Control method, stabilizer bar system and vehicle

Abstract

The invention relates to a control method, a stabilizer bar system and a vehicle, and the control method comprises the steps that when the action state between a first stabilizer bar and a second stabilizer bar is a semi-coupling state, target parameters of a hydraulic system are determined according to the vehicle running state; and according to the target parameter and the actual parameter of the hydraulic system, a PID control algorithm is adopted to control the hydraulic system so as to adjust the rigidity of the stabilizer bar, and the technical problems that the stabilizer bar cannot effectively cope with various working conditions and cannot give consideration to the operation stability and comfort due to the fact that the rigidity is single and cannot be adjusted in the related technology are at least solved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a control method, a stabilizer bar system and a vehicle. Background Art

[0002] The function of the stabilizer bar is to prevent the car body from excessive lateral tilt when turning and to keep the car body balanced as much as possible.

[0003] In the current related technologies, the stabilizer bar cannot effectively cope with various working conditions and cannot take into account both handling stability and comfort because of its single and non-adjustable stiffness. Summary of the invention

[0004] The embodiments of the present application provide a control method, a stabilizer bar system and a vehicle to at least partially solve the above technical problems.

[0005] In order to achieve the above-mentioned purpose, according to the first aspect of the present application, a control method is provided for controlling a hydraulic system, wherein the hydraulic system is used to control the stiffness between a first stabilizer bar and a second stabilizer bar in a stabilizer bar assembly of a vehicle; the control method comprises: when the action state between the first stabilizer bar and the second stabilizer bar is a semi-coupled state, determining the target parameters of the hydraulic system according to the driving state of the vehicle; and controlling the hydraulic system using a PID control algorithm according to the target parameters and actual parameters of the hydraulic system to adjust the stiffness of the stabilizer bar.

[0006] Optionally, the hydraulic system includes a first oil chamber, a second oil chamber and a proportional valve, and the proportional valve is connected to the first oil chamber and the second oil chamber; controlling the hydraulic system using a PID control algorithm based on target parameters and actual parameters of the hydraulic system includes: controlling the opening of the proportional valve using a PID control algorithm based on the target parameters and actual parameters of the hydraulic system to adjust the stiffness of the stabilizer bar.

[0007] Optionally, before controlling the opening of the proportional valve according to the target parameter and the actual parameter of the hydraulic system (200), the method further comprises: adjusting the opening of the proportional valve to a preset opening.

[0008] Optionally, the target parameter includes a target oil pressure; and the opening of the proportional valve is controlled by a PID control algorithm based on the target parameter and actual parameter of the hydraulic system, including: based on the target oil pressure and actual oil pressure of the hydraulic system, the opening of the proportional valve is controlled by a PID control algorithm so that the difference between the actual oil pressure and the target oil pressure is less than or equal to a preset difference.

[0009] Optionally, controlling the opening of the proportional valve by the PID control algorithm includes: adjusting the control current of the proportional valve by the PID control algorithm to control the opening of the proportional valve; wherein the control current of the proportional valve is proportional to the opening of the proportional valve.

[0010] Optionally, adjusting the control current of the proportional valve through the PID control algorithm includes: determining the control current of the proportional valve based on the oil pressure difference, the differential unit operation time and the integral unit operation time; wherein the oil pressure difference is the difference between the target oil pressure and the actual oil pressure.

[0011] Optionally, determining the control current of the proportional valve according to the oil pressure difference, the differential unit operation time and the integral unit operation time includes: calculating the control current of the proportional valve according to the following formula:

[0012] Among them, P(t) is the proportional valve control current, e(t) is the oil pressure difference, K p is the preset proportional coefficient, T1 is the operation time of the integral unit, T D is the operation time of the differentiation unit.

[0013] Optionally, the method also includes: obtaining the real-time oil pressure of the first oil chamber and the real-time oil pressure of the second oil chamber, and determining the actual oil pressure by comparing the real-time oil pressure of the first oil chamber with the real-time oil pressure of the second oil chamber; wherein the larger of the real-time oil pressures is the actual oil pressure.

[0014] Optionally, the method further comprises: measuring the oil pressure of the hydraulic system in real time, and multiplying the oil pressure obtained by the real-time measurement by the area of ​​the piston in the stabilizer bar to obtain the actual oil pressure.

[0015] Optionally, a first oil pressure and a second oil pressure are measured in the first oil chamber and the second oil chamber respectively, and a larger one of the first oil pressure and the second oil pressure is used as the oil pressure obtained by the real-time measurement.

[0016] Optionally, the method further comprises: determining the target oil pressure according to a driving state of the vehicle, vehicle parameters and stabilizer bar parameters.

[0017] Optionally, the driving state includes: at least one of the vehicle's lateral acceleration, roll angle, travel of the steering knuckle after roll, and height difference from the vehicle's center of gravity to the roll axis; the vehicle parameters include: at least one of the sprung mass, spring stiffness, and wheel spacing; the stabilizer bar parameters include: at least one of the system parameters, torsional stiffness of the torsion bar, and damping force of the oil at a preset temperature.

[0018] Optionally, the method further includes: acquiring the oil temperature, determining a compensation value of the target oil pressure according to the oil temperature and a damping coefficient of the oil at a preset temperature, and using the compensation value to compensate for the target oil pressure.

[0019] Optionally, acquiring the oil temperature includes: measuring the first oil temperature and the second oil temperature in the first oil chamber and the second oil chamber respectively, and taking the larger one of the first oil temperature and the second oil temperature as the oil temperature obtained by the real-time measurement.

[0020] Optionally, the action state between the first stabilizing bar and the second stabilizing bar further includes: a coupled state and a disconnected state.

[0021] Optionally, the method further includes: generating a control signal according to a driving state of the vehicle; and controlling a switching state of a switching valve and a proportional valve in the hydraulic system according to the control signal to control an action state between the first stabilizer bar and the second stabilizer bar.

[0022] Optionally, controlling the switching states of the switch valve and the proportional valve according to the control signal to control the action state between the first stabilizer bar and the second stabilizer bar includes: controlling the switch valve to open and the proportional valve to close to control the first stabilizer bar and the second stabilizer bar to be in a disconnected state; controlling the switch valve to close and the proportional valve to open to control the first stabilizer bar and the second stabilizer bar to be in a semi-coupled state; controlling the switch valve to close and the proportional valve to close to control the first stabilizer bar and the second stabilizer bar to be in a coupled state.

