Wheeled vehicle control method, system, vehicle and storage medium based on active stabilizer bar

Abstract

The present invention discloses a wheeled vehicle control method, system, vehicle, and storage medium based on an active stabilizer bar. The method comprises: acquiring vehicle status communication signals, suspension height sensor signals, and inertial measurement unit signals; diagnosing the system status based on the acquired signals, determining the system operating status, and outputting a safety mode status code based on the system diagnosis results; calculating the vehicle status based on the acquired signals to obtain a vehicle status estimation result; determining each stabilizer bar's handling torque command based on the acquired signals, the vehicle status estimation result, and the safety mode status code; determining each stabilizer bar's comfort correction coefficient based on the acquired signals and the vehicle status estimation result; determining each stabilizer bar's road surface correction angle and road surface compensation command based on the acquired signals and the vehicle status estimation result; and calculating each stabilizer bar's torque command based on the signals. The present invention can coordinate and improve the vehicle's handling stability and comfort during driving.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle driving performance control, and specifically to a wheeled vehicle control method, system, vehicle and storage medium based on an active stabilizer bar. Background Art

[0002] As vehicle dynamics increase, high-speed driving scenarios will gradually increase, placing greater demands on high-speed handling stability. Furthermore, as cars become more commonplace, users' demands for vehicle handling quality and ride comfort will also increase. Currently, the passive stabilizer bars commonly used in vehicles cannot adaptively adjust to vehicle motion, road stimuli, and driver control intent, making it difficult to simultaneously meet all of these requirements.

[0003] Active stabilizer bars proactively apply calculated anti-roll torque to the vehicle, enabling control of vehicle roll motion at any time. Based on the needs of different scenarios, they optimize vehicle response to load, tire forces, sprung mass motion, and other factors, enhancing vehicle handling stability and improving the user experience in terms of controllability and comfort.

[0004] Currently, existing technologies for active stabilizer bars primarily optimize specific performance characteristics, such as comfort or handling, or develop control strategies for a limited number of combinations of driver input and road conditions. None of these describe continuous composite control methods for active stabilizer bars. For example, the invention patent application "A Vehicle Integrated Control Method and System Based on an Active Stabilizer Bar" (Application No. 202211141512.0) discloses a vehicle integrated control method and system for an active stabilizer bar. This method divides the driver's operating intention into three conditions: steady state, cornering, and exiting a corner, and divides road roughness into flat and uneven. This method and system then combines nine operating conditions: straight flat road, straight uneven road, flat road with a gentle bend, uneven road with a gentle bend, exiting a sharp corner flat road, entering a sharp corner flat road, exiting a sharp corner uneven road, entering a sharp corner uneven road, and steady-state corner center. Based on these operating conditions, the control algorithm outputs for stability, comfort, agility, or passability are assigned preset fixed weights, and the active stabilizer bar output torque is compositely calculated. However, in actual vehicle driving, the combination of steering and road conditions is complex and random. Dividing real-world scenarios into a limited number of operating conditions can create the risk that the identified operating conditions won't match the driver's expectations. Furthermore, using a composite method with preset fixed weights inevitably leads to sudden changes in the vehicle's response characteristics.

[0005] Therefore, it is necessary to develop a wheeled vehicle control method, system, vehicle and storage medium based on an active stabilizer bar. Summary of the Invention

[0006] The purpose of the present invention is to provide a wheeled vehicle control method, system, vehicle and storage medium based on an active stabilizer bar, which can coordinate and improve the handling stability and comfort of the vehicle during driving, and can make the stabilizer bar exhibit the characteristics of a traditional passive stabilizer bar or completely shut down the stabilizer bar under certain circumstances.

