CN116653989A - Vehicle roll motion optimization control method and system, storage medium and vehicle - Google Patents

Abstract

The application relates to the field of vehicle roll control, in particular to a vehicle roll motion optimization control method, a system, a storage medium and a vehicle, which comprise the following steps: judging whether the vehicle turns or not based on the running condition of the vehicle; if so, controlling the suspension rod system hard point adjusting mechanism to drive the vehicle roll center height to be increased to the optimal roll center height of the vehicle. Because the height of the roll center of the vehicle is adjustable, when the vehicle runs straight, the height of the roll center of the vehicle can be designed to be lower, and the elastic element also adopts a lower rigidity scheme, so that good vibration filtering comfort can be obtained; when the vehicle turns over, a preset target value of the system is utilized, a controller outputs an instruction to the hard point adjusting mechanism, so that the roll center height during turning is improved, the load of the elastic element with lower rigidity is reduced, the overlarge roll angle of the vehicle is avoided, the stability is ensured to meet the requirement, and the comfort and stability during straight running and the stability during turning of the vehicle are considered.

Description

Vehicle roll motion optimization control method and system, storage medium and vehicle

Technical Field

The present application relates to the field of vehicle roll control, and in particular, to a vehicle roll motion optimization control method, system, storage medium, and vehicle.

Background

At present, vehicle roll mainly occurs in cornering or in uneven road surfaces, and load transfer occurs on the left and right sides of the vehicle under the action of lateral force and centroid offset (center of gravity offset). The load transfer is carried by both the suspension system and the resilient element in a proportion determined by the roll center height (Z-direction), wherein the portion carried by the resilient element forces it to deform, i.e. to produce a roll of the vehicle.

According to the mechanics principle, the higher the roll centre (determined by the design of the suspension system, i.e. the hard point of the suspension), the more load transfer the suspension system takes, the smaller the load transfer the elastic element takes, i.e. the smaller the roll angle. In this case, the elastic element can be provided with a lower stiffness in order to obtain a better overall comfort. However, too high a roll centre setting can lead to large changes in the lateral displacement of the wheel during normal straight running wheel jumps, which is detrimental to stability and also causes a large risk of wear to the tyre.

In the related technology, large parameters such as mass center, wheel track and the like are finished by the design of the whole car, the common mass center height of the car is 400-500mm, the common mass center height of the SUV is 550-650mm, the wheel track is 1500-1680mm, and the large parameters are related to factors such as the specification and the modeling of the car model and are preferentially ensured during the design. After this, the wheel specifications are determined and then the suspension hard spot design is performed. The hard points A, B, C of the suspension are all fixedly connected (ball pins or rubber hinged connection and can rotate but can not be regulated in the Z direction), so that the mechanical instant center and the roll center are determined after the suspension is designed.

Based on the above, it is difficult to achieve an optimal solution for stability and comfort for a vehicle having a roll center height determined. The higher roll center height can reduce the load of the elastic element, thereby having larger redundancy and selecting springs and stabilizer bars with smaller rigidity, reducing the vertical rigidity of the suspension and obtaining better comfort. However, a higher roll center means that the bar system is loaded more, and a portion of these loads will naturally break down in the Y direction and be transferred to the tire, one of which; a higher roll centre also means that the lateral displacement of the wheel will vary considerably when the wheel jumps. These can all lead to abnormal wear of the tire. Conversely, if a lower roll center is designed, it is necessary to increase the stiffness of the elastic element to ensure that the vehicle is rolling in a controlled range, which in turn increases the suspension yaw frequency, with associated problems of comfort (vibration, shock).

Disclosure of Invention

The embodiment of the application provides a vehicle roll motion optimization control method, a system, a storage medium and a vehicle, which are used for solving the problem that the vehicle with the roll center height determined in the related technology is difficult to realize the optimal solution of stability and comfort.

In a first aspect, there is provided a vehicle roll motion optimization control method including: judging whether the vehicle turns or not based on the running condition of the vehicle; if so, controlling the suspension rod system hard point adjusting mechanism to drive the vehicle roll center height to be increased to the optimal roll center height of the vehicle.