[0023] According to the second aspect of the present application, a computer-readable storage medium is also provided, on which a computer program is stored. When the computer program is executed by a processor, the steps of the control method described in any of the above embodiments are implemented.

[0024] According to a third aspect of the present application, a computer program product is also provided, comprising a computer program, wherein when the computer program is executed by a processor, the steps of the control method described in any of the above embodiments are implemented.

[0025] According to a fourth aspect of the present application, an electronic device is also provided, comprising: a memory on which a computer program is stored; and a processor for executing the computer program in the memory to implement the control method described in any one of the above embodiments.

[0026] According to a fifth aspect of the present application, a stabilizer bar system is also provided, comprising a stabilizer bar assembly and the above-mentioned electronic device.

[0027] According to a sixth aspect of the present application, a vehicle is also provided, comprising: the electronic device in any one of the above embodiments; and / or the stabilizer bar system in any one of the above embodiments.

[0028] The benefit of the present application lies in: when the action state between the first stabilizer bar and the second stabilizer bar is a semi-coupled state, the target parameters of the hydraulic system are determined according to the driving state of the vehicle; and the PID control algorithm is used to control the hydraulic system to adjust the stiffness of the stabilizer bar according to the target parameters and actual parameters of the hydraulic system, which at least solves the technical problem in the related art that the stabilizer bar cannot effectively cope with various working conditions and cannot take into account both handling stability and comfort due to the single and non-adjustable stiffness. The use of the PID control algorithm to control the hydraulic system to adjust the stiffness of the stabilizer bar can stably and accurately control the damping force provided by the stabilizer bar assembly to adapt to different driving conditions, and can take into account both handling stability and driving comfort.

[0029] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application, and those skilled in the art can obtain other drawings based on these drawings without creative work.

[0031] In order to more completely understand the present application and its beneficial effects, the following description will be given in conjunction with the accompanying drawings, wherein the same figure numbers represent the same parts in the following description.

[0032] Figure 1 is a schematic diagram of the overall structure of a stabilizer bar assembly provided in an exemplary embodiment of the present application;

[0033] Figure 2 yes Figure 1 A schematic diagram of the internal structure of the actuator in the stabilizer bar assembly shown;

[0034] Figure 3 yes Figure 1 The structural schematic diagram of the control valve group in the stabilizer bar assembly shown;

[0035] Figure 4 is a schematic diagram of a hydraulic system in a connection mode provided in an exemplary embodiment of the present application;

[0036] Figure 5 is a flow chart of a control method of a stabilizer bar provided in an exemplary embodiment of the present application;

[0037] Figure 6 is a flow chart of the regulation process of the proportional valve in the semi-coupled state provided in an exemplary embodiment of the present application;

[0038] Figure 7 is a flow chart of a PID control algorithm provided in an exemplary embodiment of the present application;

[0039] Figure 8 is a schematic structural diagram of a stabilizer bar system provided in an exemplary embodiment of the present application;

[0040] Fig. 9 is a flow chart of a fault self-checking method provided in an exemplary embodiment of the present application;

[0041] Fig.10 is a flow chart of three working states provided in an exemplary embodiment of the present application;

[0042] Fig.11 is a schematic diagram of a vehicle in an exemplary embodiment of the present application.

[0043] Description of reference numerals:

[0044] 1. Vehicle; 10. Stabilizer bar assembly; 100. Rod system; 110. First stabilizer bar; 120. Second stabilizer bar; 200. Hydraulic system; 300. Actuator; 310. Actuator cylinder; 310a. Cylinder inner cavity; 310b. First variable chamber; 310c. Second variable chamber; 310e. First cylinder port; 310f. Second cylinder port; 310g. Third cylinder port; 311. First end cover; 311a. End cover keyway; 312. Second end cover; 312a. Cylinder through hole; 313. Intermediate housing; 313a. Ball nut groove; 314. Cylinder seal assembly; 320. Actuator piston; 320a. Ball screw groove; 321. Piston portion; 322, connecting rod; 330, actuator spindle; 340, connecting sleeve; 340a, sleeve keyway; 351, first reverser; 352, second reverser; 360, piston seal assembly; 370, spindle seal assembly; 380, first bearing; 390, second bearing; 400, control valve group; 411, first non-return valve; 412, second non-return valve; 413, third non-return valve; 414, fourth non-return valve; 423, switch valve; 430, accumulator; 441, first pressure sensor; 442, second pressure sensor; 451, first oil pipe; 452, second oil pipe; 453, third oil pipe; 460, hydraulic valve block; 470, proportional valve. DETAILED DESCRIPTION

[0045] The technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0046] Reference Figures 1 to 4 As shown, as one aspect of the present application, the present application provides a stabilizer bar assembly 10. The stabilizer bar assembly 10 includes: a rod system 100, an actuator 300 and a control valve group 400.

[0047] Specifically, the rod system 100 includes a first stabilizer rod 110 and a second stabilizer rod 120; the actuator 300 is provided with a plurality of variable chambers; and the control valve group 400 is respectively connected to the plurality of variable chambers to adjust the flow direction and / or flow rate of the pressure medium in the variable chambers.

[0048] The actuator 300 is connected to the first stabilizer bar 110 and the second stabilizer bar 120 respectively, so that the actuator 300 adjusts the relative rotation state between the first stabilizer bar 110 and the second stabilizer bar 120 under the driving of the control valve group 400 .

[0049] The above scheme can change the flow direction and flow rate of the pressure medium in the variable chamber of the actuator 300, so that the first stabilizer bar 110 and the second stabilizer bar 120 have multiple relative rotation states, and finally the stabilizer bar assembly 10 has multiple torsion resistance to adapt to various road conditions or driving conditions.

[0050] Reference Figure 1 to Figure 2 As shown, the actuator 300 of the present application includes: an actuator cylinder 310 , an actuator piston 320 and an actuator spindle 330 .

[0051] The actuator cylinder 310 forms a cylinder inner cavity 310a; the actuator piston 320 is movably disposed inside the actuator cylinder 310 and divides the cylinder inner cavity 310a into a plurality of variable chambers.

