Stabilizer bar control method, storage medium, electronic equipment and vehicle

Abstract

The invention relates to a stabilizer bar control method, a storage medium, electronic equipment and a vehicle. When the running working condition of the vehicle meets the preset condition, the action state of a first stabilizer bar and the action state of a second stabilizer bar are controlled; wherein the acting state comprises a disconnected state, a coupled state and a semi-coupled state. By controlling various states of the stabilizer bar, at least the technical problem that the stabilizer bar in the prior art is relatively single in control state and cannot adapt to complex driving working conditions can be solved.

Description

Technical Field

[0001] The present application relates to the field of electronic technology, and in particular to a control method for a stabilizer bar, a storage medium, an electronic device and a vehicle. Background Art

[0002] The function of the stabilizer bar is to prevent the vehicle body from excessive lateral tilt when turning, and to keep the vehicle body balanced as much as possible. In the current related technology, the control state of the stabilizer bar is relatively simple and cannot adapt to complex driving conditions. Summary of the invention

[0003] Embodiments of the present application provide a control method for a stabilizer bar, a storage medium, an electronic device, and a vehicle to at least partially solve the above-mentioned technical problems.

[0004] In order to achieve the above-mentioned purpose, according to a first aspect of the present application, a control method of a stabilizer bar is provided, wherein the stabilizer bar includes a first stabilizer bar and a second stabilizer bar, and the control method includes: when the driving condition of the vehicle meets a preset condition, controlling the action state of the first stabilizer bar and the second stabilizer bar; wherein the action state includes: a disconnected state, a coupled state and a semi-coupled state.

[0005] Optionally, the method further comprises: adjusting the stiffness of the stabilizer bar to adapt to the driving condition under different control states.

[0006] Optionally, the stabilizer bar includes a stiffness adjustment module, and the method further includes: controlling a switching state of a solenoid valve in the stiffness adjustment module to adjust the stiffness of the stabilizer bar.

[0007] Optionally, the stiffness adjustment module comprises a first solenoid valve and a second solenoid valve; wherein the aperture of the first solenoid valve is smaller than the aperture of the second solenoid valve.

[0008] Optionally, controlling the state of the stabilizing bar comprises: controlling one of the first solenoid valve and the second solenoid valve to be opened and the other to be closed, so as to control the first stabilizing bar and the second stabilizing bar to be in a semi-coupled state.

[0009] Optionally, controlling the state of the stabilizer bar includes: controlling the first solenoid valve to be opened and the second solenoid valve to be opened, so as to control the first stabilizer bar and the second stabilizer bar to be in a disconnected state.

[0010] Optionally, controlling the state of the stabilizing bar includes: controlling the first solenoid valve to be closed and the second solenoid valve to be closed, so as to control the first stabilizing bar and the second stabilizing bar to be in a coupled state.

[0011] Optionally, the driving condition is determined by at least one of the following driving parameters: the vehicle's driving speed, the vehicle's roll angle, and steering wheel angle information.

[0012] Optionally, when the driving condition of the vehicle satisfies a preset condition, controlling the state of the stabilizer bar includes: when the driving speed of the vehicle is less than a first speed threshold, controlling the first stabilizer bar and the second stabilizer bar to be in a coupled state.

[0013] Optionally, when the driving condition of the vehicle satisfies a preset condition, controlling the state of the stabilizer bar includes: when the driving speed of the vehicle is greater than or equal to a first speed threshold and less than or equal to a second speed threshold, controlling the stabilizer bar to be in a disconnected state; wherein the second speed threshold is greater than the first speed threshold.

[0014] Optionally, when the driving condition of the vehicle satisfies a preset condition, controlling the state of the stabilizer bar includes: when the driving speed of the vehicle is greater than a second speed threshold and less than a third speed threshold, controlling the first stabilizer bar and the second stabilizer bar to be in a semi-coupled state or a coupled state.

[0015] Optionally, controlling the stabilizer bar to be in a semi-coupled state or a coupled state includes: when a steering wheel angle is less than or equal to a first angle threshold, controlling the first stabilizer bar and the second stabilizer bar to be in a coupled state.

[0016] Optionally, controlling the stabilizer bar to be in a semi-coupled state or a coupled state includes: when the steering wheel angle is greater than a second angle threshold, controlling the first stabilizer bar and the second stabilizer bar to be in a semi-coupled state.

