the roll angle deviation... for .

[0082] The rate of change of deviation can be calculated based on Formula 10: Formula 10: ; in, This represents the rate of change of the roll angle deviation. This represents the actual roll rate.

[0083] The proportional torque can be calculated based on Formula 11: Formula 11: ; Among them, subscript Indicates the proportion term. Indicates proportional torque. This represents the proportional gain coefficient, used to control the proportional gain in the feedback system. It is a parameter that has been calibrated in the vehicle and is pre-stored in the vehicle controller.

[0084] The differential torque can be calculated based on Formula Twelve: Formula 12: ; Among them, subscript Represents the differential term. Represents differential torque. This represents the differential gain coefficient, used to control the differential gain in the feedback system. It is a parameter that has been calibrated in the vehicle and is pre-stored in the vehicle controller.

[0085] The feedback torsional moment is calculated based on Formula Thirteen: Formula Thirteen: ; Among them, subscript Indicates a feedback system. This indicates the feedback torsional torque.

[0086] S310 determines the target torsional moment of the vehicle's active stabilizer bar based on the feedforward torsional moment and the feedback torsional moment.

[0087] In this embodiment, the vehicle controller obtains the sum of the feedforward torsional torque and the feedback torsional torque based on Formula Fourteen, determines the sum as the target torsional torque of the vehicle's active stabilizer bar, and sends the target torsional torque to the actuator of the active stabilizer bar so that the actuator outputs the target torsional torque, thereby applying the target torsional torque to the active stabilizer bar.

[0088] Formula Fourteen: ; Among them, subscript Indicate the goal, This indicates the target torsional moment.

[0089] This application provides a method for determining torsional torque. Before a vehicle rolls, the lateral acceleration at the time of roll is predicted based on vehicle speed and steering wheel angle, thereby determining a feedforward torsional torque. This feedforward torsional torque is used to prevent severe roll and reduce safety risks during cornering. Simultaneously with determining the feedforward torsional torque, a feedback torsional torque is determined based on the vehicle's current actual roll angle and actual roll angular velocity to correct existing roll posture and tendency. By superimposing the feedforward and feedback torsional torques, a target torsional torque is obtained, enabling the active stabilizer bar to both output a predictive torque before roll occurs and correct for roll based on the actual posture after roll has occurred.

[0090] The above embodiments describe a method for calculating the feedforward torsional moment, and how to determine the target torsional moment by combining the feedforward torsional moment with the feedback torsional moment. Based on this, Figure 4 This is a flowchart of another method for determining torsional torque according to an embodiment of this application. The method describes determining a target torsional torque by applying a coupling coefficient, based on a combination of feedforward and feedback torsional torques. This method is executed by the vehicle's overall controller. Figure 4 As shown, the method for determining this torsional moment includes the following steps: S401, obtain the vehicle speed and steering wheel angle.

[0091] Please refer to step S301 for the specific process, which will not be repeated here.

[0092] S402 determines the predicted lateral acceleration when a vehicle rolls, based on vehicle speed and steering wheel angle.

[0093] For details of the process, please refer to steps S302-S304, which will not be repeated here.

[0094] S403 determines the feedforward torsional moment based on the predicted lateral acceleration value.

[0095] For details, please refer to steps S305-S307, which will not be repeated here.

[0096] S404, obtains the vehicle's actual roll angle and actual roll rate.

[0097] Please refer to step S308 for the specific process, which will not be repeated here.

[0098] S405 determines the feedback torsional torque based on the actual roll angle and actual roll rate.

[0099] Please refer to step S309 for the specific process, which will not be repeated here.

[0100] S406, obtain the first vertical displacement distance of the left suspension of the vehicle, and obtain the second vertical displacement distance of the right suspension of the vehicle.

[0101] In this embodiment, height sensors are installed between the left and right suspensions and the vehicle body, respectively. These sensors acquire a first vertical displacement distance for the left suspension and a second vertical displacement distance for the right suspension. The suspension includes elastic elements (such as springs), damping elements (such as shock absorbers), and a guiding mechanism. The elastic elements undergo compression or stretching deformation on bumpy roads, allowing the wheels to move vertically relative to the vehicle body, thus generating vertical displacement. When the elastic elements are compressed or stretched, the resistance value or Hall voltage inside the height sensor changes accordingly. By measuring the change in resistance or Hall voltage, the vertical displacement distance of the suspension can be determined, and then transmitted to the vehicle controller via the CAN bus.