[0052] Specifically, the actuator piston 320 includes a piston portion 321 and a connecting rod portion 322. Among them, the piston portion 321 is used to separate the inner cavity 310a of the cylinder body into two variable chambers, and the two variable chambers are defined as the first variable chamber 310b and the second variable chamber 310c respectively. When the piston portion 321 moves, the volume of the first variable chamber 310b and the second variable chamber 310c will change. The connecting rod portion 322 is mainly used to form a ball screw groove 320a. The actuator piston 320 can be regarded as a combination of a piston and a ball screw, that is, the actuator piston 320 has the functions of a piston and a ball screw at the same time, and these two parts of the function are realized by the piston portion 321 and the connecting rod portion 322 of the actuator piston 320.

[0053] Specifically, the movement of the actuator piston 320 in the actuator cylinder 310 is a composite movement, that is, the actuator piston 320 is simultaneously connected to the actuator cylinder 310 in a sliding connection and a rotation connection. The direction in which the actuator piston 320 slides relative to the actuator cylinder 310 is parallel to the axis in which the actuator piston 320 and the actuator cylinder 310 rotate relative to each other.

[0054] Specifically, since the actuator piston 320 slides and rotates in the actuator cylinder 310, in order to ensure the sealing of both sides of the piston portion 321 of the actuator piston 320, a piston sealing assembly 360 is provided on the outer side of the piston portion 321, and the sealing effect is ensured by the flexible contact between the piston sealing assembly 360 and the inner wall of the actuator cylinder 310. As a more specific solution, the piston sealing assembly 360 may include a sealing ring, etc.; the piston portion 321 is formed with a corresponding sealing groove (not shown in the figure) to accommodate the piston sealing assembly 360.

[0055] The inner wall of the actuator cylinder 310 is formed with a ball nut groove 313a, which can cooperate with the ball screw groove 320a formed by the actuator piston 320 to accommodate a plurality of balls, so that the actuator piston 320 and the actuator cylinder 310 form a ball screw mechanism. The balls are equivalent to being arranged between the actuator piston 320 and the actuator cylinder 310 to realize the ball screw pair transmission, that is, the sliding and rotation of the actuator piston 320 relative to the actuator cylinder 310 are linked in motion, and when the actuator piston 320 and the actuator cylinder 310 slide relative to each other, relative rotation also occurs simultaneously, or, when the actuator piston 320 and the actuator cylinder 310 rotate relative to each other, relative sliding also occurs simultaneously.

[0056] Reference Figure 2 As shown, in some embodiments of the present application, a reverser is further provided inside the actuator cylinder 310 to guide the movement of the ball. As a specific solution, a first reverser 351 and a second reverser are provided inside the actuator cylinder 310, which respectively guide the movement of the ball when the actuator piston 320 moves to the limit position.

[0057] Reference Figure 2 As shown, in some embodiments of the present application, the execution spindle 330 is at least partially disposed inside the execution cylinder 310, and the other part thereof passes through the cylinder through hole 312a provided in the execution cylinder 310 and is disposed outside the execution cylinder 310. The execution spindle 330 and the execution cylinder 310 are only connected in rotation, that is, the execution spindle 330 can only rotate relative to the execution cylinder 310.

[0058] The actuating piston 320 and the actuating spindle 330 form a non-rotating connection and a sliding connection, that is, the actuating piston 320 and the actuating spindle 330 can slide relative to each other, but cannot rotate relative to each other, but rotate synchronously.

[0059] As a specific solution, a spline (not marked in the figure) is provided on the executing spindle 330, and a mounting shaft hole (not marked in the figure) is formed on the executing piston 320. A keyway (not marked in the figure) adapted to the spline is formed on the inner wall of the mounting shaft hole. The cooperation of the spline and the keyway realizes a non-rotating connection between the executing spindle 330 and the executing piston 320.

[0060] Reference Figure 2 As shown, in order to prevent the pressure medium from leaking along the executing main shaft 330, as a specific solution, a main shaft sealing assembly 370 is provided on the executing main shaft 330 to prevent the pressure medium from leaking along the main shaft.

[0061] Reference Figure 2As shown, in order to realize the rotational connection between the execution spindle 330 and the execution housing, a first bearing 380 and a second bearing 390 are also sleeved on the execution spindle 330; the first bearing 380 and the second bearing 390 are arranged inside the execution housing and supported between the execution spindle 330 and the inner wall of the execution housing.

[0062] Reference Figure 2 As shown, in order to connect the execution spindle 330 with the second stabilizer bar 120, as a specific solution, a connecting sleeve is sleeved on the exposed end of the execution spindle 330, and the connecting sleeve forms a non-rotating connection with the execution spindle 330 and is provided with a sleeve keyway 340a; the end of the second stabilizer bar 120 is provided with a spline structure that can cooperate with the sleeve keyway 340a, so that the second stabilizer bar 120 indirectly forms a non-rotating connection with the execution spindle 330 through the connecting sleeve. That is, the execution spindle 330 and the second stabilizer bar 120 can rotate synchronously.

[0063] The purpose of using the actuator spindle 330 is that the purpose of the stabilizer bar assembly 10 is to adjust the relative rotation of the first stabilizer bar 110 and the second stabilizer bar 120. If the second stabilizer bar 120 is directly connected to the actuator piston 320, it will also produce relative sliding, which is not the preset movement of the stabilizer bar assembly 10.

[0064] Reference Figure 1 to Figure 2 As shown, in some embodiments of the present application, the execution housing can be composed of a split structure. Specifically, the execution housing includes: a first end cover 311, a second end cover 312 and an intermediate housing 313. The first end cover 311 forms a first cylinder port 310e; the second end cover 312 forms a second cylinder port 310f; the intermediate housing 313 forms a cylinder inner cavity 310a and a third cylinder port 310g; and the intermediate housing 313 is disposed between the first end cover 311 and the second end cover 312.

[0065] The third cylinder port 310g is disposed between the first cylinder port 310e and the second cylinder port 310f, so that the actuator piston 320 closes the third cylinder port 310g under the action of the pressure medium of the first cylinder port 310e and / or the second cylinder port 310f.