[0017] Optionally, controlling the stabilizer bar to be in a semi-coupled state includes: when the roll angle of the vehicle meets a first roll preset threshold, controlling the first solenoid valve to be closed and the second solenoid valve to be opened, so that the stabilizer bar is in a semi-coupled state; or when the roll angle of the vehicle meets a second roll preset threshold, controlling the first solenoid valve to be opened and the second solenoid valve to be closed, so that the stabilizer bar is in a semi-coupled state; wherein the upper limit value of the first roll preset threshold is less than the lower limit value of the second roll preset threshold.

[0018] Optionally, when the driving condition of the vehicle satisfies a preset condition, controlling the state of the stabilizer bar includes: controlling the first stabilizer bar and the second stabilizer bar to be in a semi-coupled state according to a roll angle of the vehicle.

[0019] Optionally, controlling the first stabilizer bar and the second stabilizer bar to be in a semi-coupled state according to the roll angle of the vehicle includes: when the roll angle of the vehicle is less than or equal to a first roll threshold, controlling the first solenoid valve to be closed and the second solenoid valve to be open.

[0020] Optionally, controlling the first stabilizer bar and the second stabilizer bar to be in a semi-coupled state according to the roll angle of the vehicle includes: when the roll angle of the vehicle is greater than a first roll threshold and less than or equal to a second roll threshold, controlling the first solenoid valve to open and the second solenoid valve to close; wherein the second roll threshold is greater than the first roll threshold.

[0021] Optionally, when the driving condition of the vehicle satisfies a preset condition, controlling the state of the stabilizer bar includes: when the driving speed of the vehicle is greater than or equal to a third speed threshold, controlling the first stabilizer bar and the second stabilizer bar to be in a coupled state.

[0022] Optionally, the stiffness value of the stabilizer bar is inversely proportional to the roll angle of the vehicle.

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

[0024] According to a third aspect of the present application, a computer program product is provided, comprising a computer program, wherein the computer program implements the above-mentioned control method of the stabilizer bar when executed by a processor.

[0025] According to a fourth aspect of the present application, an electronic device is 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 above-mentioned stabilizer bar control method.

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

[0027] According to a fifth aspect of the present application, a vehicle is provided, comprising the above-mentioned electronic device.

[0028] The benefit of the present application is that: when the driving condition of the vehicle meets the preset conditions, the action state between the first stabilizer bar and the second stabilizer bar is controlled; wherein the action state includes a disconnected state, a coupled state and a semi-coupled state. By making the stabilizer bar controllable in multiple states, at least the technical problem that the control state of the stabilizer bar in the current related technology is relatively single and cannot adapt to complex driving conditions can be solved, and the control stability of the stabilizer bar can be effectively improved. Moreover, no oil pump, motor, etc. are required as a power source, and it can adapt to various driving conditions.

[0029] Other features and advantages of the present application will be described in detail in the subsequent specific implementation section. 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 structure schematic diagram of the control valve group in the stabilizer bar assembly shown is observed from a first perspective;

[0035] Figure 4 yes Figure 1 A schematic structural diagram of a control valve group in a stabilizer bar assembly as viewed from a second perspective;

[0036] Figure 5 is a schematic diagram of a hydraulic system in a coupled state provided in an exemplary embodiment of the present application;

[0037] Figure 6 is a flow chart of a control method of a stabilizer bar provided in an exemplary embodiment of the present application;

[0038] Figure 7 yes Figure 5 A schematic diagram of a first flow path of the hydraulic system shown in a coupled state;

[0039] Figure 8 yes Figure 5 A schematic diagram of a second flow path of the hydraulic system shown in a coupled state;

[0040] Fig. 9 yes Figure 5 A schematic diagram of a first flow path of the hydraulic system shown in a disconnected state;

[0041] Fig.10 yes Figure 5A schematic diagram of a second flow path of the hydraulic system in a disconnected state is shown;

[0042] Fig.11 yes Figure 5 A schematic diagram of a first flow path of the hydraulic system shown in a semi-coupled state;

[0043] Fig.12 yes Figure 5 A schematic diagram of the second flow path of the hydraulic system shown in the semi-coupled state;

[0044] Fig.13 is a schematic diagram of a vehicle in an exemplary embodiment of the present application.

[0045] Description of reference numerals:

[0046] 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; 322 , connecting rod; 330, executive 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, stiffness adjustment module; 411, first one-way valve; 412, second one-way valve; 413, third one-way valve; 414, fourth one-way valve; 421, first solenoid valve; 422, second solenoid 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. DETAILED DESCRIPTION

[0047] 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.

[0048] Reference Figures 1 to 4As shown, as a first aspect of the present application, the present application provides a stabilizer bar assembly 10. The stabilizer bar assembly 10 comprises: a bar system 100, an actuator 300 and a stiffness adjustment module 400.