In some embodiments, the method for calculating the optimal roll center height of the vehicle includes: and (3) identifying the turning condition and the lateral acceleration of the vehicle by using a sensor, evaluating the load transfer, and calculating the optimal roll center height by combining the relevant parameters of the whole vehicle.

In some embodiments, the hard spot adjustment mechanism comprises a drive motor and a rack and pinion mechanism; the control suspension rod system hard point adjustment mechanism driving the vehicle roll center height to increase to the vehicle optimum roll center height includes: and controlling the driving motor to drive the gear rack mechanism to move, adjusting the height of a hard point of a suspension rod system, and adjusting the height of the roll center.

In a second aspect, there is provided a vehicle roll motion optimization control system including: the judging module is used for judging whether the vehicle turns or not based on the running condition of the vehicle; and the control module is used for controlling the suspension rod system hard point adjusting mechanism to drive the vehicle roll center height to be increased to the optimal roll center height of the vehicle.

In some embodiments, the control system further comprises a calculation module for identifying the vehicle turning condition and lateral acceleration using sensors, evaluating the load transfer magnitude, and calculating the optimal roll center height in combination with the vehicle related parameters.

In some embodiments, the hard spot adjustment mechanism comprises: a driving motor; the gear rack mechanism is used for being connected with a lower control arm of the vehicle, the gear rack mechanism is in transmission connection with the driving motor, and the driving motor can drive the lower control arm to move through the gear rack mechanism.

In some embodiments, the rack and pinion mechanism includes: a housing for fixing to a vehicle frame; the rack is arranged in the shell, a gear is arranged at the output end of the driving motor, the gear is meshed with the rack, and the rack is used for being connected with the lower control arm.

In some embodiments, the rack is connected with a ball pin seat through threads, and a pull rod ball pin assembly is installed in the ball pin seat and is used for being connected with the lower control arm.

In a third aspect, a storage medium storing a plurality of instructions adapted to be loaded by a processor to perform the vehicle roll motion optimization control method described above is provided.

In a fourth aspect, a vehicle is provided that includes the vehicle roll motion optimization control system described above.

The technical scheme provided by the application has the beneficial effects that:

the embodiment of the application provides a vehicle roll motion optimization control method, a vehicle roll motion optimization control system and a vehicle, wherein the roll center height of the vehicle is adjustable, so that the roll center height of the vehicle can be designed to be lower when the vehicle runs straight, and the elastic element also adopts a lower stiffness scheme, so that good vibration filtering comfort can be obtained; when the vehicle turns over, a preset target value of the system is utilized, a controller outputs an instruction to the hard point adjusting mechanism, so that the roll center height during turning is improved, the load of the elastic element with lower rigidity is reduced, the overlarge roll angle of the vehicle is avoided, the stability is ensured to meet the requirement, and the comfort and stability during straight running and the stability during turning of the vehicle are considered.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for the description of the embodiments will be briefly described below, and it is apparent that the drawings in the following description are only some embodiments of the present application, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

FIG. 1 is a schematic view of a roll center of a Macpherson suspension in the related art;

FIG. 2 is a diagram illustrating load transfer stress analysis in the related art;

FIG. 3 is a graph showing the lateral displacement change of a wheel during wheel jump in the related art;

FIG. 4 is another schematic diagram of the lateral displacement variation of the wheel during wheel hop in the related art;

fig. 5 is a flowchart of a vehicle roll motion optimization control method provided by an embodiment of the present application;

FIG. 6 is a schematic diagram of a vehicle roll motion optimization control system provided by an embodiment of the present application;

fig. 7 is a schematic diagram of a control flow chart of a vehicle in a straight running state according to an embodiment of the present application;

FIG. 8 is a schematic diagram of a control flow for turning a vehicle according to an embodiment of the present application;

FIG. 9 is a schematic diagram of a hard point adjustment mechanism provided by an embodiment of the present application for varying the elevation of the roll center;

FIG. 10 is a schematic diagram of a hard spot adjusting mechanism according to an embodiment of the present application;

FIG. 11 is a schematic view of another angle of the hard spot adjusting mechanism according to the embodiment of the present application;

fig. 12 is a schematic structural diagram of a rack and pinion mechanism according to an embodiment of the present application.

