CN111409748B - Automatic side-tipping control method for inverted tricycle - Google Patents

Automatic side-tipping control method for inverted tricycle Download PDF

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CN111409748B
CN111409748B CN202010206816.5A CN202010206816A CN111409748B CN 111409748 B CN111409748 B CN 111409748B CN 202010206816 A CN202010206816 A CN 202010206816A CN 111409748 B CN111409748 B CN 111409748B
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vehicle
roll
angle
rocker arm
tricycle
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CN111409748A (en
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杨建树
鞠炜锋
杨娟
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Suzhou Xuqiu Automobile Technology Co ltd
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Suzhou Xuqiu Automobile Technology Co ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K5/00—Cycles with handlebars, equipped with three or more main road wheels
    • B62K5/08—Cycles with handlebars, equipped with three or more main road wheels with steering devices acting on two or more wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K5/00—Cycles with handlebars, equipped with three or more main road wheels
    • B62K5/02—Tricycles
    • B62K5/05—Tricycles characterised by a single rear wheel

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  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Automatic Cycles, And Cycles In General (AREA)

Abstract

The invention discloses an automatic side-tipping control method for a tricycle, which relates to the technical field of vehicle chassis design and solves the problem that a vehicle is easy to tip over when turning on a rough road, and comprises the steps of confirming the running state of the vehicle, and acquiring the advancing speed v and the turning radius R of the vehicle; confirming the roll angle theta of the vehicle body according to the speed v and the turning radius R; performing a roll motion according to the vehicle body roll angle theta; confirmation of vehicle roll correction angle ΔθJudgment of ΔθIf it is greater than the correction angle threshold K, if deltaθIf the value is more than K, the correction is carried out, otherwise, the correction is not carried out. The automatic side-tipping control method for the inverted tricycle ensures that the tricycle runs stably on a flat road or an undulating road no matter the tricycle runs straight or turns.

Description

Automatic side-tipping control method for inverted tricycle
Technical Field
The invention relates to a vehicle steering and side-tipping mechanism, belongs to the technical field of vehicle chassis design, and particularly relates to an automatic side-tipping control method for an inverted tricycle.
Background
With the development of motor vehicle technology, people no longer only limit the use requirements of vehicles to long-distance driving, and more people tend to feel convenient and technological, so that motor vehicles with the advantages of miniaturization, light weight, convenience and technological sense are increasingly favored and valued by people. The inverted three wheels are popular among a large number of people because of the cool appearance, the stability similar to that of an automobile, the operation stability of the locomotive and the safety greatly improved. However, when the vehicle runs over the vehicle, the vehicle has large road surface undulation, and the stability of the vehicle body is poor in the steering process, so that the vehicle body is easy to roll or even turn over during straight running or turning, and great troubles are brought to a driver and passengers.
In view of the above, the invention provides an automatic side-tipping control method for an inverted tricycle, which ensures the stability and safety of a vehicle on a rough road in the turning process.
Disclosure of Invention
The invention aims to provide an automatic side-tipping control method for an inverted tricycle, which ensures the stability and safety of a vehicle on a rough road in the turning process.
In order to achieve the purpose, the invention provides the following technical scheme: an automatic roll control method for an inverted tricycle comprises the following steps:
step S1, confirming a vehicle running state;
if the vehicle is in a straight-ahead state, skipping the step S2 and the step S3, and executing the step S4;
if the vehicle is in a turning state, acquiring the forward speed v and the turning radius R of the vehicle, and executing step S2;
step S2, confirming the roll angle theta of the vehicle body according to the running speed v and the turning radius R;
a step S3 of executing a roll action according to the roll angle theta of the vehicle body;
step S4, confirming the vehicle roll correction angle Δθ；
Step S5, determine ΔθWhether the angle is larger than a correction angle threshold value K or not;
if ΔθIf the value is more than K, the correction is carried out, otherwise, the correction is not carried out.