[0049] Specifically, the rod system 100 includes a first stabilizing rod 110 and a second stabilizing rod 120; the actuator 300 is provided with a plurality of variable chambers; and the stiffness adjustment module 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.

[0050] The actuator 300 is connected to the first stabilizing bar 110 and the second stabilizing bar 120 respectively, so that the actuator 300 adjusts the relative rotation state between the first stabilizing bar 110 and the second stabilizing bar 120 under the drive of the stiffness adjustment module 400 .

[0051] 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.

[0052] 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 .

[0053] 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.

[0054] 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.

[0055] 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.

[0056] 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.

[0057] 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.

[0058] 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.

[0059] 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.

[0060] 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.

[0061] 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.

[0062] 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.

[0063] Reference Figure 2 As 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.

[0064] 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.

[0065] 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.

[0066] 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.

[0067] 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.

[0068] 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.

[0069] 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.

[0070] 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.

[0071] 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 disconnected state, that is, in the disconnected state, the first stabilizer bar 110 and the second stabilizer bar 120 are equivalent to independently rotating components.

[0072] 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-coupled state.

[0073] When the actuator piston 320 cannot slide under the action of the pressure medium on both sides thereof, the first stabilizing rod 110 and the second stabilizing rod 120 form a non-rotating connection, that is, relative rotation is not possible. The mode in which the first stabilizing rod 110 and the second stabilizing rod 120 cannot rotate relative to each other is defined as a coupled state, that is, in the coupled state, the first stabilizing rod 110 and the second stabilizing rod 120 are equivalent to being connected as an integral connecting rod that cannot rotate relative to each other.

[0074] 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 (which can also be understood as damping capacity) of the whole formed by the first stabilizer bar 110 and the second stabilizer bar 120 in the coupled state 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 coupled state can be controlled; compared with the fixed torsional resistance (stiffness) brought by the material properties of the stabilizer bar directly relying on the related art, this provides the stabilizer bar assembly 10 with a variety of torsional strength options to adapt to different driving conditions.

[0075] 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.

[0076] Reference Figures 1 to 5 As shown, as a specific solution, the actuator 300 and the stiffness adjustment module 400 are equivalent to the main parts of the hydraulic system 200 of the present application. The control state of the stabilizer bar assembly 10 of the embodiment of the present application is specifically described below in conjunction with the drawings.

[0077] As a second aspect of the present application, an embodiment of the present application further provides a control method for a stabilizer bar, which is applied to the above-mentioned stabilizer bar assembly 10. When the first stabilizer bar and the second stabilizer bar are not distinguished, the "stabilizer bar" hereinafter may be equivalent to the stabilizer bar assembly 10, that is, the stabilizer bar includes the first stabilizer bar 110 and the second stabilizer bar 120, and may also include the stiffness adjustment module 400.

[0078] Reference Figure 6 As shown, the control method of the stabilizer bar provided in the embodiment of the present application includes:

[0079] Step S601, when the driving condition of the vehicle meets a preset condition, controlling the action state of the first stabilizer bar 110 and the second stabilizer bar 120; wherein the action state includes: a disconnected state, a coupled state and a semi-coupled state.

[0080] In some embodiments, the above step S601 can be implemented by the following steps:

[0081] S6011, under different control states, adjusts the stiffness of the stabilizer bar to suit the driving conditions.

[0082] The stabilizer bar assembly 10 includes a stiffness adjustment module 400 , and the control method further includes: controlling the switching state of the solenoid valve in the stiffness adjustment module 400 to adjust the stiffness of the stabilizer bar.

[0083] Reference Figures 1 to 5As shown, in some embodiments of the present application, the stiffness adjustment module 400 also includes: a one-way valve. The working principle of the one-way valve is based on the balance between the weight of the valve flap and the fluid pressure. When the fluid pressure is large enough, it will push the valve flap to open and allow the fluid to pass. When the fluid pressure decreases or flows back, the valve flap will quickly close due to its own weight or the action of the spring, thereby preventing the reverse flow of the fluid. Therefore, the one-way valve in this solution is used to maintain a single fixed flow direction under the action of the pressure medium.

[0084] 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.

[0085] Reference Figures 3 to 5 As shown, as a specific solution, the stiffness adjustment module 400 includes: a first one-way valve 411 , a second one-way valve 412 , a third one-way valve 413 , and a fourth one-way valve 414 .

[0086] The first cylinder port 310e of the actuator cylinder body 310 is respectively connected to the first one-way valve 411 and the second one-way valve 412. The first one-way valve 411 is used to allow the pressure medium of the oil circuit in which it is located to flow out of the first cylinder port 310e; the second one-way valve 412 is used to allow the pressure medium of the oil circuit in which it is located to flow into the first cylinder port 310e.