Reference numerals in the drawings:

1. a front strut assembly; 2. a lower control arm; 3. a wheel; 4. a vehicle longitudinal center symmetry plane; 5. hard spotA vertical line of A; 6. a connection line of the hard point B and the hard point C; 7. the intersection point E of the wheel and the ground is connected with the mechanical instant center D; 8. an initial wheel runout trajectory; 9. a wheel jump height line; 10. wheel runout trajectory after change; 11. a connection line between the hard point C' and the hard point B; 12. intersection point E of wheel and ground and mechanical instant center D ₁ Is connected with the connecting line of the (a); 13. a frame; 14. a driving motor; 15. a rack and pinion mechanism; 16. a control module; 17. a gear; 18. a rack; 19. a housing; 20. a pull rod ball pin assembly; 21. a support base; 22. a dust cover; 23. ball pin base.

Detailed Description

For the purpose of making the objects, technical solutions and advantages of the embodiments of the present application more apparent, the technical solutions of the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application, and it is apparent that the described embodiments are some embodiments of the present application, but not all embodiments of the present application. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.

Abbreviations and key terms in the present application are defined as follows:

vehicle coordinate system (vehicle coordinate): the vehicle forward direction is defined as X+, the vehicle width direction is defined as Y+ to the left, the upward direction is defined as Z+, and the origin of the coordinate system coincides with the centroid.

Vehicle roll (roll): a deflection phenomenon in the forward direction (X direction) of the vehicle caused by uneven road surface or cornering.

Load transfer (load transfer): left and right wheel load changes caused when the vehicle is rolling.

Roll center (roll center): the suspension rod system forms the intersection point of the connecting line of the mechanical instant center and the tire grounding point and the central plane of the vehicle XZ.

Suspension system (suspension control arm/bar): the components of the suspension that force transfer is directed (hardly deformed) include triangle arms, up/down control arms, etc.

Suspension elastic element (suspension elastic part): the suspension force transmission buffer component (larger deformation) mainly refers to a coil spring, a transverse stabilizer bar and the like.

Suspension hard point (suspension hard point): the components of the suspension are hinged with the central point and the central point of the connecting part.

Sprung mass): meaning the mass carried by the elastic element, such as a car body, a seat, etc.

Unsprung mass: by mass that is not carried by the elastic element, such as a wheel, a propeller shaft, etc.

In the related art, the suspension design is hard-point-unadjustable, i.e., the roll center has been determined at the beginning of the design, and it is difficult to balance the requirements of vehicle comfort and stability (vehicle roll). In addition, in platform development, cars and SUVs can also create difficulties in roll center design due to the difference in attitude.

Taking the macpherson front suspension as an example, in fig. 1 (an X-direction view, YZ plane), a perpendicular 5 passing through an upper hard point a of a center line of a front strut assembly (belonging to a rod system) 1 intersects with a connecting line 6 of an outer hard point B and an inner hard point C of a lower control arm 2 at a point D (mechanical instant center), an intersection point E of a wheel 3 and the ground is connected with the point D (namely, a line 7), a longitudinal center symmetry plane 4 (XZ plane) of the intersecting vehicle is at a point R, and the point R is a roll center.

When the vehicle is rolling, the load is transferred to the outside (the lower gesture side), the suspension compresses, namely the spring and the shock absorber of the front slide column assembly 1 are in the compression stroke, because the outer hard point B (ball pin) of the lower control arm is fixedly connected to the hub steering knuckle, the ground is not moving, the practical effect is that the inner hard point C (rubber bushing is hinged) moves downwards, and the rolling center can even slightly descend.

When the vehicle is tilted, the load transfer on the left side and the right side is accompanied by the following principle:

g in FIG. 2 _s Is the sprung mass centroid position, G _u Is the non-sprung mass centroid position, W is the vertical load, W _s For sprung vertical load, W _u Is a non-sprung vertical load, F _s For side forces to which the sprung mass is subjected, F _u For side forces to which unsprung mass is subjected, F _T For transferred load, R is the roll centre, M _s For moment about roll centre, d being centre of mass and roll centreVertical distance, H is roll center height, H _u Is the unsprung mass centroid height, H _s Is the sprung mass centroid height.