[0007] In a first aspect, a wheeled vehicle control method based on an active stabilizer bar according to the present invention comprises the following steps:

[0008] Acquire vehicle status communication signals, suspension height sensor signals, and inertial measurement unit signals;

[0009] diagnose the system status based on the acquired signal, determine the system operation status, and output a safe mode status code according to the system diagnosis result;

[0010] Calculating the vehicle state based on the acquired signal to obtain a vehicle state estimation result;

[0011] Determining each stabilizer bar control torque command based on the acquired signal, the vehicle state estimation result, and the safety mode state code;

[0012] determining a comfort correction coefficient for each stabilizer bar based on the acquired signal and the vehicle state estimation result;

[0013] determining a road surface correction angle and a road surface compensation command for each stabilizer bar based on the acquired signal and the vehicle state estimation result;

[0014] The stabilizer bar torque commands are calculated based on the acquired signals, the vehicle state estimation result, the safety mode state code, the stabilizer bar control torque commands, the comfort correction coefficient, the road surface correction angle, and the road surface compensation command.

[0015] Optionally, the vehicle state estimation result includes the total feedback estimation value of the vehicle stabilizer bar anti-roll torque, the front axle wheel center roll angle estimation value, the rear axle wheel center roll angle estimation value, the vehicle anti-roll torque feedback estimation value, the front stabilizer bar torsion angle estimation value, the rear stabilizer bar torsion angle estimation value, the vehicle ground roll angle estimation value, the front axle ground roll angle estimation value and the rear axle ground roll angle estimation value.

[0016] Optionally, the acquired signals include vehicle speed signal, sprung mass lateral acceleration signal, sprung mass vertical acceleration signal, sprung mass roll angle signal, sprung mass roll angular velocity signal, sprung mass pitch angular velocity signal, sprung mass yaw angular velocity signal, steering wheel angle signal, steering wheel angular velocity signal, suspension travel signal at each wheel, stabilizer bar output torque feedback signal at each axis, stabilizer bar torsion angle feedback signal at each axis, body stability system activation flag signal and driving mode code.

[0017] In a second aspect, the present invention provides a wheeled vehicle control system based on an active stabilizer bar, comprising:

[0018] A suspension height sensor group is used to sense the suspension height status at each wheel;

[0019] An active stabilizer bar composite continuous control device includes a controller, an inertial measurement unit, and a vehicle communication interface respectively connected to the controller, wherein the vehicle communication interface is used to obtain a vehicle status communication signal, and the controller is configured to execute the steps of the wheeled vehicle control method based on the active stabilizer bar according to the present invention;

[0020] A front stabilizer bar assembly includes a front stabilizer bar motor assembly, a front stabilizer bar actuator controller, a left front stabilizer bar half, and a right front stabilizer bar half. The front stabilizer bar actuator controller receives instructions from the controller, controls the front stabilizer bar motor assembly to generate corresponding torque after calculation, and converts the torque into pressure through the left front stabilizer bar half and the right front stabilizer bar half to transmit the pressure to the left unsprung mass and the right unsprung mass of the front axle.

[0021] And the rear stabilizer bar assembly, which includes a rear stabilizer bar motor assembly, a rear stabilizer bar execution controller, a rear stabilizer bar left half-bar and a rear stabilizer bar right half-bar. The rear stabilizer bar assembly receives instructions from the controller through the rear stabilizer bar execution controller, controls the rear stabilizer bar motor assembly to generate corresponding torque after calculation, and converts the torque into pressure through the rear stabilizer bar left half-bar and the rear stabilizer bar right half-bar and transmits it to the unsprung mass on the left side and the unsprung mass on the right side of the rear axle.

[0022] Optionally, the inertial measurement unit is used to measure the vehicle's sprung mass lateral acceleration measurement signal, sprung mass vertical acceleration measurement signal, sprung mass yaw angular velocity measurement signal, sprung mass pitch angular velocity measurement signal, sprung mass roll angular velocity measurement signal, and sprung mass roll angle measurement signal at each moment, and transmit them to the controller.

[0023] Optionally, the vehicle communication interface is used to transmit vehicle speed, steering wheel angle, steering wheel angular velocity, driving mode code, and body stability control activation flag signal to the controller.