[0087] Similarly, the second cylinder port 310f of the actuator cylinder body 310 is respectively connected to the third one-way valve 413 and the fourth one-way valve 414. The third one-way valve 413 is used to allow the pressure medium of the oil circuit in which it is located to only flow out of the second cylinder port 310f; the fourth one-way valve 414 is used to allow the pressure medium of the oil circuit in which it is located to only flow into the second cylinder port 310f.

[0088] In other words, the multiple one-way valves in the hydraulic system 200 of the present application can allow the pressure medium to flow into or out of the variable chamber through different oil paths.

[0089] Reference Figures 3 to 5 As shown, as a specific solution, the stiffness adjustment module 400 further includes: a plurality of electromagnetic valves. The electromagnetic valves are used to control the on-off of the pressure medium between the stiffness adjustment module 400 and the variable chamber.

[0090] Reference Figures 3 to 5As shown, as a specific solution, the stiffness adjustment module 400 includes a plurality of solenoid valves, such as a first solenoid valve 421 and a second solenoid valve 422. In an optional example, the aperture of the first solenoid valve 421 is smaller than the aperture of the second solenoid valve 422, and the adjustment gear corresponding to the switch state of the first solenoid valve 421 and the second solenoid valve 422 is described in detail later. The stiffness adjustment module 400 may also include an accumulator 430, which 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 functions of stabilizing pressure and buffering pressure shocks.

[0091] Reference Figure 3 and Figure 4 As shown, as a specific solution, the stiffness adjustment module 400 of the present application integrates the aforementioned one-way valve, solenoid valve, accumulator 430 and corresponding pressure sensor into a whole through a hydraulic valve block 460. The stiffness adjustment module 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 stiffness adjustment module 400 can detect and control the actuator 300 nearby, thereby reducing the delay and interference caused by long-distance detection and control.

[0092] 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.

[0093] 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 .

[0094] Reference Figure 5 As shown, the first cylinder port 310e is connected to the first one-way valve 411 and the second one-way valve 412 respectively, the second cylinder port 310f is connected to the third one-way valve 413 and the fourth one-way valve 414 respectively; the third cylinder port 310g is connected to the accumulator 430;

[0095] The first solenoid valve 421 and the second solenoid valve 422 are both two-position two-way solenoid valves. One of the valve ports of the first solenoid valve 421 is connected to the third cylinder port 310g; the other valve port of the first solenoid valve 421 is respectively connected to the first check valve 411 and the third check valve 413. One of the valve ports of the second solenoid valve 422 is connected to the third cylinder port 310g; the other valve port of the second solenoid valve 422 is respectively connected to the first check valve 411 and the third check valve 413.

[0096] The first one-way valve 411 controls the oil flow so that the pressure medium can only flow from the first cylinder port 310e to the first solenoid valve 421 and the second solenoid valve 422; the third one-way valve 413 controls the oil flow so that the pressure medium can only flow from the second cylinder port 310f to the first solenoid valve 421 and the second solenoid valve 422.

[0097] The accumulator 430 is connected to the first cylinder port 310e through the second one-way valve 412 so that the pressure medium can only flow from the accumulator 430 to the first cylinder port 310e; the accumulator 430 is connected to the second cylinder port 310f through the fourth one-way valve 414 so that the pressure medium can only flow from the accumulator 430 to the second cylinder port 310f.

[0098] Reference Figures 7 to 12 As shown, in some embodiments of the present application, the first solenoid valve 421 and the second solenoid valve 422 of the present application may have the following gear positions.

[0099] Gear position 1: the first solenoid valve 421 is closed, and the second solenoid valve 422 is closed.

[0100] Shift position 2: the first solenoid valve 421 is open, and the second solenoid valve 422 is closed.

[0101] Gear position three: the first solenoid valve 421 is closed, and the second solenoid valve 422 is opened.

[0102] Gear position 4: the first solenoid valve 421 is open, and the second solenoid valve 422 is open.

[0103] Reference Figure 5 As shown, in the first gear, the purpose is to prevent the pressure medium in the hydraulic system 200 from flowing and the actuator piston 320 from moving, that is, it is in a coupled state.