When the vehicle is not rolling, each wheel carries 1/2W, and W=mg=W _s +W _u ＝m _s .g+m _u .g；

When the roll occurs, the left and right load transfer occurs, and the load transfer F _T Can be divided into two major parts, namely F, load transfer generated by sprung mass and unsprung mass _T ＝F _Ts +F _Tu Wherein F _Tu The tire is mainly deformed to a certain extent, and the whole rolling of the vehicle is not greatly influenced;

sprung mass load transfer F _Ts The total amount is represented by the sprung mass centroid height G _s And track T, which can be divided into two parts, one part being F transferred by a bar system _TL I.e. the sprung mass in lateral force F _s A portion displaced by the roll center R, which portion does not generate a roll angle F _TL ＝F _s * h/T; another part is F transferred by elastic elements _TM I.e. the sprung mass is at the rolling moment M _s A portion displaced around the roll center R by the force of the elastic member to deform to generate a roll angle F _TM ＝M _s /T，M _s ＝F _s *dcosφ+F _s *dsinφ＝F _s *d(cosφ+sinφ)。

From the above, F is obtained _T ＝F _Ts +F _Tu ＝F _s *h/T+F _s *d(cosφ+sinφ)/T+F _Tu Wherein F is _s ＝m _s .a _y ，a _y Is the lateral acceleration.

Because d+h=h _s Therefore, after the mass center position is determined by the vehicle design, the roll center height is determined by the suspension design through hard point arrangement, so that the distribution relation of the rod system and the elastic element during the load transfer of the vehicle is determined, the higher the roll center is, the higher the rod system distribution ratio is, the lower the elastic element distribution ratio is, the smaller the deformation of the elastic element with the same rigidity is, and the smaller the roll angle is.

When the related technology is designed, large parameters such as mass center, wheel track and the like are completed by the whole car design, the common mass center height of the car is 400-500mm, the common mass center height of the SUV is 550-650mm, the wheel track is 1500-1680mm, and the large parameters are related to factors such as the specification and the modeling of the car model and are preferentially ensured during the design. After this, the wheel specifications are determined and then the suspension hard spot design is performed. The hard points A, B, C of the suspension are all fixedly connected (ball pins or rubber hinged connection and can rotate but can not be regulated in the Z direction), so that the mechanical instant center and the roll center are determined after the suspension is designed.

Based on the above, it is difficult to achieve an optimal solution for stability and comfort for a vehicle having a roll center height determined. The higher roll center height can reduce the load of the elastic element, thereby having larger redundancy and selecting springs and stabilizer bars with smaller rigidity, reducing the vertical rigidity of the suspension and obtaining better comfort. However, a higher roll center means that the bar system is loaded more, and a portion of these loads will naturally break down in the Y direction and be transferred to the tire, one of which; the higher roll center also means that the lateral displacement of the wheel will vary significantly when the wheel is jumped (as shown in figures 3 and 4). These can all lead to abnormal wear of the tire. Conversely, if a lower roll center is designed, it is necessary to increase the stiffness of the elastic element to ensure that the vehicle is rolling in a controlled range, which in turn increases the suspension yaw frequency, with associated problems of comfort (vibration, shock).

As shown in fig. 3, the wheel swings up and down about the mechanical instant center D, and the height line of the jump is assumed to be 9 as shown by an arc line 8, and during this movement, the wheel is displaced in the lateral direction. But in practice the wheels are pressed against the road surface by vertical loads, and the jump-up is in fact the suspension being pressed down by the body, forcing the wheels to move laterally, i.e. the tyre ground-contact point being shifted by DeltaX in the Y-direction ₁ 。

As shown in fig. 4, when the straight traveling suspension jumps up and down (the road surface is longitudinally uneven), the mechanical instant center is assumed to rise to D '(accordingly, the roll center rises from R to R'), and in this case, the wheel movement track is changed to an arc 10 as well as jumping up to the altitude line 9. Obviously, the displacement in the tire contact point Y direction becomes Δx ₂ >△X ₁ 。

The larger transverse displacement variation characteristic is equivalent to the larger transverse displacement variation characteristic which is used for pushing the tire to transversely move on the ground, is not beneficial to stability and is also not beneficial to the durability of the tire.