[0066] As a more specific solution, the first end cover 311, the second end cover 312 and the intermediate housing 313 are fixedly connected. In order to maintain a seal between them, a cylinder seal assembly 314, such as a seal ring, is provided between the first end cover 311 and the intermediate housing 313 and between the second end cover 312 and the intermediate housing 313. As a specific solution, the intermediate housing 313 forms a ball nut groove 313a; and in the sliding direction of the actuator piston 320, the third cylinder port 310g and the ball nut groove 313a are staggered, so that the pressure medium can flow into or out of the third cylinder port 310g more smoothly, thereby avoiding jamming when returning to the center.

[0067] In addition, the first end cover 311 is formed with an end cover keyway 311a, and the first stabilizing rod 110 can cooperate with the end cover keyway 311a through its spline so that the first stabilizing rod 110 and the first end cover 311 form a non-rotating connection, that is, the first stabilizing rod 110 and the actuator cylinder body 310 form a non-rotating connection.

[0068] Reference Figure 1 and Figure 2 As shown, based on the above description, the first stabilizing rod 110 of the present application forms a non-rotating connection with the actuator cylinder 310, the second stabilizing rod 120 forms a non-rotating connection with the actuator piston 320, and the actuator piston 320 and the actuator cylinder 310 form an interrelated rotational connection and sliding connection.

[0069] When the actuator piston 320 is not constrained by the pressure medium and can slide freely, the first stabilizer bar 110 and the second stabilizer bar 120 can rotate freely relative to each other. At this time, the first stabilizer bar 110 and the second stabilizer bar 120 are equivalent to two independent and unrelated components. The mode in which the first stabilizer bar 110 and the second stabilizer bar 120 can rotate freely relative to each other is defined as a disconnection mode, that is, in the disconnection mode, the first stabilizer bar 110 and the second stabilizer bar 120 are equivalent to independently rotating components.

[0070] When the actuator piston 320 slides under the action of the pressure medium on both sides thereof, the first stabilizing rod 110 and the second stabilizing rod 120 can rotate relative to each other. This relative rotation requires overcoming the damping that needs to be overcome when the actuator piston 320 moves. The mode in which the first stabilizing rod 110 and the second stabilizing rod 120 can rotate relative to each other is defined as a semi-coupling mode.

[0071] When the actuator piston 320 cannot slide under the action of the pressure medium on both sides thereof, the first stabilizer bar 110 and the second stabilizer bar 120 form a non-rotational connection, that is, relative rotation is not possible. The mode in which the first stabilizer bar 110 and the second stabilizer bar 120 cannot rotate relative to each other is defined as a connection mode, that is, in the connection mode, the first stabilizer bar 110 and the second stabilizer bar 120 are equivalent to being connected as an integral connecting rod that cannot rotate relative to each other.

[0072] It should be noted that in the connection mode, the first stabilizer bar 110 and the second stabilizer bar 120 are equivalent to being in a balanced state, that is, the pressure on both sides of the actuator piston 320 is in a balanced state. Once this balanced state is broken, it will enter the semi-coupling mode or disconnection mode.

[0073] However, the higher the pressure of the pressure medium that balances the actuator piston 320, the higher the torque required to break this balance. At this time, the torsional resistance of the whole formed by the first stabilizer bar 110 and the second stabilizer bar 120 in the control connection mode can be controlled by controlling the pressure of the pressure medium inside the actuator cylinder 310, that is, the "stiffness" of the whole formed by the first stabilizer bar 110 and the second stabilizer bar 120 in the control connection mode; compared with the fixed torsional resistance (stiffness) directly relying on the material properties of the stabilizer bar in the related art, this provides the stabilizer bar assembly 10 with a variety of torsional strength options to adapt to different driving conditions.

[0074] In summary, the stabilizer bar assembly 10 of the present application can control the pressure on both sides of the actuator piston 320 so that the stabilizer bar assembly 10 has various stiffnesses.

[0075] As a specific solution, the actuator 300 and the control valve group 400 constitute the main part of the hydraulic system 200 of the present application. In some embodiments of the present application, the control valve group 400 further includes: a one-way valve. The one-way valve is used to make the flow direction of the pressure medium between the control valve group 400 and the variable chamber flow in a preset direction.

[0076] The control valve group 400 may include a plurality of one-way valves. These one-way valves are used to control the flow direction of the pressure medium in different oil circuits in the hydraulic system 200. The hydraulic system 200 of the present application can make the pressure medium flow along a preset flow path through these one-way valves.

[0077] It should be noted that the "oil circuit" referred to in the present application refers to the passage constructed in the hydraulic system 200 for the pressure medium to flow through. For the sake of convenience, these passages are called "oil circuits". It should not be considered that the "oil circuit" in the present application can only allow "hydraulic oil" to pass through.

[0078] Reference Figure 3 and Figure 4As shown, as a specific solution, the control valve group 400 of the present application integrates the aforementioned one-way valve, switch valve 423, accumulator 430 and corresponding pressure sensor into a whole through a hydraulic valve block 460. The control valve group 400 is connected to the first cylinder port 310e, the second cylinder port 310f and the third cylinder port 310g respectively through the first oil pipe 451, the second oil pipe 452 and the third oil pipe 453. The advantage of adopting an integrated solution is that the control valve group 400 can detect and control the actuator 300 nearby, thereby reducing the delay and interference caused by long-distance detection and control. The accumulator 430 is mainly used to store pressure medium and maintain the pressure of the pressure medium in the hydraulic system 200. Of course, the pressure of the pressure medium can also be adjusted by the spring of the accumulator 430. In addition, the accumulator 430 also has the function of stabilizing pressure and buffering pressure shock.

[0079] Reference Figure 4 As shown, as a hydraulic system 200 provided by the present application, it only uses a switch valve 423 to control the connection and disconnection between the first cylinder port 310e and the second cylinder port 310f, and is respectively connected to the third cylinder port 310g, the second one-way valve 412 and the fourth one-way valve 414 through a proportional valve 470; in this way, by controlling the flow of the proportional valve 470, the required damping to hinder the sliding of the actuator piston 320 can be obtained, that is, the stabilizer bar assembly 10 obtains the required stiffness.

[0080] The pressure sensor may include a first pressure sensor 441 and a second pressure sensor 442, which are respectively used to detect the pressure on both sides of the actuator piston 320. As a specific solution, the pressure inside the actuator cylinder body 310 may be replaced by detecting the pressure of the first cylinder port 310e and the second cylinder port 310f.