[0104] Reference Figure 7 and 8 As shown, in the first gear position (coupled state), due to the position of the third cylinder port 310g and the action of the accumulator 430, the actuator piston 320 will automatically return to the position of blocking the third cylinder port 310g, and the pressure on both sides of the actuator piston 320 will also reach a balanced state. Figure 7 and Figure 8The flow paths of the pressure medium when returning to the center from two different directions are shown respectively. After the actuator piston 320 completes the return to the center, the pressure medium in the hydraulic system 200 stops flowing completely, so that a non-rotating connection is formed between the first stabilizing rod and the second stabilizing rod.

[0105] Reference Fig. 9 and Fig.10 As shown, in the fourth gear, all the electromagnetic switches in the hydraulic system 200 are opened, the pressure medium can flow freely, and the actuator piston 320 can move freely, that is, it is in a disconnected state. Fig. 9 and Fig.10 The flow paths of the pressure medium when the external force causes the actuator piston 320 to slide in different directions are respectively shown.

[0106] Reference Fig.11 and Fig.12 As shown, in the second gear, the pressure medium can flow through the oil path conducted by the first solenoid valve 421 to make the control piston slide under the action of external force, but the sliding needs to overcome the damping effect, and the first stabilizer bar 110 and the second stabilizer bar 120 produce conditional relative rotation, that is, the torque needs to overcome the sliding damping of the actuator piston 320. And this sliding damping is determined by the aperture of the first solenoid valve 421.

[0107] Similarly, in the third gear, the pressure medium can flow through the oil path conducted by the second solenoid valve 422 to make the control piston slide under the action of external force, but the sliding needs to overcome the damping effect, and the first stabilizer bar 110 and the second stabilizer bar 120 produce conditional relative rotation, that is, the torque needs to overcome the sliding damping of the actuator piston 320. And this sliding damping is determined by the aperture (effective aperture or maximum aperture) of the second solenoid valve 422.

[0108] Fig.11 and Fig.12 The flow paths of the pressure medium when the first solenoid valve 421 and the second solenoid valve 422 respectively use their own apertures for damping are shown.

[0109] In some specific examples, the driving condition of the vehicle can be determined by at least one of the following driving parameters: the driving speed of the vehicle, the roll angle of the vehicle, and the steering wheel angle information.

[0110] Optionally, the above step S601 can be implemented by the following steps: when the vehicle speed is less than the first speed threshold, the first stabilizer bar 110 and the second stabilizer bar 120 are controlled to be in a coupled state. For example, when the vehicle speed is 0 to 5 km / h, the vehicle speed is relatively low at this moment, and it may be in a traffic jam or parking lot state according to the usage scenario. This state does not have obvious requirements for problem performance, so energy saving is the main control mode, the stabilizer bar is in a coupled state, corresponding to the first gear, and the hydraulic system is not circulated.

[0111] Optionally, the above step S601 can be implemented by the following steps: when the vehicle speed is greater than or equal to the first speed threshold and less than or equal to the second speed threshold, the first stabilizer bar 110 and the second stabilizer bar 120 are controlled to be in a disconnected state; wherein the second speed threshold is greater than the first speed threshold. For example, when the vehicle speed is 5 to 30 km / h, it is running at a low speed at this moment, and it is judged to be running at a low speed on a paved road or running on an off-road road according to the usage scenario. This speed emphasizes the comfort of wheel driving and the passability of off-road driving, and corresponds to the disconnected state, and the gear position 4 is used for adjustment.

[0112] When the vehicle speed is between 5 and 30 km / h, and the vehicle body leans to the left, the four-position oil circuit diagram is as follows Fig. 9 As shown, the rotating shaft moves the actuator piston 320 to the left, squeezing the oil in the left part of the actuator cylinder 310. The high-pressure oil in the left part of the actuator cylinder 310 flows to the stiffness adjustment module 400 through the first one-way valve 411; in the stiffness adjustment module 400, the first solenoid valve 421 is opened and the second solenoid valve 422 is opened. At this time, the valve group aperture is larger and the damping restriction on the high-pressure oil is smaller. The oil flows to the fourth one-way valve 414 through the stiffness adjustment module 400 and finally reaches the right part of the actuator cylinder 310, completing the whole process of the piston moving to the left, the left side being squeezed, and the right side being pulled up.

[0113] When the vehicle speed is between 5 and 30 km / h, and the vehicle body leans to the right, the four-position oil circuit diagram is as follows: Fig.10 , the hydraulic system is disconnected, the rotating shaft moves the actuator piston 320 to the right, squeezing the right part of the oil in the actuator cylinder 310, and the high-pressure oil in the right part of the actuator cylinder 310 flows to the stiffness adjustment module 400 through the third one-way valve 413; in the stiffness adjustment module 400, the first solenoid valve 421 is opened and the second solenoid valve 422 is opened. At this time, the valve group aperture is larger and the damping restriction on the high-pressure oil is smaller. The oil flows through the stiffness adjustment module 400 to the second one-way valve 412 and finally reaches the left part of the actuator cylinder 310, completing the whole process of the piston moving to the left, the right side being squeezed, and the right side being pulled up.