[0102] When a vehicle travels on a bumpy road, the absolute value of the difference between the first and second displacement distances reflects the degree of asymmetry between the left and right sides of the road. A large absolute value indicates that one side of the vehicle's wheels has passed over a bump or fallen into a pothole, indicating a one-sided bumpy road condition. In this case, it is necessary to reduce or even cut off the torsional torque output by the actuator to ensure the decoupling of the left and right halves of the active stabilizer bar, allowing the left and right suspensions to move independently and preventing the impact force from one side from being transmitted to the entire vehicle body. Therefore, by obtaining the first and second displacement distances, it is possible to determine whether the torsional torque output by the active stabilizer bar needs adjustment.

[0103] S407 determines the vehicle's bump coefficient based on the first displacement distance and the second displacement distance, and determines the vehicle's steering coefficient based on the steering wheel angle.

[0104] In this embodiment, after obtaining the first displacement distance and the second displacement distance, the vehicle's bump coefficient is determined based on Formula Fifteen. Additionally, after obtaining the steering wheel angle, the vehicle's steering coefficient is determined based on Formula Sixteen. The bump coefficient is used to quantify the asymmetry of the current road surface, and the steering coefficient is used to quantify the intensity of the driver's steering intention.

[0105] Formula 15: ; in, The bump coefficient is used to quantify the degree of asymmetry in the current road surface. Indicates the first displacement distance; Indicates the second displacement distance; This represents the pre-set critical value for the displacement difference between the left and right suspension sides, used to determine whether the asymmetry of the road surface meets the decoupling condition of the active stabilizer bar. Greater than or equal to hour, =1; when Less than hour, for Its value range is [0,1).

[0106] Formula Sixteen: ; in, This represents the steering coefficient, used to quantify the intensity of the driver's steering intention; This represents a pre-set critical value for the steering wheel angle, used to determine if the driver intends to turn. When Greater than or equal to hour, =1; when Less than hour, for Its value range is [0,1).

[0107] S408 determines the coupling coefficient of the vehicle's active stabilizer bar based on the bump coefficient and steering coefficient.

[0108] In this embodiment of the application, after determining the bump coefficient and steering coefficient, the coupling coefficient of the vehicle's active stabilizer bar is determined based on Formula 17.

[0109] Formula 17: ; in, This represents the coupling coefficient, which ranges from [0,1] and is used to determine the output ratio of the target torsional torque.

[0110] S409 determines the target torsional moment of the active stabilizer bar based on the feedforward torsional moment, the feedback torsional moment, and the coupling coefficient of the vehicle's active stabilizer bar.

[0111] In this embodiment of the application, after determining the feedforward torsional torque, the feedback torsional torque, and the coupling coefficient, the target torsional torque of the active stabilizer bar is determined based on Formula 18.

[0112] Formula 18: ; Formula 17 uses the steering coefficient as a benchmark, prioritizing vehicle safety when cornering. =1, =1, The left and right halves of the active stabilizer bar are fully coupled, outputting the full sum of the feedforward and feedback torsional torques to counteract the vehicle's roll tendency and ensure driving safety. When the vehicle is traveling on a straight, bumpy road... =0, =1, =0, The left and right halves of the lever are completely decoupled, resulting in a target torsional torque of zero to prevent unilateral impact forces from being transmitted to the entire vehicle body, thus ensuring driving comfort. When the vehicle is traveling on a straight, flat road... =0, =0, When the value is 1, the active stabilizer maintains the base stiffness. When... and When all are between 0 and 1, The transition from 0 to 1 is continuous and smooth, avoiding sudden changes in vehicle body posture caused by sudden torque changes, thus ensuring the stability of vehicle driving.