[0024] Optionally, the front stabilizer bar execution controller is further configured to calculate the actual torque output by the front stabilizer bar motor assembly at each moment, and generate a front stabilizer bar output torque feedback signal based on the calculated actual torque output by the front stabilizer bar motor assembly and transmit the signal to the controller.

[0025] Optionally, the front stabilizer bar execution controller is further configured to measure an actual rotation angle of the rotor of the front stabilizer bar motor assembly relative to a default working position, and generate a front stabilizer bar torsion angle feedback signal based on the measured angle and transmit the signal to the controller.

[0026] Optionally, the rear stabilizer bar execution controller is further configured to calculate the torque actually output by the rear stabilizer bar motor assembly at each moment, and generate a rear stabilizer bar output torque feedback signal based on the calculated torque actually output by the rear stabilizer bar motor assembly and transmit the signal to the controller.

[0027] Optionally, the rear stabilizer bar execution controller is further configured to measure an actual rotation angle of the rotor of the rear stabilizer bar motor assembly relative to a default working position, and generate a rear stabilizer bar torsion angle feedback signal based on the measured angle and transmit the signal to the controller.

[0028] Optionally, the controller includes a first signal input module, a diagnostic module, a driving state machine, a vehicle state calculation module, a working mode judgment module, a stabilizer bar closing module, a passive stabilizer bar simulation module, a performance control module and a final command arbitration module; wherein the first signal input module is respectively connected to the diagnostic module, the driving state machine and the vehicle state calculation module, the diagnostic module is respectively connected to the working mode judgment module, the driving state machine is respectively connected to the working mode judgment module and the performance control module, the working mode judgment module is respectively connected to the stabilizer bar closing module, the passive stabilizer bar simulation module, the performance control module and the final command arbitration module, the performance control module is respectively connected to the vehicle state calculation module, the final command arbitration module and the first signal input module, and the final command arbitration module is also respectively connected to the stabilizer bar closing module and the passive stabilizer bar simulation module;

[0029] The first signal input module receives the vehicle status communication signal Z73-1 from the vehicle communication interface, the suspension height sensor signal ZX2-1 output by the suspension height sensor group, and the inertial measurement unit signal Z72-1 output by the inertial measurement unit as input, generates bus signals Z1-1, bus signals Z1-2, bus signals Z1-3, and bus signals Z1-4 after processing, and transmits the bus signal Z1-1 to the diagnosis module, the bus signal Z1-2 to the driving state machine, the bus signal Z1-3 to the vehicle status calculation module, and the bus signal Z1-4 to the performance control module;

[0030] The diagnostic module determines the system status based on the input bus signal Z1-1, generates a safety code S2-1 based on the determination result, and transmits it to the working mode determination module;

[0031] The driving state machine makes a judgment based on the input bus signal Z1-2, generates state code signals S3-1, S3-2, and S3-3 based on the judgment result, and transmits the state code signal S3-1 to the working mode judgment module. The working mode judgment module generates a state code signal S5-4 based on the state code signal S3-1 and transmits it to the final command arbitration module; and transmits the state code signals S3-2 and S3-3 to the performance control module.

[0032] The vehicle state calculation module performs calculations based on the input bus signal Z1-3, generates a vehicle state Z4-1 and a vehicle state Z4-2 based on the calculation results, transmits the vehicle state Z4-1 to the performance control module, and transmits the vehicle state Z4-2 to the passive stabilizer bar simulation module;

[0033] The working mode judgment module makes a judgment based on the safety code S2-1 and the status code signal S3-1, and generates an activation signal S5-1 or an activation signal S5-2 or an activation signal S5-3 based on the judgment result; when the activation signal S5-1 is valid, the stabilizer bar closing module will be executed, and the stabilizer bar closing module generates a torque command Z6-1 and transmits it to the final command arbitration module; when the activation signal S5-2 is valid, the passive stabilizer bar simulation module will be executed, and the passive stabilizer bar simulation module calculates based on the vehicle status Z4-2, generates a torque command Z7-1 and transmits it to the final command arbitration module; when the activation signal S5-3 is valid, the performance control module will be executed, and the performance control module calculates based on the bus signal Z1-4 and the vehicle status Z4-1, generates a torque command Z8-1 and transmits it to the final command arbitration module.