[0114] Optionally, the above step S601 may be implemented by the following steps: when the vehicle's running speed is greater than the second speed threshold and less than the third speed threshold, the first stabilizer bar 110 and the second stabilizer bar 120 are controlled to be in a semi-coupled state or a coupled state.

[0115] Optionally, controlling the stabilizer bar to be in a semi-coupled state or a coupled state includes: when the steering wheel angle is less than or equal to a first angle threshold, controlling the first stabilizer bar 110 and the second stabilizer bar 120 to be in a coupled state. For example, when the steering wheel angle is 0 to 5 degrees, the scene is determined to be straight-line acceleration, the acceleration is kept stable, the locking mode is adopted, and the oil does not flow.

[0116] Optionally, controlling the stabilizer bar to be in a semi-coupled state or a coupled state includes: when the steering wheel angle is greater than a second angle threshold, controlling the first stabilizer bar 110 and the second stabilizer bar 120 to be in a semi-coupled state. For example, when the vehicle speed is 30 to 60 km / h and the steering wheel angle is not 0 or greater than or equal to 5 degrees, the scene is determined to be a medium-speed lane change and turn, requiring vehicle controllability and smoothness.

[0117] Optionally, when the roll angle of the vehicle meets the first roll preset threshold, the first solenoid valve 421 is controlled to be closed, and the second solenoid valve 422 is controlled to be opened, corresponding to the gear position 3, so that the stabilizer bar is in a semi-coupled state. When the roll angle of the vehicle meets the second roll preset threshold, the first solenoid valve 421 is controlled to be opened, and the second solenoid valve is controlled to be closed, corresponding to the gear position 2, so that the stabilizer bar is in a semi-coupled state; wherein the upper limit value of the first roll preset threshold value is less than or equal to the lower limit value of the second roll preset threshold value.

[0118] For example, when the pressure difference measured by the first pressure sensor 441 and the second pressure sensor 442 causes the vehicle to produce a roll angle of 2.5° to 3.5°, it is determined that the roll is moderate, and the main consideration is comfort and controllability, and the third gear is used; when the pressure difference measured by the first pressure sensor 441 and the second pressure sensor 442 causes the vehicle to produce a roll angle of 3.5° to 4.5°, it is determined that the roll is large, and the main consideration is controllability and comfort, and the second gear is used for control.

[0119] The roll angle velocity may correspond to the torsional velocity of the stabilizer bar. When the roll angle velocity is greater, the corresponding torsional velocity is greater, and the damping of the stabilizer bar is greater, that is, the stiffness is greater.

[0120] Optionally, the above step S601 may be implemented by the following steps: according to the roll angle of the vehicle, controlling the first stabilizer bar 110 and the second stabilizer bar 120 to be in a semi-coupled state.

[0121] Optionally, when the roll angle of the vehicle is less than or equal to the first roll threshold, the first solenoid valve 421 is controlled to be closed, and the second solenoid valve 422 is controlled to be opened.

[0122] In an optional example, when the vehicle speed is 30 to 70 km / h and the left side tilt is moderate, the gear three control is adopted, the rotating shaft moves the actuator piston 320 to the left, squeezing the left part of the oil in the actuator cylinder 310, and the high-pressure oil in the left part of the actuator cylinder 310 flows to the stiffness adjustment module 400 through the first one-way valve 411; in the stiffness adjustment module 400, the first solenoid valve 421 is closed and the second solenoid valve 422 is opened, and the damping restriction on the high-pressure oil is moderate. The oil flows through the stiffness adjustment module 400 to the fourth one-way valve 414 and finally reaches the right part of the actuator cylinder 310, completing the whole process of the piston moving to the left, the left side being squeezed, and the right side being pulled up.

[0123] In an optional example, when the vehicle speed is 30 to 70 km / h and the right side tilt is moderate, the gear three control is adopted, the rotating shaft moves the actuator piston 320 to the right, squeezing the right part of the oil in the actuator cylinder 310, and the high-pressure oil in the right part of the actuator cylinder 310 flows to the stiffness adjustment module 400 through the third one-way valve 413; in the stiffness adjustment module 400, the first solenoid valve 421 is closed and the second solenoid valve 422 is opened, and the damping restriction on the high-pressure oil is moderate. The oil flows through the stiffness adjustment module 400 to the second one-way valve 412 and finally reaches the left part of the actuator cylinder 310, completing the whole process of the piston moving to the right, the right side being squeezed, and the right side being pulled up.