[0113] This application provides a method for determining torsional torque. Before a vehicle rolls, the lateral acceleration at the time of roll is predicted based on vehicle speed and steering wheel angle, thereby determining a feedforward torsional torque. This feedforward torsional torque is used to prevent severe roll and reduce safety risks during cornering. Simultaneously with determining the feedforward torsional torque, a feedback torsional torque is determined based on the vehicle's current actual roll angle and actual roll angular velocity to correct existing roll posture and tendency. By combining the feedforward and feedback torsional torques, a target torsional torque is obtained, ensuring the active stabilizer bar's early response and subsequent correction in suppressing vehicle roll. Adjusting the target torsional torque of the active stabilizer bar through a coupling coefficient balances safety during cornering and comfort during straight-line driving.

[0114] Figure 5This is a block diagram of a torsional moment determination device according to an embodiment of this application. This device is used to perform the steps of the above-described torsional moment determination method, see [link to relevant documentation]. Figure 5 The device includes: The data acquisition unit 501 is configured to acquire the vehicle speed and steering wheel angle; The acceleration prediction unit 502 is configured to determine the predicted lateral acceleration value when the vehicle rolls, based on the vehicle speed and steering wheel angle. The feedforward torque determination unit 503 is configured to determine the feedforward torsional torque based on the predicted lateral acceleration value; The target torque determination unit 504 is configured to determine the target torsional torque of the vehicle's active stabilizer bar based on the feedforward torsional torque.

[0115] In some embodiments, the acceleration prediction unit 502 is configured to determine the front wheel steering angle of the vehicle based on the steering wheel angle and the vehicle's steering angle transmission ratio; Based on the front wheel steering angle, vehicle speed, and wheelbase, determine the theoretical value of the vehicle's lateral acceleration; The theoretical value of lateral acceleration is corrected based on the vehicle's lateral slip correction coefficient to obtain the predicted value of lateral acceleration when the vehicle rolls. The lateral slip correction coefficient is determined based on the vehicle speed and the vehicle's dynamic parameters.

[0116] In some embodiments, the feedforward torque determination unit 503 is configured to determine the lateral inertial force of the vehicle based on the predicted lateral acceleration and the vehicle's body mass. The vehicle's roll moment is determined based on lateral inertial force and the vehicle's body roll arm. The feedforward torsional moment is determined based on the roll moment and the feedforward gain coefficient of the vehicle's active stabilizer bar.

[0117] In some embodiments, the target torque determination unit 504 is configured to determine the target torsional torque of the vehicle's active stabilizer bar based on the feedforward torsional torque and the feedback torsional torque.

[0118] In some embodiments, the target torque determination unit 504 is configured to acquire the actual roll angle and actual roll rate of the vehicle. The feedback torsional torque is determined based on the actual roll angle and actual roll angular velocity.

[0119] In some embodiments, the target torque determination unit 504 is configured to determine the roll angle deviation of the vehicle based on the actual roll angle and the target roll angle, and to determine the rate of change of the roll angle deviation based on the actual roll angular velocity. The proportional torque is obtained by proportionally calculating the roll angle deviation based on the vehicle's proportional gain coefficient, and the differential torque is obtained by differentially calculating the deviation change rate based on the vehicle's differential gain coefficient. The feedback torsional torque is determined based on the proportional torque and the differential torque.

[0120] In some embodiments, the target torque determination unit 504 is configured to determine the target torsional torque of the active stabilizer bar based on the feedforward torsional torque, the feedback torsional torque, and the coupling coefficient of the vehicle's active stabilizer bar.

[0121] In some embodiments, the target torque determination unit 504 is configured to obtain a first displacement distance of the left suspension of the vehicle in the vertical direction and a second displacement distance of the right suspension of the vehicle in the vertical direction. The vehicle's bump coefficient is determined based on the first displacement distance and the second displacement distance, and the vehicle's steering coefficient is determined based on the steering wheel angle. The coupling coefficient of the vehicle's active stabilizer bar is determined based on the bump coefficient and steering coefficient.