[0034] Optionally, the driving state machine includes a first judgment module, a cooperative mode state module, an independent state identification module, a first state code storage, a second state code storage, and a third state code storage, wherein the first judgment module is connected to the cooperative mode state module and the independent state identification module, the cooperative mode state module is connected to the first state code storage, and the independent state identification module is connected to the first state code storage, the second state code storage, and the third state code storage, respectively;

[0035] The first judgment module judges the vehicle stability control activation flag signal S1-19; when the value of the vehicle stability control activation flag signal S1-19 is 1, the collaborative mode state module is executed; when the value of the vehicle stability control activation flag signal S1-19 is not 1, the independent state identification module is executed. The independent state identification module takes the vehicle speed signal S1-9, the steering wheel angular velocity signal S1-11, the sprung mass lateral acceleration measurement signal S1-12, and the sprung mass yaw angular velocity measurement signal S1-14 as input; the first state code storage, the second state code storage, and the third state code storage output the state code signal S3-1, the state code signal S3-2, and the state code signal S3-3 to the outside of the driving state machine in each operating cycle.

[0036] Optionally, the independent state identification module includes a reference yaw rate calculation module, a second judgment module, a limit handling module, a non-limit handling module, and a deviation distance generation module, wherein the reference yaw rate calculation module is connected to the deviation distance generation module, the deviation distance generation module is connected to the second judgment module, and the second judgment module is connected to the limit handling module and the non-limit handling module respectively;

[0037] The reference yaw rate calculation module calculates and generates a reference yaw rate signal S331-1 based on the sprung mass lateral acceleration measurement signal S1-12 and the vehicle speed signal S1-9;

[0038] The deviation distance generating module generates a deviation distance signal S330-1 by taking the absolute value of the difference between the reference yaw rate signal S331-1 and the sprung mass yaw rate measurement signal S1-14;

[0039] The second judgment module judges the deviation distance signal S330-1 and the vehicle speed signal S1-9. When the deviation distance signal S330-1 is greater than the angular velocity threshold I and the vehicle speed signal S1-9 is greater than the vehicle speed threshold I, the extreme handling module is executed. The extreme handling module generates status code V and transmits it to the second status code storage. The extreme handling module generates status code VI and transmits it to the third status code storage; when the deviation distance signal S330-1 is less than the angular velocity threshold II or the vehicle speed signal S1-9 is less than the vehicle speed threshold II, the non-extreme handling module is executed. The non-extreme handling module receives the vehicle speed signal S1-9 and the steering wheel angular velocity signal S1-11 as input.

[0040] Optionally, the non-limit handling stability module includes a first table lookup module, a third judgment module, a second table lookup module and a fourth judgment module, the first table lookup module is connected to the third judgment module; the third judgment module is connected to the second status code storage;

[0041] The second table lookup module is connected to the fourth judgment module, and the fourth judgment module is connected to the third status code storage;

[0042] The first table lookup module generates an angular velocity threshold value S3341-1 based on the vehicle speed signal S1-9 and transmits it to the third judgment module. The third judgment module makes a judgment based on the steering wheel angular velocity signal S1-11 and the angular velocity threshold value S3341-1. When the steering wheel angular velocity signal S1-11 is greater than the angular velocity threshold value S3341-1, the third judgment module transmits the status code I to the second status code storage; otherwise, the third judgment module transmits the status code II to the second status code storage.