Accordingly, embodiments of the present application provide a vehicle roll motion optimization control method, system, storage medium, and vehicle, which can solve the problem in the related art that it is difficult to achieve an optimal solution for stability and comfort for a vehicle having a roll center height determined.

Referring to fig. 5, a vehicle roll motion optimization control method according to an embodiment of the present application may include: judging whether the vehicle turns or not based on the running condition of the vehicle; if so, controlling the suspension rod system hard point adjusting mechanism to drive the vehicle roll center height to be increased to the optimal roll center height of the vehicle.

In the embodiment, since the height of the roll center of the vehicle is adjustable, the height of the roll center of the vehicle can be designed to be lower when the vehicle runs straight, and the elastic element also adopts a lower rigidity scheme, so that good vibration filtering comfort can be obtained; when the vehicle turns over, a preset target value of the system is utilized, a controller outputs an instruction to the hard point adjusting mechanism, so that the roll center height during turning is improved, the load of the elastic element with lower rigidity is reduced, the overlarge roll angle of the vehicle is avoided, the stability is ensured to meet the requirement, and the comfort and stability during straight running and the stability during turning of the vehicle are considered.

Referring to fig. 1, 2, 3 and 4, in some embodiments, the method for calculating the optimal roll center height of the vehicle may include: the sensor is utilized to identify the turning condition and the lateral acceleration of the vehicle, the load transfer size is estimated, the optimal roll center height is calculated by combining the relevant parameters of the whole vehicle, in the embodiment, the roll center height of the vehicle is improved to the optimal roll center height by calculating the optimal roll center height when the vehicle is over-bent, so that the load of the elastic element with lower rigidity is reduced, the roll angle of the vehicle is prevented from being overlarge, the stability is ensured to meet the requirement, and the optimal solution of stability and comfort is realized.

Referring to fig. 10, 11 and 12, in some embodiments, the hard spot adjustment mechanism may include a drive motor 14 and a rack and pinion mechanism 15; the controlling the suspension rod system hard point adjustment mechanism to drive the vehicle roll center height up to the vehicle optimum roll center height may include: the driving motor 14 is controlled to drive the rack and pinion mechanism 15 to move, adjust the height of the hard point of the suspension rod system, and adjust the height of the roll center, in this embodiment, the rack and pinion mechanism 15 is connected with the suspension rod system, and the rack and pinion mechanism 15 is driven by the driving motor 14 to move, so as to adjust the height of the hard point of the suspension rod system and adjust the height of the roll center.

Referring to fig. 7 and 8, specifically, an implementation manner of the vehicle roll motion optimization control method provided by the embodiment of the present application is as follows:

the sensor is used for identifying the turning condition and the lateral acceleration of the vehicle, the load transfer size is estimated, and the optimal roll center height value for restraining the roll angle is calculated by combining the relevant parameters of the whole vehicle (see the load transfer analysis and description), so that the optimal roll center height value is converted into the corresponding hard point height value.

The control module 16 outputs instructions to the driving motor 14, and the pinion 17 is driven to rotate by corresponding turns of left or right turning, so that the rack 18 is driven to correspondingly move in the height direction, the position of the hard point and the connection line of the hard point are changed, the mechanical instantaneous center and the rolling center are changed, the rolling angle is controlled to be in a target range, and smooth over-bending of the vehicle is realized.

Specifically, the hard points of the suspension rod system in the initial state can be set as A, B, C shown in fig. 9, and the hard points are set to enable the vehicle to have a low mechanical instant center D and a low roll center R when in straight running, so that when the vehicle encounters a road surface bulge or longitudinal unevenness, the suspension moves in the Z direction, but the transverse displacement of the wheels is also small, and the stability of straight running is ensured. At the same time, the initial stiffness of the suspension can also be designed to be relatively low, so that the vibration-filtering capacity of the vehicle will also be good.