[0122] This application provides a device for determining torsional torque. Before a vehicle rolls, it predicts the lateral acceleration at the time of roll based on vehicle speed and steering wheel angle, thereby determining a feedforward torsional torque. This feedforward torsional torque helps prevent severe roll and reduces safety risks during cornering. Simultaneously, a feedback torsional torque is determined based on the vehicle's current actual roll angle and roll angular velocity to correct existing roll posture and tendency. By combining the feedforward and feedback torsional torques, a target torsional torque is obtained, ensuring the active stabilizer bar's early response and subsequent correction in suppressing vehicle roll. Adjusting the target torsional torque of the active stabilizer bar through a coupling coefficient balances safety during cornering and comfort during straight-line driving.

[0123] It should be noted that the torsional torque determination device provided in the above embodiments is only illustrated by the division of the above functional modules when running the application. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the torsional torque determination device and the torsional torque determination method embodiments provided in the above embodiments belong to the same concept, and their specific implementation process can be found in the method embodiments, which will not be repeated here.

[0124] Figure 6 This is a schematic diagram of the structure of a vehicle controller provided according to an embodiment of this application.

[0125] Typically, the vehicle controller 600 includes: a main control module 601, a CAN interface 602, a hard-wired input interface 603, and a hard-wired output interface 604. The main control module 601 is connected to the CAN interface 602, the hard-wired input interface 603, and the hard-wired output interface 604, respectively.

[0126] The main control module 601 typically includes a processor and memory. The processor may include one or more processing cores, such as a quad-core processor or an octa-core processor. The processor can be implemented using at least one hardware form of DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), or PLA (Programmable Logic Array). The processor may also include a main processor and a coprocessor. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, the processor may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content required to be displayed on the vehicle's screen. In some embodiments, the processor may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning. The memory may include one or more computer-readable storage media, which may be non-transitory. The memory may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, a non-transitory computer-readable storage medium in the memory is used to store at least one computer program, which is executed by a processor to implement the method for determining torsional torque provided in the method embodiments of this application.

[0127] The CAN interface 602 may include a powertrain CAN interface, a motor CAN interface, and a diagnostic CAN interface. The powertrain CAN interface is used to communicate with the vehicle's powertrain module, the motor CAN interface is used to communicate with the vehicle's motor controller, and the diagnostic CAN interface is used to communicate with diagnostic equipment.

[0128] The hard-wired input interface 603 is used to receive hard-wired control signals. The hard-wired output interface 604 is used to send control commands to the vehicle's electronic control components, causing them to perform corresponding actions. These electronic control components include a power management system, a motor controller, an on-board charger, and a body control system.

[0129] The main control module 601 can communicate with the vehicle's powertrain module, motor controller, and diagnostic equipment via the CAN interface 602, and generate control commands based on the hard-wired control signals received by the hard-wired input interface 603, so as to send the control commands to the vehicle's electronic control components via the hard-wired output interface 604.

[0130] Those skilled in the art will understand that Figure 6 The structure shown does not constitute a limitation on the vehicle controller 600, and may include more or fewer components than shown, or combine certain components, or use different component arrangements.

[0131] This application also provides a computer-readable storage medium storing at least one computer program. This computer program is loaded and executed by a processor of an electronic device to implement the operations performed by the electronic device in the torsional torque determination method of the above embodiments. For example, the computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a compact disc read-only memory (CD-ROM), magnetic tape, floppy disk, and optical data storage device, etc.

[0132] This application also provides a computer program product, including a computer program loaded and executed by a processor to implement the method for determining torsional torque as described in the above embodiments.

[0133] Those skilled in the art will understand that all or part of the steps of the above embodiments can be implemented by hardware, or by a program instructing related hardware. The program can be stored in a computer-readable storage medium, such as a read-only memory, a disk, or an optical disk.

[0134] The above are merely optional embodiments of this application and are not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method for determining torsional moment, characterized in that, The method includes: Obtain the vehicle's speed and steering wheel angle; Based on the vehicle speed and the steering wheel angle, determine the predicted value of the lateral acceleration when the vehicle tilts. The feedforward torsional moment is determined based on the predicted lateral acceleration value; Based on the feedforward torsional torque, the target torsional torque of the vehicle's active stabilizer bar is determined.