Further, step S1 includes:
step S11, detecting the running state of the tricycle;
providing a roll control actuator, judging whether the vehicle is in a forward driving state or not by acquiring gear information, if so, executing step S12, and if not, ending;
step S12, obtaining the height H of the center of mass of the vehicleg；
Step S13, acquiring the forward running speed v of the inverted tricycle;
step S14, providing a rear wheel, and collecting a rear wheel rotation angle signal alpha;
step S15, judging whether the vehicle is running straight;
if alpha is more than-90 degrees and less than 0 degrees or more than 0 degrees and less than 90 degrees, the roll control actuator judges that the vehicle is turning and the turning radius
Figure BDA0002421396050000021
Wherein L1 is the wheel base, go to step S2;
if α is 0 °, the roll execution controller determines that the vehicle is in a straight traveling state, and skips steps S2 and S3 and executes step S4.
Further, the roll angle of the vehicle body
Figure BDA0002421396050000022
Wherein R is the turning radius, and g is the gravity coefficient.
Further, a roll suspension and two front wheels are provided, the roll suspension comprises an upper rocker arm, a lower rocker arm arranged in parallel with the upper rocker arm and a roll rocker arm connected with the lower rocker arm, two ends of the upper rocker arm and two ends of the lower rocker arm are both connected with a front shock absorber, the front shock absorber is connected with the front wheels, and the roll execution controller actually executes an angle thetaz＝θ·i，
Figure BDA0002421396050000023
Wherein i is the ratio of the length of the upper rocker arm to the distance between the centers of the two front wheels.
Further, the vehicle roll correction angle
Figure BDA0002421396050000024
ML、MRRespectively, the moment, M, of the two front shock absorbers to the central force of the vehicleFIs the moment that centrifugal force generates on the vehicle.
Further, the vehicle cornering roll correction angle
Figure BDA0002421396050000031
Further, the vehicle is straight-running and roll-corrected for angle
Figure BDA0002421396050000032
Compared with the prior art, the invention has the beneficial effects that: the roll correction angle delta is obtained by correcting the vehicle roll angle thetaθAnd whether the vehicle needs to be corrected in the running process is judged, so that whether the vehicle runs straight or turns is ensured to run stably on a flat road or an undulating road all the time.
Drawings
FIG. 1 is a schematic view of the overall structure of a tricycle according to the present invention;
FIG. 2 is a schematic view of a portion of the inverted tricycle of FIG. 1;
FIG. 3 is a front view of the roll suspension of FIG. 2;
FIG. 4 is a top view of the roll suspension;
FIG. 5 is a schematic view of the steering suspension of FIG. 2;
FIG. 6 is a schematic view of the inverted tricycle in a turning and rolling state;
FIG. 7 is a control diagram of an inverted tricycle roll circuit;
FIG. 8 is a block diagram of a method for controlling the turning and roll of a reverse tricycle according to the present invention;
FIG. 9 is a flowchart of a method for controlling the turning and roll of the inverted tricycle;
fig. 10 is a schematic view of a roll state of the roll suspension;
fig. 11 is a schematic view of the inverted tricycle in a roll state.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Referring to fig. 1 to 11, the present invention relates to an automatic-tilting tricycle for turning, which includes a frame 10, a tilting suspension 20 disposed at a front portion of the frame 10, a pair of front wheels 30 connected to both sides of the tilting suspension 20, a steering suspension 40 connected to a rear portion of the frame 10, a rear wheel 50 connected to the steering suspension 40, and a steering transmission mechanism 60 for controlling the steering of the rear wheel 50. The frame 10 has a mounting shaft 11 for the roll suspension 20.
Referring to fig. 2, the roll suspension 20 includes an upper rocker arm 21, a lower rocker arm 22 disposed in parallel with the upper rocker arm 21, a roll rocker arm 23 connected to the lower rocker arm 22, a roll control actuator 24 controlling the rotation of the roll rocker arm 23, and a pair of front shock absorbers movably connected to both ends of the upper rocker arm 21 and the lower rocker arm 22, the pair of front shock absorbers including a left front shock absorber 25 and a right front shock absorber 26. The upper rocker arm 21, the lower rocker arm 22, a part of the left front damper 25, and a part of the right front damper 26 form a parallelogram structure, and the roll control actuator 24 controls the parallelogram structure to move and deform by the roll rocker arm 23. In the case of a tricycle with no roll, the upper and lower swing arms 21, 22 are perpendicular to each other at the left and right front shock absorbers 25, 26, respectively. The roll control actuator 24 includes a motor body 241 and a motor controller 242, and the motor controller 242 receives a signal from a sensor and controls the motor body 241 to perform an operation.