[0043] The second table lookup module generates an angular velocity threshold S3343-1 based on the vehicle speed signal S1-9 and transmits it to the fourth judgment module; the fourth judgment module makes a judgment based on the steering wheel angular velocity signal S1-11 and the angular velocity threshold S3343-1. When the steering wheel angular velocity signal S1-11 is greater than the angular velocity threshold S3343-1, the status code III is transmitted to the third status code storage; otherwise, the status code IV is transmitted to the third status code storage.

[0044] Optionally, the performance control module includes a second signal input module, a handling stability module, a comfort module, a road surface module, a stroke end buffer module, an anti-wheel lift-off module, and a torque command synthesis module; the second signal input module is respectively connected to the handling stability module, the comfort module, the road surface module, the stroke end buffer module, and the anti-wheel lift-off module, and the handling stability module, the comfort module, the road surface module, the stroke end buffer module, and the anti-wheel lift-off module are respectively connected to the torque command synthesis module;

[0045] The second signal input module receives the bus signal Z1-4 and the vehicle state Z4-1 for calculation to generate bus signals Z81-1, Z81-2, Z81-3, Z81-4, and Z81-5, and transmits the bus signal Z81-1 to the control stability module, the bus signal Z81-2 to the comfort module, the bus signal Z81-3 to the road surface module, the bus signal Z81-4 to the end-of-stroke buffer module, and the bus signal Z81-5 to the anti-wheel lift-off module;

[0046] The handling stability module calculates based on the status code signal S3-2, the status code signal S3-3 and the bus signal Z81-1 to generate torque signals S82-1 and S82-2 and transmits them to the torque command synthesis module; the comfort module generates coefficients S83-1 and S83-2 based on the bus signal Z81-2 and transmits them to the torque command synthesis module; the road surface module generates torque signals S84-1, S84-2, angle signals S84-3 and S84-4 based on the bus signal Z81-3 and transmits them to the torque command synthesis module; the end-of-stroke buffer module generates torque signals S85-1 and S85-2 based on the bus signal Z81-4 and transmits them to the torque command synthesis module; the anti-tire lift-off module generates coefficients S86-1 and S86-2 based on the bus signal Z81-5 and transmits them to the torque command synthesis module; the torque command synthesis module calculates based on the input signal to generate a torque command Z8-1, which is output to the outside of the performance control module.

[0047] Optionally, the torque command synthesis module includes a third table lookup module, a first summing module, a fourth table lookup module, a second summing module and a bus synthesis module;

[0048] Multiplying the torque signal S82-1 by the coefficient S83-1 yields a signal S870-1. After limiting, the angle signal S84-3 is passed to a third table lookup module, which generates a signal S871-1 based on the angle signal S84-3. Subtracting the value 1 from the signal S871-1 multiplies the signal S870-1 by the value 1 to yield a signal S870-2. Multiplying the signal S871-1 by the torque signal S84-1 yields a signal S870-3. At the first summing module, the signals S870-2 and S870-3 are added to the torque value I and the torque signal S85-1 to yield a signal S872-1. This signal S872-1 is multiplied by the coefficient S86-1 to yield a front stabilizer bar control torque command S870-4.

[0049] Multiplying torque signal S82-2 by coefficient S83-2 yields signal S870-5. After limiting, angle signal S84-4 is passed to a fourth table lookup module, which generates signal S873-1 based on angle signal S84-4. Subtracting signal S873-1 from value 1 multiplies signal S870-5 by signal S870-6. Multiplying signal S873-1 by torque signal S84-2 yields signal S870-7. At a second summing module, signals S870-6 and S870-7 are added to torque value II and torque signal S85-2 to generate signal S874-1. This signal S874-1 is multiplied by coefficient S86-2 to yield rear stabilizer bar control torque command S870-8.

[0050] At the bus synthesis module, the front stabilizer bar stabilizing torque command S870-4 and the rear stabilizer bar stabilizing torque command S870-8 form a torque command bus signal Z8-1 and output it to the outside of the torque command synthesis module.