[0124] Optionally, when the roll angle of the vehicle is greater than a first roll threshold and less than or equal to a second roll threshold, the first solenoid valve is controlled to open and the second solenoid valve is controlled to close; wherein the second roll threshold is greater than the first roll threshold.

[0125] In an optional example, when the vehicle speed is 30 to 70 km / h and the left side tilt is large, the second gear control is adopted to rotate the shaft to move the actuator piston 320 to the left, squeezing the left part of the oil in the actuator cylinder 310, and the high-pressure oil in the left part of the actuator cylinder 310 flows to the stiffness adjustment module 400 through the first one-way valve 411; in the stiffness adjustment module 400, the first solenoid valve 421 is opened and the second solenoid valve 422 is closed, and the damping restriction on the high-pressure oil is large. The oil flows through the stiffness adjustment module 400 to the fourth one-way valve 414 and finally reaches the right part of the actuator cylinder 310, completing the whole process of the piston moving to the left, the left side being squeezed, and the right side being pulled up.

[0126] In an optional example, when the vehicle speed is 30 to 70 km / h and the right side tilt is large, the second gear control is adopted to rotate the axial direction to move the actuator piston 320 to the right, squeeze the oil in the right part of the actuator cylinder 310, and the high-pressure oil in the right part of the actuator cylinder 310 flows to the stiffness adjustment module 400 through the third one-way valve 413; in the stiffness adjustment module 400, the first solenoid valve 421 is opened and the second solenoid valve 422 is closed, and the damping limit of the high-pressure oil is large. The oil flows through the stiffness adjustment module 400 to the second one-way valve 412 and finally reaches the left part of the actuator cylinder 310, completing the whole process of the piston moving to the right, the right side being squeezed, and the right side being pulled up.

[0127] Optionally, the above step S601 can be implemented by the following steps: when the vehicle speed is greater than or equal to the third speed threshold, the first stabilizer bar 110 and the second stabilizer bar 120 are controlled to be in a coupled state. For example, when the vehicle speed is greater than 70 km / h, it is determined to be high-speed driving, stabilized in a locking mode, and the gear position 1 is used for regulation; the oil does not circulate.

[0128] By making the stabilizer bar controllable in multiple states, it is at least possible to solve the technical problem in the current related technology that the control state of the stabilizer bar is relatively single and cannot adapt to complex driving conditions. The control stability of the stabilizer bar is effectively improved, and there is no need for oil pumps, motors, etc. as power sources, so it can adapt to various driving conditions.

[0129] According to the third aspect of the present application, the 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.

[0130] According to a fourth 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-mentioned stabilizer bar. The electronic device has all the beneficial effects of the control method of the above-mentioned stabilizer bar, and the present application will not repeat them here.

[0131] 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.

[0132] 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.

[0133] 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:

[0134] 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.

[0135] 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).

[0136] 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.

[0137] 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.

[0138] 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.

[0139] 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.

[0140] 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.

[0141] According to a fifth aspect of the present application, Fig.13 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.

[0142] 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.

[0143] 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.

[0144] 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.

[0145] The embodiments, implementation methods and related technical features of the present application can be combined and replaced with each other without conflict.

[0146] 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 a stabilizer bar, characterized in that: The stabilizer bar includes a first stabilizer bar and a second stabilizer bar, and the control method includes: When the driving condition of the vehicle meets the preset condition, controlling the state of the stabilizer bar; Among them, the states of the stabilizing bar include: a disconnected state, a coupled state and a semi-coupled state. In the disconnected state, the first stabilizing bar and the second stabilizing bar are disconnected, in the coupled state, the first stabilizing bar and the second stabilizing bar are coupled, and in the semi-coupled state, the first stabilizing bar and the second stabilizing bar are semi-coupled.

2. The control method according to claim 1, characterized in that: The method further comprises: Under different control states, the stiffness of the stabilizer bar is adjusted to adapt to the driving conditions.

3. The control method according to claim 2, characterized in that: The stabilizer bar includes a stiffness adjustment module, and the method further includes: The on / off state of the electromagnetic valve in the stiffness adjustment module is controlled to adjust the stiffness of the stabilizer bar.

4. The control method according to claim 3, characterized in that: The stiffness adjustment module includes a first solenoid valve and a second solenoid valve; Wherein, the aperture of the first solenoid valve is smaller than the aperture of the second solenoid valve.