Referring to fig. 2, the upper rocker 21 and the lower rocker 22 are connected to the mounting shaft 11 of the frame 10 at the center, the upper rocker 21 and the lower rocker 22 rotate around the mounting shaft 11, and the mounting shaft 11 is perpendicular to the upper rocker 21 and the lower rocker 22 when the tricycle is not tilted. Referring to fig. 3, each of the left and right front shock absorbers 25 and 26 includes a damping damper 251 and a spring 252 for damping and cushioning, and the upper end of the damping damper 251 is connected to the ends of the upper and lower rocker arms 21 and 22 to form a side portion 2511. Specifically, the upper rocker arm 21, the lower rocker arm 22 and the side edge portions 2511 at both ends form a parallelogram motion structure. The spring 252 is sleeved on the periphery of the vibration damping 251, and the lower end of the vibration damping 251 is connected with a front wheel 30. The left and right front shock absorbers 25 and 26 further include force sensors 253, the force sensors 253 providing signals to the roll control actuator 24. Referring to fig. 4, the roll rocker 23 includes a rocking beam 231 connected to the roll control actuator 24 and a pair of roll shafts 232 connected to both ends of the rocking beam 231, ends of the pair of roll shafts 232 are connected to the lower rocker 22, the roll control actuator 24 drives the rocking beam 231 to move, and the rocking beam 231 tilts the lower rocker 22.
The roll suspension 20 in the present embodiment is used for the front wheel and as the front suspension of the entire vehicle, but is not limited to be used as the front suspension of the entire vehicle, and in other embodiments, the roll suspension 20 may be used for the rear wheel and as the rear suspension of the entire vehicle, or may be used in a tricycle, a quadricycle, or other rolling vehicles.
Referring to fig. 2 and 4, the pair of front wheels 30 includes a left front wheel 31 and a right front wheel 32, and each of the left front wheel 31 and the right front wheel 32 includes a front tire 311, a front rim 312 for fixing the front tire 311, a front wheel driver 313, and a front wheel speed sensor 314 provided on the front rim 312. The front wheel speed sensor 314 provides a control signal to the roll control actuator 24. The roll control actuator 24 collects signals of the front wheel speed sensor 314 and drives the roll rocker 23 to perform corresponding rotary motion, so that the vehicle body rolls to a certain extent, the moment generated by the centrifugal force of the vehicle body during turning is counteracted, and the running stability is ensured.
Referring to fig. 2, the steering suspension 40 includes a steering actuator 41 and a rear shock absorber 42 connected to the steering actuator 41. The rear wheel 50 is rigidly connected to the rear shock absorber 42. The steering actuator 41 is fixedly connected to the frame 10 and provides steering power to the rear wheels 50 through the rear shock absorbers 42. Specifically, the steering actuator 41 includes a rear wheel steering angle sensor 411, and the rear wheel steering angle sensor 411 supplies a signal to the roll control actuator 24. Referring to fig. 5, the rear wheel 50 includes a rear tire 51, a rear wheel axle 52, a rear rim 53 for connecting the rear tire 51 and the rear wheel axle 52, and a rear wheel speed sensor 54 provided on the rear rim 53. One end of the rear damper 42 is connected to the rear wheel axle 52, and the other end of the rear damper 42 is connected to the steering actuator 41.
Referring to fig. 2, the steering gear 60 includes a steering column 61 connected to the frame 10 and a steering wheel 62 mounted to a rear end of the steering column 61. A steering wheel angle sensor 611 and a damping device (not shown) are arranged in the steering column 61, the steering wheel angle sensor 611 provides an angle signal for the steering actuator 41 to realize the steering of the rear wheels, and the damping device provides a steering resistance torque to ensure the corresponding hand feeling in the direction.