[0081] As a more specific solution, the stabilizer bar assembly 10 of the present application may also be provided with a first temperature sensor (not shown in the figure) and a second temperature sensor (not shown in the figure) to respectively detect the temperatures of different variable chambers inside the actuator cylinder 310 .

[0082] Reference Figure 5 As shown, according to another aspect of the embodiment of the present application, a control method is provided for controlling the above-mentioned hydraulic system 200. The hydraulic system 200 is used to control the stiffness between the first stabilizer bar 110 and the second stabilizer bar 120 in the stabilizer bar assembly 10 of the vehicle. The control method includes:

[0083] Step S601, when the action state between the first stabilizer bar and the second stabilizer bar is a semi-coupled state, determining a target parameter of the hydraulic system according to the driving state of the vehicle;

[0084] Step S602: Control the hydraulic system using a PID control algorithm according to the target parameters and actual parameters of the hydraulic system to adjust the stiffness of the stabilizer bar.

[0085] When the action state between the first stabilizer bar 110 and the second stabilizer bar 120 is in a semi-coupled state, the target parameters of the hydraulic system are determined according to the driving state of the vehicle; and the PID control algorithm is used to control the hydraulic system to adjust the stiffness of the stabilizer bar according to the target parameters and actual parameters of the hydraulic system. At least the technical problem in the related art that the stabilizer bar cannot effectively cope with various working conditions and cannot take into account both the handling stability and the comfort due to the single and non-adjustable stiffness is solved. The use of the PID control algorithm to control the hydraulic system to adjust the stiffness of the stabilizer bar can stably and accurately control the damping force provided by the stabilizer bar assembly to adapt to different driving conditions, and can take into account both the handling stability and the driving comfort.

[0086] In some embodiments, the hydraulic system 200 includes a first oil chamber, a second oil chamber, and a proportional valve 470 . The proportional valve 470 is in communication with both the first oil chamber and the second oil chamber.

[0087] In some embodiments, the above step S602 may be implemented by the following steps:

[0088] The PID control algorithm is used to control the opening of the proportional valve according to the target parameters and actual parameters of the hydraulic system 200 to adjust the stiffness of the stabilizer bar.

[0089] The target parameters of the hydraulic system 200 may include target hydraulic pressure, etc. The target hydraulic pressure may be a preset hydraulic pressure, or may be calculated based on the current driving conditions and various parameters of the vehicle. The actual parameters of the hydraulic system 200 may include actual hydraulic pressure, etc., that is, the hydraulic pressure actually measured at present. When the target parameter is different from the actual parameter, it means that the actual parameter has not reached the ideal target parameter. At this time, the opening of the proportional valve can be dynamically adjusted to adjust the target parameter and the actual parameter synchronously, and dynamically match them until the difference between the target parameter and the actual parameter is less than a preset threshold value and is approximately equal.

[0090] In some embodiments, before controlling the opening of the proportional valve 470 according to the target parameter and the actual parameter of the hydraulic system 200 , the control method further includes: adjusting the opening of the proportional valve 470 to a preset opening.

[0091] In an optional example, when the action state between the first stabilizer bar 110 and the second stabilizer bar 120 is a semi-coupled state, the initial opening of the proportional valve can be set to 50%, 30% or 60%, according to actual needs, and the embodiment of the present application does not limit this. In subsequent use, the opening of the proportional valve can be adjusted between 0 and 100%.

[0092] In some embodiments, the opening of the proportional valve is controlled by using a PID control algorithm according to the target parameters and actual parameters of the hydraulic system, which can be achieved by the following steps:

[0093] According to the target oil pressure and actual oil pressure of the hydraulic system, the opening of the proportional valve is controlled by the PID control algorithm so that the difference between the actual oil pressure and the target oil pressure is less than or equal to the preset difference.

[0094] Reference Figure 6 As shown, in an exemplary embodiment, the stabilizer bar stiffness adjustment process in the semi-coupled state may include the following steps:

[0095] Step S301, controlling the stabilizer bar to enter a semi-coupled state;

[0096] Step S302, closing the switch valve and controlling the opening of the proportional valve to 50%;

[0097] Step S303, obtaining the target oil pressure F3 and the actual oil pressure F4;

[0098] Step S304, compare whether F3 and F4 are equal, if they are equal, execute step S306, if they are not equal, execute step S305; it is mainly explained that here, taking F3=F4 as the judgment condition is an ideal application scenario, and the difference between F3 and F4 can also be set within a certain range, as long as the range is met, the corresponding step is executed;

[0099] Step S305, adjusting the opening of the proportional valve, and then returning to step S303;

[0100] Step S306, maintaining the current proportional valve opening.

[0101] It should be noted that the PID control algorithm is a process of continuously comparing the target value and the actual value. In the process of continuously adjusting the opening of the proportional valve, F3 and F4 are obtained in real time, and then compared, and the opening of the proportional valve is adjusted accordingly until F3=F4.

[0102] Specifically, the control current of the proportional valve can be adjusted by the PID control algorithm to control the opening of the proportional valve, wherein the control current of the proportional valve is proportional to the opening of the proportional valve. That is, the larger the control current of the proportional valve, the larger the opening of the proportional valve.

[0103] In some embodiments, the control current of the proportional valve is determined according to the oil pressure difference, the differential unit operation time and the integral unit operation time; wherein the oil pressure difference is the difference between the target oil pressure and the actual oil pressure. Specifically, the control current of the proportional valve can be determined by the following formula (1).

[0104]

[0105] Among them, P(t) is the proportional valve control current, e(t) is the oil pressure difference, K p is the preset proportional coefficient, T1 is the operation time of the integral unit, T D is the operation time of the differentiation unit.

[0106] Feedback regulation using PID control can be used to adjust the oil pressure in real time. Its advantage is fast response and can eliminate the steady-state error and overshoot of the control system. By providing different control currents to the proportional valve, the opening of the proportional valve will also change, and the oil flow rate that can pass through per unit time will change. The oil flow causes the piston to move, changing the oil pressure in the chamber.