[0051] Optionally, the final command arbitration module includes a fifth judgment module, a signal merging and selecting module, a first slope limiting module, a first limit module, a second slope limiting module, a second limit module, a first signal transmission module, a second signal transmission module, and a third signal transmission module, wherein the fifth judgment module is connected to the first signal transmission module, the second signal transmission module, and the third signal transmission module respectively, the first signal transmission module, the second signal transmission module, and the third signal transmission module are respectively connected to the signal merging and selecting module, the signal merging and selecting module is respectively connected to the first slope limiting module and the second slope limiting module, the first slope limiting module is connected to the first limit module, and the second slope limiting module is connected to the second limit module;

[0052] The fifth determination module makes a determination based on the status code signal S5-4. When the status code signal S5-4 is status code VII, the torque command Z6-1 is transmitted to the signal merging and selection module. When the status code signal S5-4 is status code VIII, the torque command Z7-1 is transmitted to the signal merging and selection module. When the status code signal S5-4 is status code IX, the torque command Z8-1 is transmitted to the signal merging and selection module. The signal merging and selection module generates a front stabilizer bar torque target signal S92-1. After the front stabilizer bar torque target signal S92-1 is slope-limited by the first slope limiting module and value-limited by the first limit module, a front stabilizer bar final torque command S9-1 is generated and transmitted to the external final command arbitration module. The signal merging and selection module generates a rear stabilizer bar torque target signal S92-2. After the rear stabilizer bar torque target signal S92-2 is slope-limited by the second slope limiting module and value-limited by the second limit module, a rear stabilizer bar final torque command S9-2 is generated and transmitted to the external final command arbitration module.

[0053] In a third aspect, a vehicle according to the present invention adopts the wheeled vehicle control system based on the active stabilizer bar according to the present invention.

[0054] In a fourth aspect, a storage medium according to the present invention stores a computer-readable program therein, and when the computer-readable program is called, it can execute the steps of the wheeled vehicle control method based on the active stabilizer bar according to the present invention.

[0055] The present invention has the following advantages: When the system diagnosis results are normal, the present invention integrates control commands for handling stability, comfort, and road conditions through a command synthesis algorithm, thereby improving the vehicle's handling stability and comfort during driving. Furthermore, when the system diagnosis results are abnormal, the present invention simulates preset passive stabilizer bar external characteristics or completely disconnects the left and right stabilizer bar halves based on the abnormality level. Furthermore, when the vehicle body stability system is activated, the present invention simulates preset passive stabilizer bar external characteristics. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments. It should be understood that the following drawings only illustrate certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without paying any creative work.

[0057] Figure 1 This is a block diagram of the principle of a wheeled vehicle control system based on an active stabilizer bar;

[0058] Figure 2 It is a schematic diagram of the controller in this embodiment;

[0059] Figure 3 is a schematic diagram of the driving state machine in this embodiment;

[0060] Figure 4 is a schematic diagram of the independent state recognition module in this embodiment;

[0061] Figure 5 This is a schematic diagram of the non-limit handling module in this embodiment;

[0062] Figure 6 is a schematic diagram of the performance control module in this embodiment;

[0063] Figure 7 is a schematic diagram of a torque command synthesis module in an embodiment;

[0064] Figure 8 is a schematic diagram of the final command arbitration module in this embodiment;

[0065] Figure 1Middle: 10. Vehicle, 11. Front axle left unsprung mass, 12. First suspension height sensor, 21. Front axle right unsprung mass, 22. Second suspension height sensor, 31. Rear axle left unsprung mass, 32. Third suspension height sensor, 41. Rear axle right unsprung mass, 42. Fourth suspension height sensor, 50. Front stabilizer bar assembly, 51. Front stabilizer bar motor assembly, 52. Front stabilizer bar actuator controller, 53. Front stabilizer bar left half-bar, 54. Front stabilizer bar right half-bar, 60. Rear stabilizer bar assembly, 61. Rear stabilizer bar motor assembly, 62. Rear stabilizer bar actuator controller, 63. Rear stabilizer bar left half-bar, 64. Rear stabilizer bar right half-bar, 70. Active stabilizer bar composite continuous control device, 71. Controller, 72. Inertial measurement unit, 73. Vehicle communication interface;