When the vehicle body turns, the front wheel speed sensor 314, the force sensor 253 and the rear wheel speed sensor 54 transmit signals to the roll control actuator 24, and drive the roll rocker 23 to make corresponding rotation movement, the roll rocker 23 drives the upper rocker 21 and the lower rocker 22 to rotate around the mounting shaft 11, so that the upper rocker 21 and the lower rocker 22 are relatively staggered, the upper rocker 21 and the lower rocker 22 and the side edge parts 2511 at two ends rotate from a rectangle to a parallelogram structure, the left front shock absorber 25 and the right front shock absorber 26 at two sides roll to drive the left front wheel 31 and the right front wheel 32 to roll, as shown in fig. 6, the vehicle body rolls further, the whole vehicle rolls towards the turning inner side, the roll moment is generated by gravity, the moment generated by the turning centrifugal force is resisted, and good operation stability and flexibility are kept. The upper rocker arm 21 and the lower rocker arm 22 are arranged in parallel up and down, the mounting shaft 11 is arranged in the center, and two closed parallelograms are formed when the mounting shaft is tilted, so that the left and right side tilt angles are equal. After turning, the upper rocker arm 21, the lower rocker arm 22 and the side edge portions 2511 at the two ends are changed into a rectangular structure from a parallelogram, and the left front damper 25 and the right front damper 26 at the two sides drive the left front wheel 31 and the right front wheel 32 to return to the right, so that the active return of the vehicle body is realized.
In the process of straight running or turning of the inverted tricycle, the road surface fluctuation working condition occurs, the roll control actuator 24 calculates the stable correction angle of the tricycle body through signal acquisition of each sensor, and the running stability and smoothness of the tricycle are ensured, so the invention also discloses an automatic roll control method of the inverted tricycle, and the method comprises the following specific steps with reference to fig. 8 and 9:
in step S1, the vehicle running state is confirmed.
Step S1 of the present invention specifically includes:
in step S11, the reverse tricycle driving state is detected.
The roll control actuator 24 judges whether the vehicle is in a forward running state by collecting the gear information, and if so, executes step S2, and if not, ends;
step S12, obtaining the height H of the center of mass of the vehicleg。
The roll control actuator 24 drives the vehicle body to roll delta beta and reset, and simultaneously collects data of each sensor to calculate the initial height H of the center of massg. According to the formula: Δ ML+ΔMR+MG＝0；
ΔML+ΔMR＝mg·Hg·sin(Δβ)；
Figure BDA0002421396050000061
It is obtained that,
Figure BDA0002421396050000062
wherein, Δ ML、ΔMRIs the difference between the moments of the front shock absorber generated to the vehicle center force before and after the roll motion of the vehicle body, Δ FL、ΔFRThe difference value of the forces before and after the vehicle body rolls is obtained, m is the vehicle body mass, g is the gravity coefficient, l-the length of the upper rocker arm, the active roll angle of the centroid height is acquired in the delta beta initial state, and i is the ratio of the length of the upper rocker arm to the distance between the centers of the two front wheels.
In step S13, the forward travel speed v of the inverted tricycle is acquired.
The front wheel speed sensor 314 detects a wheel speed v1 of the left front wheel 31 and a wheel speed v2 of the right front wheel 32, the rear wheel speed sensor 54 detects a wheel speed v3 of the rear wheel 50, the roll execution controller 24 collects the wheel speeds v1, v2 and v3, filters v1, v2 and v3, judges and analyzes each vehicle speed signal, and finally obtains a vehicle running speed v.
The process for judging each vehicle speed signal comprises the following steps:
and calculating the acceleration of the three wheels, and judging whether the wheel speed signals are eliminated. If the acceleration of any wheel exceeds the gravity acceleration, the signal is rejected.
And if one front wheel speed signal is removed, performing difference operation on the other two wheel speed signals, and if the difference value exceeds a preset wheel speed difference delta v, taking the speed of the front wheel as a speed signal v. If not, the rear wheel speed is taken as the vehicle speed signal v.
If one rear wheel signal is eliminated, the average value of the speeds of two front wheels is taken as a vehicle speed signal v.
And if three wheel speed signals are eliminated, taking the average value of the three wheel speed signals as the vehicle speed v.
If all three wheel speed signals remain.
And performing difference operation on the speeds of the two front wheels, if the speed difference of the front wheels does not exceed the preset wheel speed difference delta v, calculating the difference between the average value of the speeds of the two front wheels and the speed of the rear wheel, and if the speed difference of the two front wheels and the speed of the rear wheel does not exceed the preset wheel speed difference delta v, taking the average speed of the three wheels as a speed signal v.