When the vehicle turns or rolls under the working condition that the road surface is not parallel to the driving condition, the hard point C is designed into an adjustable mechanism, and the height direction can be adjusted. As shown in fig. 9, when the vehicle is rolling, the point C moves upward to C' and its line connecting with B is changed from 6 to 11, and the line 5 intersects with the mechanical instant center D1 at a higher position, and the line 12 is obtained by connecting E with D1, and the line 12 intersects with the vehicle longitudinal symmetry plane 4 at a higher rolling center R1. R1 is higher than R, more load is transferred through the system while the elastic element only bears a smaller portion thereof, the roll angle is relatively smaller, and the stability of the vehicle is better.

Referring to fig. 6, a vehicle roll motion optimization control system according to an embodiment of the present application may include: the judging module is used for judging whether the vehicle turns or not based on the running condition of the vehicle; and a control module 16 for controlling the suspension rod system hard point adjusting mechanism to drive the vehicle roll center height to be increased to the optimal roll center height of the vehicle, and taking into consideration the comfort and stability of the vehicle during straight running and the stability during cornering.

Referring to fig. 6, in some embodiments, the control system may further include a calculation module for identifying a vehicle turning condition and a lateral acceleration using a sensor, evaluating a load transfer magnitude, and calculating the optimal roll center height in combination with vehicle related parameters.

Referring to fig. 10 and 11, in some embodiments, the hard spot adjustment mechanism may include: a drive motor 14; and the gear rack mechanism 15 is used for being connected to the lower control arm 2 of the vehicle, the gear rack mechanism 15 is in transmission connection with the driving motor 14, and the driving motor 14 can drive the lower control arm 2 to move through the gear rack mechanism 15.

Referring to fig. 12, in some embodiments, the rack and pinion mechanism 15 includes: a housing 19 for fixing to the frame 13; a rack 18, which is installed in the housing 19, a gear 17 is installed at the output end of the driving motor 14, the gear 17 is meshed with the rack 18, and the rack 18 is used for being connected with the lower control arm 2. The rack 18 is connected with a ball pin seat 23 through threads, a pull rod ball pin assembly 20 is installed in the ball pin seat 23, and the pull rod ball pin assembly 20 is used for being connected with the lower control arm 2.

Specifically, the driving motor 14 is connected with the gear 17 through a spline, the shell 19 is connected with the frame 13, the outer ball pin end of the pull rod ball pin assembly 20 is connected with the lower control arm 2 in a supporting mode, the inner ball pin end of the pull rod ball pin assembly 20 is nested in the ball pin seat 23, the ball pin seat 23 is connected with the rack 18 through threads, the rack 18 is limited by the supporting seat 21 in the radial direction, but can move axially, and the dust cover 22 is connected with the shell 19 and the pull rod ball pin assembly 20 respectively.

When the control module 16 works, an instruction is sent to the driving motor 14, the driving motor 14 drives the gear 17 to rotate, the gear 17 drives the rack 18 to move, the instruction is transmitted to the pull rod ball pin assembly 20 through the ball pin seat 23, and finally the lower control arm 2 is pushed to move up and down.

The embodiment of the application also provides a storage medium, which stores a plurality of instructions, the instructions are suitable for being loaded by a processor to execute the vehicle roll motion optimization control method, and the storage medium can also realize any embodiment of the vehicle roll motion optimization control method, and the description is omitted herein.

The embodiment of the application also provides a vehicle, which comprises the vehicle roll motion optimizing control system, and the vehicle can realize any embodiment of the vehicle roll motion optimizing control system, and the description is omitted herein.