[0107] In some embodiments, the control method further includes:

[0108] The real-time oil pressure of the first oil chamber and the real-time oil pressure of the second oil chamber are obtained, and the actual oil pressure is determined by comparing the real-time oil pressure of the first oil chamber and the real-time oil pressure of the second oil chamber; wherein the larger of the real-time oil pressures is the actual oil pressure.

[0109] Reference Figure 7 As shown, the stabilizer bar of the embodiment of the present application also includes a detection and transmission module, including a detection and transmission module for a pressure sensor, which can send the larger value of the real-time oil pressure of the first oil chamber and the real-time oil pressure of the second oil chamber to the PID control module for calculation of the actual oil pressure.

[0110] In some embodiments, the control method further includes: measuring the oil pressure of the hydraulic system in real time, and multiplying the oil pressure measured in real time by the area of ​​the piston in the stabilizer bar to obtain the actual oil pressure. Specifically, it can be calculated by the following formula (2):

[0111] F4=P×S. Formula (2)

[0112] Among them, S is the piston area and P is the oil pressure.

[0113] In some embodiments, the pressure sensor measures the oil pressure, that is, the first oil pressure and the second oil pressure are measured in the first oil chamber and the second oil chamber respectively, and the larger of the first oil pressure and the second oil pressure is used as the real-time measured oil pressure, which is then multiplied by the area of ​​the piston to obtain the actual oil pressure.

[0114] In some embodiments, the control method further includes: determining the target oil pressure according to the driving state of the vehicle, vehicle parameters and stabilizer bar parameters.

[0115] The driving state may include: at least one of the lateral acceleration of the vehicle, the roll angle, the travel of the steering knuckle after the roll, and the height difference from the center of gravity of the vehicle to the roll axis; the vehicle parameters may include: at least one of the sprung mass, the spring stiffness, and the wheel spacing; the stabilizer bar parameters may include: at least one of the system parameters, the torsional stiffness of the torsion bar, and the damping force of the oil at a preset temperature.

[0116] The damping force of the oil at the preset temperature can be the damping force at 25°C, and the corresponding formula is C 25 K 25 i, where C 25 is the damping coefficient of the oil at room temperature 25°C, K 25 is the flow coefficient of the proportional valve at 25°C, and i is the opening of the proportional valve.

[0117] The target oil pressure F3 can be calculated by formula (3):

[0118]

[0119] Among them, a is the lateral acceleration, d is the wheel spacing, m is the sprung mass, H is the height from the center of gravity to the roll axis, K1 is the system parameter, K2 is the torsional stiffness of the middle torsion bar, K3 is the spring stiffness, is the roll angle, It is the travel of the steering knuckle after roll.

[0120] Reference Figure 8 As shown, the above control method also includes feedforward control, which specifically includes the following steps: obtaining the oil temperature, determining the compensation value of the target oil pressure according to the oil temperature and the damping coefficient of the preset temperature oil, and using the compensation value to compensate the target oil pressure.

[0121] The viscosity of the oil inside the stabilizer bar will decrease with the increase of temperature, which will cause a certain deviation in the pressure regulation of the stabilizer bar oil, affecting the adjustment accuracy and response time of the entire stabilizer bar system. Therefore, feedforward control is used to compensate for the influence of temperature on the system. At different temperatures, the viscosity of the oil itself is different, and the corresponding temperature-oil viscosity (temperature-oil damping force) formula can be obtained. Based on this formula, the control effect of the actuator is compensated to reduce the interference of temperature factors on the adjustment of the system valve group.

[0122] The following is the formula (4) for the variation of oil damping force f with temperature:

[0123] f=C x K x i. Formula (4)

[0124] In the formula, C x is the oil damping coefficient at temperature x, K xis the flow coefficient of the proportional valve at temperature x, and i is the opening of the proportional valve.

[0125] The compensated target oil pressure F3′ is calculated by the following formula (5):

[0126] F3′=F3+C 25 K 25 iC x K x i. Formula (5)

[0127] In some embodiments, the detection and transmission module further includes detection and transmission for oil temperature. The first oil temperature and the second oil temperature are measured in the first oil chamber and the second oil chamber respectively, and the larger one of the first oil temperature and the second oil temperature is used as the oil temperature measured in real time, so as to compensate the target oil pressure.

[0128] Reference Figure 8 As shown, an embodiment of the present application also provides a stabilizer bar system. The stabilizer bar system includes a vehicle control unit (VCU), a stabilizer bar controller (ECU), multiple sensors and a control valve group 400. Among them, the VCU sends the vehicle's driving parameters such as lateral acceleration, steering wheel angle, vehicle speed, gear position and roll angle information to the ECU. The oil temperature sensor and oil pressure sensor of the stabilizer bar assembly 10 send the oil temperature and pressure in the stabilizer bar cylinder to the ECU. When the one-touch disconnect switch and the one-touch connection switch are pressed, the corresponding control signal will be sent to the ECU to make the action state between the first stabilizer bar and the second stabilizer bar enter the disconnect mode or the coupling mode.

[0129] Reference Fig. 9 As shown, in Figure 8 Based on the control system shown, the control method of the present application also includes a fault self-checking method. The fault self-checking method includes the following steps:

[0130] S101: System initialization. The stabilizer bar controller is powered on and the program is initialized.

[0131] S102: Determine whether there is a fault, if yes, go to step S105, if not, go to step S103. Specifically, in this step, the stabilizer bar controller can determine whether its power supply voltage is normal, whether the control valve group 400 is normal, whether the communication with the vehicle controller is normal, whether the vehicle is faulty, etc.

[0132] S103: Enter working mode (for specific working status, please refer to Fig.10 As shown, it includes a disconnected state, a coupled state and a semi-coupled state). That is, the stabilizer bar control program is entered to control the hydraulic system 200 according to the driving state of the vehicle 1, and after execution, the program goes to step S104.

[0133] S104: Determine whether the stabilizer bar assembly 10 is in operation according to the instruction. If yes, go back to step S103; if not, go back to step S105. The stabilizer bar controller determines whether the stabilizer bar assembly 10 is in operation according to the instruction based on sensors, especially position sensors that can detect the specific positions of the first stabilizer bar 110 and the second stabilizer bar 120. Of course, the determination can also be made based on the roll angle information of the vehicle 1.