And if the average speed of the two front wheels and the speed of the rear wheel exceed a preset wheel speed difference delta v, taking the average value of the two front wheel speed signals as a wheel speed signal v.
And if the speed difference value of the two front wheels exceeds the preset wheel speed difference delta v, respectively comparing the speed difference values of the front wheels and the rear wheels, and if the speed difference value of one of the front wheels and the rear wheel does not exceed the preset wheel speed difference delta v, taking the rear wheel speed signal as a speed signal v.
And if the signal difference value of the front wheel and the rear wheel exceeds the preset wheel speed difference delta v, taking the average of the two front wheel speeds as a wheel speed signal v.
Step S14, a rotation angle signal α of the rear wheel 50 is acquired.
The rear wheel steering angle sensor 411 senses a steering angle signal α of the rear wheel 50 and transmits it to the roll control actuator 24.
In step S15, it is determined whether the vehicle is traveling straight.
The roll control actuator 24 determines whether the vehicle is in a turning state or a straight-ahead state from the turning angle signal α;
if-90 < alpha < 0 deg. or 0 < alpha < 90 deg., the roll control actuator 24 determines that the vehicle is turning, according to the formula
Figure BDA0002421396050000081
(the wheel base is L1) the turning radius R is calculated, and step S2 is executed.
When α is 0 °, the roll execution controller 24 determines that the vehicle is in the straight traveling state, and skips steps S2 and S3 to execute step S4.
In step S2, the vehicle body roll angle θ is confirmed using the turning radius R.
Due to roll actuator actuation angle θzIs deviated from the roll angle theta of the vehicle body, therefore thetaz＝θ·i
Moment M generated by centrifugal force on vehicle in turning stateFMoment M generated by gravityGAre balanced with each other as shown in FIG. 10, so MF＝MG(ii) a Due to the fact that
Figure BDA0002421396050000082
G＝mg；
It is obtained that,
Figure BDA0002421396050000083
the process is simplified to obtain the product,
Figure BDA0002421396050000084
thus, the roll actuator executes an angle;
Figure BDA0002421396050000085
wherein R is turning radius, F is vehicle centrifugal force, G is vehicle gravity, m is vehicle body mass, G is gravity coefficient, and i is the ratio of the length of the upper rocker arm to the distance between the centers of the two front wheels; thetazIs the execution angle of the roll actuator at the time of rolling.
In step S3, a roll operation is performed according to the vehicle body roll angle θ.
The roll execution controller 24 drives the roll rocker 23 to make corresponding rotation movement, the roll rocker 23 drives the upper rocker 21 and the lower rocker 22 to rotate around the mounting shaft 11, so that the upper rocker 21 and the lower rocker 22 are relatively staggered, the left front shock absorber 25 and the right front shock absorber 26 on both sides roll, the left front wheel 31 and the right front wheel 32 are driven to roll, the roll angle is theta, and the vehicle is in a stable state.
Step S4, confirming the vehicle roll correction angle Δθ。
Roll control actuator 24 collects force sensor parameters FLAnd FRAs shown in fig. 11, the collected signals are filtered to calculate the moment MLAnd MR. During the actual running process of the vehicle, the height fluctuation of the road surface can cause the roll angle of the vehicle to be changed from theta to thetaiAccording to the moment ML、MR、MG、MFBalance calculation vehicle roll correction angle deltaθ. According to the formula: mL+MR+MG+MF＝0；
Δθ＝θi-θ；
Figure BDA0002421396050000091
Wherein M isL、MRThe two front shock absorbers respectively generate moments to the central force of the vehicle; mFIs the moment of centrifugal force on the vehicle, HgIs the height of the center of mass, M, of the vehicleGIs the moment of gravity on the vehicle.
During the vehicle turning, an obstacle is encountered, wherein the center of one of the front wheels 30 moves upward, resulting in the vehicle roll angle changing from θ to θiVehicle cornering roll correction angle
Figure BDA0002421396050000092
In the process of straight-going of the vehicle, an obstacle is encountered, the center of one of the front wheels 30 moves upwards, the upper rocker arm and the lower rocker arm roll, the roll of the vehicle needs to be corrected in order to ensure stable running, and because the vehicle moves straight, theta is 0 DEG, and because of the straight-going state, the turning radius R is infinite, M is MFWhen the vehicle is straight and the vehicle is inclined for correcting the angle 0
Figure BDA0002421396050000093
Step S5, judging vehicle roll angle deltaθWhether the angle is larger than a correction angle threshold value K or not;
if yes, correction is carried out, otherwise, correction is not carried out.