The principle of the vehicle roll motion optimization control method provided by the embodiment of the application is as follows:

the hard point of the suspension rod system is adjustable, so that the mechanical instantaneous center and the rolling center of the vehicle are changed, and the performance contradiction existing in the running of the vehicle under multiple working conditions is decoupled; when the flat road surface runs straight, the elastic element of the suspension system can be provided with lower vertical rigidity, so that the comfort requirement is met; when the rough road surface runs straight, the hard points are controlled to ensure lower mechanical instantaneous center and rolling center, reduce the transverse displacement of the wheels, ensure the running stability and tracking property and reduce the abnormal abrasion of the tires; when the vehicle is in turning, the hard point is controlled to ensure higher mechanical instant center and roll center, reduce the load of the elastic element of the suspension system and reduce the roll angle of the vehicle so as to obtain the stability of over-bending.

In the description of the present application, it should be noted that the azimuth or positional relationship indicated by the terms "upper", "lower", etc. are based on the azimuth or positional relationship shown in the drawings, and are merely for convenience of describing the present application and simplifying the description, and are not indicative or implying that the apparatus or element in question must have a specific azimuth, be constructed and operated in a specific azimuth, and thus should not be construed as limiting the present application. Unless specifically stated or limited otherwise, the terms "mounted," "connected," and "coupled" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art according to the specific circumstances.

It should be noted that in the present application, relational terms such as "first" and "second" and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.

The foregoing is only a specific embodiment of the application to enable those skilled in the art to understand or practice the application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims (10)

1. A vehicle roll motion optimization control method characterized by comprising:

judging whether the vehicle turns or not based on the running condition of the vehicle;

if so, controlling the suspension rod system hard point adjusting mechanism to drive the vehicle roll center height to be increased to the optimal roll center height of the vehicle.

2. The vehicle roll motion optimization control method according to claim 1, characterized in that the calculation method of the vehicle optimum roll center height includes:

and (3) identifying the turning condition and the lateral acceleration of the vehicle by using a sensor, evaluating the load transfer, and calculating the optimal roll center height by combining the relevant parameters of the whole vehicle.

3. The vehicle roll motion optimization control method according to claim 1, characterized in that:

the hard spot adjusting mechanism comprises a driving motor (14) and a gear rack mechanism (15);

the control suspension rod system hard point adjustment mechanism driving the vehicle roll center height to increase to the vehicle optimum roll center height includes:

and controlling the driving motor (14) to drive the gear rack mechanism (15) to move, adjusting the height of a hard point of a suspension rod system, and adjusting the height of the roll center.

4. A vehicle roll motion optimization control system, characterized by comprising:

the judging module is used for judging whether the vehicle turns or not based on the running condition of the vehicle;

a control module (16) for controlling the suspension linkage hard point adjustment mechanism to drive the vehicle roll center height up to the vehicle optimum roll center height.

5. The vehicle roll motion optimization control system of claim 4, wherein:

the control system further comprises a calculation module, wherein the calculation module is used for identifying the turning working condition and the lateral acceleration of the vehicle by using the sensor, evaluating the load transfer size and calculating the optimal roll center height by combining the relevant parameters of the whole vehicle.

6. The vehicle roll motion optimization control system of claim 4, wherein the hard spot adjustment mechanism comprises:

a drive motor (14);

the gear rack mechanism (15) is used for being connected to a lower control arm (2) of the vehicle, the gear rack mechanism (15) is in transmission connection with the driving motor (14), and the driving motor (14) can drive the lower control arm (2) to move through the gear rack mechanism (15).

7. The vehicle roll motion optimization control system according to claim 6, characterized in that the rack and pinion mechanism (15) includes:

a housing (19) for fixing to the frame (13);

the rack (18) is arranged in the shell (19), a gear (17) is arranged at the output end of the driving motor (14), the gear (17) is meshed with the rack (18), and the rack (18) is used for being connected with the lower control arm (2).

8. The vehicle roll motion optimization control system of claim 7, wherein:

the rack (18) is connected with a ball pin seat (23) through threads, a pull rod ball pin assembly (20) is installed in the ball pin seat (23), and the pull rod ball pin assembly (20) is used for being connected with the lower control arm (2).

9. A storage medium storing a plurality of instructions adapted to be loaded by a processor to perform the vehicle roll motion optimization control method of any one of claims 1 to 3.

10. A vehicle characterized by comprising the vehicle roll motion optimization control system according to any one of claims 4 to 8.