[0134] S105: Entering the fault mode. The stabilizer bar controller controls the solenoid valve to put the stabilizer bar assembly 10 in the connection mode.

[0135] S106: Reporting fault information. The stabilizer bar controller sends fault information to the entire vehicle (including but not limited to the vehicle controller) via the bus, and the fault information at least includes a fault code.

[0136] The above solution can ensure the normal operation of the vehicle 1 or warn the user when a fault occurs in the vehicle 1 or the stabilizer bar assembly 10 .

[0137] Reference Fig.10 As shown, after the stabilizer bar enters the working mode, it corresponds to three working states: disconnected state, coupled state and semi-coupled state. Among them, the disconnected mode corresponds to the action state of the first stabilizer bar 110 and the second stabilizer bar 120 being the disconnected state, at which time the switch valve is open and the proportional valve is closed; the coupled mode corresponds to the action state of the first stabilizer bar 110 and the second stabilizer bar 120 being the coupled state, at which time the switch valve is closed and the proportional valve is closed; the semi-coupled mode corresponds to the action state of the first stabilizer bar 110 and the second stabilizer bar 120 being the semi-coupled state, at which time the switch valve is closed and the proportional valve is open.

[0138] In some embodiments, a control signal may be generated according to the driving state of the vehicle; and then the switching states of the switch valve and the proportional valve in the hydraulic system may be controlled according to the control signal to control the action state between the first stabilizer bar and the second stabilizer bar.

[0139] The switch valve in the embodiment of the present application may be a solenoid valve. The ECU is connected to the solenoid valve through a circuit, and the switch state of the solenoid valve is directly controlled by controlling the power-on state of the coil in the solenoid valve. The switch state of the solenoid valve can control whether the oil flows through the proportional valve. By changing the opening size of the proportional valve to control the oil flow, different damping can be provided to the movement of the piston.

[0140] In some embodiments, the switch valve is controlled to be open and the proportional valve is controlled to be closed to control the first stabilizer bar and the second stabilizer bar to be in a disconnected state; the switch valve is controlled to be closed and the proportional valve is controlled to be open to control the first stabilizer bar and the second stabilizer bar to be in a semi-coupled state; the switch valve is controlled to be closed and the proportional valve is controlled to be closed to control the first stabilizer bar and the second stabilizer bar to be in a coupled state.

[0141] The stabilizer bar control method and stabilizer bar system of the embodiment of the present application adopt a design of a proportional valve plus a switch valve, which can not only disconnect and connect the stabilizer bar (i.e., the action state of the first stabilizer bar and the second stabilizer bar), but also adjust the stiffness of the stabilizer bar; it has a more comprehensive recognition of driving conditions, and makes judgments based on four signals output by the VCU, namely, lateral acceleration, vehicle speed, steering wheel angle and gear position signal, which will cause the stabilizer bar to enter disconnected, coupled and semi-coupled states respectively; the stiffness of the stabilizer bar is adjustable, and when the switch valve is closed, the stiffness of the stabilizer bar is changed by adjusting the size of the proportional valve opening; the ride comfort is better: adding a semi-coupled state to the disconnected and connected states of the stabilizer bar can reduce the roll of the vehicle and greatly improve the ride comfort.

[0142] According to another aspect of the present application, an embodiment of the present application further provides a non-transitory computer-readable storage medium, on which a computer program is stored, and when the program is executed by a processor, the steps of the control method of the above-mentioned stabilizer bar are implemented. The non-transitory computer-readable storage medium has all the beneficial effects of the control method of the above-mentioned stabilizer bar, and the present application will not repeat them here.

[0143] According to another aspect of the present application, an embodiment of the present application further provides an electronic device, comprising: a memory and a processor, wherein a computer program is stored in the memory; and the processor is used to execute the computer program in the memory to implement the steps of the control method of the above stabilizer bar. The electronic device has all the beneficial effects of the control method of the above stabilizer bar, and the present application will not repeat them here.

[0144] The computer-readable storage medium may be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or component, or any combination thereof, which is not specifically limited in the present application. More specific examples of computer-readable storage media may include, but are not limited to, an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof.

[0145] In some embodiments of the present application, computer-readable storage media may be any tangible media that contains or stores a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0146] The computer-readable storage medium may be included in the electronic device or may exist independently without being installed in the electronic device. The computer-readable storage medium carries one or more programs. When the one or more programs are executed by the electronic device, the electronic device:

[0147] The actuation force of the vehicle suspension is continuously adjusted to adjust the height of the vehicle within a target time period before reaching the target object.

[0148] Computer program code for performing the operations of some embodiments of the present application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as an independent software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer can be connected to the user's computer through any type of network (including a local area network (LAN) or a wide area network (WAN)), or it can be connected to an external computer (for example, using an Internet service provider to connect through the Internet).

[0149] The flowcharts and block diagrams in the accompanying drawings illustrate the possible architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present application. In this regard, each box in the flowchart or block diagram may represent a module, a program segment, or a portion of a code, which contains one or more executable instructions for implementing a specified logical function.

[0150] It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures.

[0151] For example, two boxes shown in succession may actually be executed substantially in parallel, and they may sometimes be executed in the reverse order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flow chart, and the combination of boxes in the block diagram and / or flow chart, can be implemented by a dedicated hardware-based system that performs the specified function or operation, or can be implemented by a combination of dedicated hardware and computer instructions.

[0152] The units described in some embodiments of the present application may be implemented by software or hardware. The units described may also be set in a processor, for example, it may be described as: a processor includes a height adjustment module. The names of these units do not, in some cases, constitute limitations on the units themselves.

[0153] The functions described above herein may be performed at least in part by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), complex programmable logic devices (CPLDs), and the like.

[0154] According to another aspect of the present application, Fig.11 As shown, the embodiment of the present application further provides a vehicle 1, which includes the above electronic device. The vehicle has all the beneficial effects of the above electronic device, etc., which will not be described in detail in the present application.

[0155] The vehicle may be a fuel vehicle, a plug-in hybrid vehicle or a new energy vehicle, etc., and this application does not make any specific limitation on this.

[0156] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0157] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0158] The embodiments, implementation methods and related technical features of the present application can be combined and replaced with each other without conflict.