2. The method according to claim 1, characterized in that, The step of determining the predicted lateral acceleration value when the vehicle tilts, based on the vehicle speed and the steering wheel angle, includes: The front wheel steering angle of the vehicle is determined based on the steering wheel angle and the vehicle's steering angle transmission ratio. Based on the front wheel steering angle, the vehicle speed, and the vehicle's wheelbase, determine the theoretical value of the vehicle's lateral acceleration; The theoretical value of lateral acceleration is corrected based on the vehicle's lateral slip correction coefficient to obtain the predicted value of the vehicle's lateral acceleration when it rolls. The lateral slip correction coefficient is determined based on the vehicle speed and the vehicle's dynamic parameters.

3. The method according to claim 1, characterized in that, The determination of the feedforward torsional moment based on the predicted lateral acceleration includes: Based on the predicted lateral acceleration and the vehicle's body mass, the lateral inertial force of the vehicle is determined. Based on the lateral inertial force and the vehicle body roll arm, the roll moment of the vehicle is determined; The feedforward torsional moment is determined based on the roll moment and the feedforward gain coefficient of the vehicle's active stabilizer bar.

4. The method according to claim 1, characterized in that, Determining the target torsional moment of the vehicle's active stabilizer bar based on the feedforward torsional moment includes: Based on the feedforward torsional torque and the feedback torsional torque, the target torsional torque of the vehicle's active stabilizer bar is determined.

5. The method according to claim 4, characterized in that, Before determining the target torsional moment of the vehicle's active stabilizer bar based on the feedforward torsional moment and the feedback torsional moment, the method further includes: Obtain the actual roll angle and actual roll rate of the vehicle; The feedback torsional torque is determined based on the actual roll angle and the actual roll angular velocity.

6. The method according to claim 5, characterized in that, The determination of the feedback torsional torque based on the actual roll angle and the actual roll angular velocity includes: The roll angle deviation of the vehicle is determined based on the actual roll angle and the target roll angle, and the rate of change of the roll angle deviation is determined based on the actual roll angular velocity. The proportional gain coefficient of the vehicle is used to perform a proportional calculation on the roll angle deviation to obtain the proportional torque, and the differential gain coefficient of the vehicle is used to perform a differential calculation on the deviation change rate to obtain the differential torque. The feedback torsional torque is determined based on the proportional torque and the differential torque.

7. The method according to claim 4, characterized in that, The determination of the target torsional moment of the vehicle's active stabilizer bar based on the feedforward torsional moment and the feedback torsional moment includes: The target torsional moment of the active stabilizer is determined based on the feedforward torsional moment, the feedback torsional moment, and the coupling coefficient of the vehicle's active stabilizer bar.

8. The method according to claim 7, characterized in that, Before determining the target torsional moment of the active stabilizer based on the feedforward torsional moment, the feedback torsional moment, and the coupling coefficient of the vehicle's active stabilizer, the method further includes: Obtain the first vertical displacement distance of the left suspension of the vehicle, and obtain the second vertical displacement distance of the right suspension of the vehicle; The bump coefficient of the vehicle is determined based on the first displacement distance and the second displacement distance, and the steering coefficient of the vehicle is determined based on the steering wheel angle; The coupling coefficient of the vehicle's active stabilizer bar is determined based on the bump coefficient and the steering coefficient.

9. A device for determining torsional torque, characterized in that, The device includes: The data acquisition unit is configured to acquire the vehicle's speed and steering wheel angle; An acceleration prediction unit is configured to determine a predicted lateral acceleration value when the vehicle rolls, based on the vehicle speed and the steering wheel angle. The feedforward torque determination unit is configured to determine the feedforward torsional torque based on the predicted lateral acceleration value; The target torque determination unit is configured to determine the target torsional torque of the vehicle's active stabilizer bar based on the feedforward torsional torque.

10. A vehicle controller, characterized in that, The vehicle controller includes a main control module, which includes a processor and a memory. The memory is used to store at least one computer program, which is loaded and executed by the processor using the method for determining torsional torque as described in any one of claims 1 to 8.

11. A vehicle, characterized in that, The vehicle includes a vehicle controller, which is used to load and execute the method for determining the torsional torque as described in any one of claims 1 to 8.

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