5. The control method according to claim 4, characterized in that: The controlling the state of the stabilizer bar comprises: The stabilizer bar is controlled to be in a semi-coupled state by controlling one of the first solenoid valve and the second solenoid valve to be opened and the other to be closed.

6. The control method according to claim 4, characterized in that: The controlling the state of the stabilizer bar comprises: The stabilizer bar is controlled to be in a disconnected state by controlling the first solenoid valve to be opened and the second solenoid valve to be opened.

7. The control method according to claim 4, characterized in that: The controlling the state of the stabilizer bar comprises: The first solenoid valve is controlled to be closed and the second solenoid valve is controlled to be closed, so as to control the stabilizer bar to be in a coupled state.

8. The control method according to any one of claims 4 to 7, characterized in that: The driving condition is determined by at least one of the following driving parameters: Vehicle speed, vehicle roll angle, and steering wheel angle information.

9. The control method according to claim 8, characterized in that: When the driving condition of the vehicle meets the preset condition, controlling the state of the stabilizer bar includes: When the running speed of the vehicle is less than a first speed threshold, the stabilizer bar is controlled to be in a coupled state.

10. The control method according to claim 8, characterized in that: When the driving condition of the vehicle meets the preset condition, controlling the state of the stabilizer bar includes: When the running speed of the vehicle is greater than or equal to a first speed threshold and less than or equal to a second speed threshold, controlling the stabilizer bar to be in a disconnected state; The second speed threshold is greater than the first speed threshold.

11. The control method according to claim 8, characterized in that: When the driving condition of the vehicle meets the preset condition, controlling the state of the stabilizer bar includes: When the running speed of the vehicle is greater than a second speed threshold and less than a third speed threshold, the first stabilizer bar and the second stabilizer bar are controlled to be in a semi-coupled state or a coupled state.

12. The control method according to claim 11, characterized in that: The step of controlling the stabilizing bar to be in a coupled state comprises: When the steering wheel angle is less than or equal to a first angle threshold, the first stabilizer bar and the second stabilizer bar are controlled to be in a coupled state.

13. The control method according to claim 11, characterized in that: The controlling the stabilizer bar to be in a semi-coupled state comprises: When the steering wheel angle is greater than a second angle threshold, the first stabilizer bar and the second stabilizer bar are controlled to be in a semi-coupled state.

14. The control method according to claim 13, characterized in that: Controlling the stabilizer bar to be in a semi-coupled state includes: When the roll angle of the vehicle meets a first preset roll threshold, controlling the first solenoid valve to close and the second solenoid valve to open, so that the stabilizer bar is in a semi-coupled state; or When the roll angle of the vehicle meets a second preset roll threshold, controlling the first solenoid valve to open and the second solenoid valve to close, so that the stabilizer bar is in a semi-coupled state; Among them, the upper limit value of the first roll preset threshold is smaller than the lower limit value of the second roll preset threshold.

15. The control method according to claim 8, characterized in that: When the driving condition of the vehicle meets the preset condition, controlling the state of the stabilizer bar includes: The first stabilizer bar and the second stabilizer bar are controlled to be in a semi-coupled state according to a roll angle of the vehicle.

16. The control method according to claim 15, characterized in that: The controlling the first stabilizer bar and the second stabilizer bar to be in a semi-coupled state according to the roll angle of the vehicle comprises: When the roll angle of the vehicle is less than or equal to a first roll threshold, the first solenoid valve is controlled to be closed, and the second solenoid valve is controlled to be opened.

17. The control method according to claim 15, characterized in that: The controlling the first stabilizer bar and the second stabilizer bar to be in a semi-coupled state according to the roll angle of the vehicle comprises: When the roll angle of the vehicle is greater than a first roll threshold and less than or equal to a second roll threshold, controlling the first solenoid valve to open and the second solenoid valve to close; The second roll threshold is greater than the first roll threshold.

18. The control method according to claim 8, characterized in that: When the driving condition of the vehicle meets the preset condition, controlling the state of the stabilizer bar includes: When the driving speed of the vehicle is greater than or equal to a third speed threshold, the first stabilizer bar and the second stabilizer bar are controlled to be in a coupled state.

19. The control method according to any one of claims 2 to 18, characterized in that: The stiffness value of the stabilizer bar is inversely proportional to the roll angle of the vehicle.

20. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the control method of the stabilizer bar according to any one of claims 1 to 19 is implemented.

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

22. 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 stabilizer bar control method according to any one of claims 1 to 19.

23. A stabilizer bar system, characterized in that: Includes a stabilizer bar and the electronic device as claimed in claim 22.

24. A vehicle, characterized in that: Comprising the electronic device as claimed in claim 23.

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