[0159] The above are only preferred embodiments of the present application and do not constitute any form of limitation to the present application. Although the descriptions of various embodiments in the embodiments of the present application have different focuses, for parts that are not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments. However, any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application are still within the scope of the technical solution of the present application.

Claims

1. A control method for controlling a hydraulic system, wherein the hydraulic system is used to control the stiffness between a first stabilizer bar and a second stabilizer bar in a stabilizer bar assembly of a vehicle; characterized in that: The control method comprises: When the action state between the first stabilizer bar and the second stabilizer bar is a semi-coupled state, determining the target parameter of the hydraulic system according to the driving state of the vehicle; The hydraulic system is controlled by adopting a PID control algorithm according to the target parameters and actual parameters of the hydraulic system to adjust the stiffness of the stabilizer bar.

2. The control method according to claim 1, characterized in that: The hydraulic system comprises a first oil chamber, a second oil chamber and a proportional valve, and the proportional valve is communicated with both the first oil chamber and the second oil chamber.

3. The control method according to claim 2, characterized in that: The method of controlling the hydraulic system by using a PID control algorithm according to the target parameters and actual parameters of the hydraulic system comprises: The opening of the proportional valve is controlled by a PID control algorithm according to the target parameters and actual parameters of the hydraulic system to adjust the stiffness of the stabilizer bar.

4. The control method according to claim 3, characterized in that: Before controlling the opening of the proportional valve according to the target parameter and the actual parameter of the hydraulic system, the method further includes: The opening of the proportional valve is adjusted to a preset opening.

5. The control method according to any one of claims 2 to 4, characterized in that: The target parameters include target oil pressure; The method of controlling the opening of the proportional valve by using a PID control algorithm according to the target parameter and the actual parameter of the hydraulic system comprises: According to the target oil pressure and the actual oil pressure of the hydraulic system, the opening of the proportional valve is controlled by a PID control algorithm so that the difference between the actual oil pressure and the target oil pressure is less than or equal to a preset difference.

6. The control method according to claim 5, characterized in that: The controlling the opening of the proportional valve by the PID control algorithm comprises: Adjusting the control current of the proportional valve by the PID control algorithm to control the opening of the proportional valve; Wherein, the control current of the proportional valve is proportional to the opening of the proportional valve.

7. The control method according to claim 6, characterized in that: The step of adjusting the control current of the proportional valve by using the PID control algorithm comprises: Determine the control current of the proportional valve according to the oil pressure difference, the differential unit operation time and the integral unit operation time; The oil pressure difference is the difference between the target oil pressure and the actual oil pressure.

8. The control method according to claim 7, characterized in that: Determining the control current of the proportional valve according to the oil pressure difference, the differential unit operation time and the integral unit operation time comprises: Calculate the proportional valve control current according to the following formula: Among them, P(t) is the proportional valve control current, e(t) is the oil pressure difference, K p is the preset proportional coefficient, T1 is the operation time of the integral unit, T D is the operation time of the differentiation unit.

9. The control method according to claim 5, characterized in that: The method further comprises: The target oil pressure is determined according to the driving state of the vehicle, vehicle parameters and stabilizer bar parameters.

10. The control method according to claim 9, characterized in that: The driving state includes: at least one of the lateral acceleration of the vehicle, the roll angle, the travel of the steering knuckle after the roll, and the height difference from the center of gravity of the vehicle to the roll axis; The vehicle parameters include: at least one of sprung mass, spring stiffness, and wheel spacing; The stabilizer bar parameters include at least one of system parameters, torsional stiffness of the torsion bar, and damping force of oil at a preset temperature.

11. The control method according to claim 5, characterized in that: The method further comprises: The oil temperature is obtained, a compensation value of the target oil pressure is determined according to the oil temperature and a damping coefficient of the oil at a preset temperature, and the target oil pressure is compensated using the compensation value.

12. The control method according to claim 11, characterized in that: The obtaining of the oil temperature comprises: A first oil temperature and a second oil temperature are measured in the first oil chamber and the second oil chamber, respectively, and a larger one of the first oil temperature and the second oil temperature is used as the oil temperature measured in real time.

13. The control method according to claim 11, characterized in that: The obtaining of the actual oil pressure comprises: measuring the oil pressure of the first oil chamber and the second oil chamber in real time, respectively, and multiplying the oil pressure by the area of ​​the piston in the stabilizer bar to obtain the actual oil pressure.

14. The control method according to claim 13, characterized in that: include: The first oil pressure and the second oil pressure are measured in the first oil chamber and the second oil chamber respectively, and the larger one of the first oil pressure and the second oil pressure is used as the oil pressure obtained by the real-time measurement.

15. The control method according to claim 2, characterized in that: The action state between the first stabilizing bar and the second stabilizing bar further includes: a coupled state and a disconnected state.

16. The control method according to claim 15, characterized in that: The method further comprises: Generate a control signal according to the driving state of the vehicle; The switching states of the switching valve and the proportional valve in the hydraulic system are controlled according to the control signal to control the action state between the first stabilizer bar and the second stabilizer bar.

17. The control method according to claim 16, characterized in that: The controlling the switch states of the switch valve and the proportional valve according to the control signal to control the action state between the first stabilizer bar and the second stabilizer bar comprises: The first stabilizing bar and the second stabilizing bar are controlled to be in a disconnected state by controlling the switch valve to be opened and the proportional valve to be closed; The first stabilizing bar and the second stabilizing bar are controlled to be in a semi-coupled state by controlling the switch valve to be closed and the proportional valve to be opened; The first stabilizing bar and the second stabilizing bar are controlled to be in a coupled state by controlling the switch valve to be closed and the proportional valve to be closed.

18. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the control method described in any one of claims 1 to 17 are implemented.

19. A computer program product comprising a computer program, characterized in that When the computer program is executed by a processor, the control method according to any one of claims 1 to 17 is implemented.

20. An electronic device, characterized in that: include: a memory having a computer program stored thereon; A processor, configured to execute the computer program in the memory to implement the control method described in any one of claims 1 to 17.

21. A stabilizer bar system, characterized in that: The invention comprises a stabilizer bar assembly and the electronic device as claimed in claim 20.

22. A vehicle, characterized in that: Includes the electronic device as claimed in claim 20, or includes the stabilizer bar system as claimed in claim 21.

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