In step S6, the vehicle running state is detected, and whether or not to continue the roll control flow is selected.
The invention discloses a control method for automatically inclining an inverted tricycle during turning, which ensures that the tricycle runs stably on a flat road or an undulating road no matter the tricycle runs straight or turns.
Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that changes, modifications, substitutions and alterations can be made in these embodiments without departing from the principles and spirit of the invention, the scope of which is defined in the appended claims and their equivalents.

Claims (6)

1. An automatic side-tipping control method for an inverted tricycle is characterized by comprising the following steps:
step S1, confirming a vehicle running state;
if the vehicle is in a straight-ahead state, skipping the step S2 and the step S3, and executing the step S4;
if the vehicle is in a turning state, acquiring the forward speed v and the turning radius R of the vehicle, and executing step S2;
step S2, confirming the roll angle theta of the vehicle body according to the running speed v and the turning radius R;
a step S3 of executing a roll action according to the roll angle theta of the vehicle body;
step S4, confirming the vehicle roll correction angle Δθ；
Vehicle roll correction angle
Figure FDA0003090956240000011
ML、MRRespectively, the moment, M, of the two front shock absorbers to the central force of the vehicleFIs the moment of centrifugal force on the vehicle, HgIs the height of the mass center of the vehicle, m is the mass of the vehicle body, and g is the gravity coefficient;
step S5, determine ΔθWhether the angle is larger than a correction angle threshold value K or not;
if ΔθIf the value is more than K, the correction is carried out, otherwise, the correction is not carried out.
2. The automatic roll control method for a tricycle with tilting according to claim 1, wherein the step S1 includes:
step S11, detecting the running state of the tricycle;
providing a roll control actuator, judging whether the vehicle is in a forward driving state or not by acquiring gear information, if so, executing step S12, and if not, ending;
step S12, obtaining the height H of the center of mass of the vehicleg；
Step S13, acquiring the forward running speed v of the inverted tricycle;
step S14, providing a rear wheel, and collecting a rear wheel rotation angle signal alpha;
step S15, judging whether the vehicle is running straight;
if alpha is more than-90 degrees and less than 0 degrees or more than 0 degrees and less than 90 degrees, the roll control actuator judges that the vehicle is turning and the turning radius
Figure FDA0003090956240000012
Wherein, L1 is the wheel base;
if alpha is 0 deg., the rolling execution controller judges that the vehicle is in a straight running state.
3. The method of claim 2, wherein the body roll angle is selected from the group consisting of
Figure FDA0003090956240000021
Wherein R is the turning radius, and g is the gravity coefficient.
4. The automatic roll control method for a tricycle with inverted according to claim 3, characterized in that a roll suspension and two front wheels are provided, the roll suspension comprises an upper rocker arm, a lower rocker arm arranged in parallel with the upper rocker arm and a roll rocker arm connected with the lower rocker arm, a front damper is connected with both ends of the upper rocker arm and the lower rocker arm, the front damper is connected with the front wheels, and the roll execution controller actually executes an angle θz＝θ·i，
Figure FDA0003090956240000022
Wherein i is the ratio of the length of the upper rocker arm to the distance between the centers of the two front wheels.
5. The method of claim 4, wherein the vehicle cornering roll correction angle is a vehicle cornering roll correction angle
Figure FDA0003090956240000023
6. The method of claim 4, wherein the vehicle is subjected to a straight-through roll correction angle
Figure FDA0003090956240000024
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CN103124671A (en) * 2010-10-12 2013-05-29 丰田自动车株式会社 Vehicle body tilting device
CN103339025A (en) * 2011-01-28 2013-10-02 株式会社爱考斯研究 Vehicle
CN108407946A (en) * 2017-02-09 2018-08-17 丰田自动车株式会社 Wing drop vehicle
CN110650887A (en) * 2017-05-19 2020-01-03 株式会社爱考斯研究 Vehicle with a steering wheel
CN110435637A (en) * 2019-07-19 2019-11-12 王亚 Vehicle active roll control method

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