[0066] Figure 2 Middle: M1, first signal input module, M2, diagnosis module, M3, driving state machine, M4, vehicle state calculation module, M5, working mode judgment module, M6, stabilizer bar closing module, M7, passive stabilizer bar simulation module, M8, performance control module, M9, final command arbitration module;

[0067] Figure 3 Middle: M31, first judgment module, M32, collaborative mode status module, M33, independent status identification module, R3-1, status code storage, R3-2, status code storage, R3-3, status code storage;

[0068] Figure 4 Middle: M331, reference yaw rate calculation module, M332, second judgment module, M333, extreme control module, M334, non-extreme control module;

[0069] Figure 5 Middle: M3341, first table lookup module, M3342, third judgment module, M3343, second table lookup module, M3344, fourth judgment module;

[0070] Figure 6 Middle: M81, second signal input module, M82, handling stability module, M83, comfort module, M84, road surface module, M85, end-of-stroke buffer module, M86, anti-tire lift-off module;

[0071] Figure 7 Middle: M871, the third table lookup module, M872, the first summation module, M873, the fourth table lookup module, M874, the second summation module, M875, the bus synthesis module;

[0072] Figure 8Middle: M91, fifth judgment module, M92, signal combination and selection module, M93, first slope limiting module, M94, first limit module, M95, second slope limiting module, M96, second limit module. DETAILED DESCRIPTION

[0073] The present invention will be described in detail below with reference to the accompanying drawings.

[0074] In this embodiment, a wheeled vehicle control method based on an active stabilizer bar includes the following steps:

[0075] Acquire vehicle status communication signals, suspension height sensor signals, and inertial measurement unit signals;

[0076] diagnose the system status based on the acquired signal, determine the system operation status, and output a safe mode status code according to the system diagnosis result;

[0077] Calculating the vehicle state based on the acquired signal to obtain a vehicle state estimation result;

[0078] Determining each stabilizer bar control torque command based on the acquired signal, the vehicle state estimation result, and the safety mode state code;

[0079] determining a comfort correction coefficient for each stabilizer bar based on the acquired signal and the vehicle state estimation result;

[0080] determining a road surface correction angle and a road surface compensation command for each stabilizer bar based on the acquired signal and the vehicle state estimation result;

[0081] The stabilizer bar torque commands are calculated based on the acquired signals, the vehicle state estimation result, the safety mode state code, the stabilizer bar control torque commands, the comfort correction coefficient, the road surface correction angle, and the road surface compensation command.

[0082] In this embodiment, the vehicle state estimation results include the total feedback estimation value of the vehicle stabilizer bar anti-roll torque, the front axle wheel center roll angle estimation value, the rear axle wheel center roll angle estimation value, the vehicle anti-roll torque feedback estimation value, the front stabilizer bar torsion angle estimation value, the rear stabilizer bar torsion angle estimation value, the vehicle ground roll angle estimation value, the front axle ground roll angle estimation value and the rear axle ground roll angle estimation value.

[0083] In this embodiment, when the system diagnosis is normal, a command synthesis algorithm integrates control commands for handling stability, comfort, and road conditions to output torque commands for each stabilizer bar. If the system diagnosis is abnormal, the system simulates preset passive stabilizer bar external characteristics or completely disconnects the left and right stabilizer bar halves based on the abnormality level. Simultaneously, when the vehicle body stability system is activated, the preset passive stabilizer bar external characteristics are simulated.

[0084] In this embodiment, the acquired signals include vehicle speed signal, sprung mass lateral acceleration signal, sprung mass vertical acceleration signal, sprung mass roll angle signal, sprung mass roll angular velocity signal, sprung mass pitch angular velocity signal, sprung mass yaw angular velocity signal, steering wheel angle signal, steering wheel angular velocity signal, suspension travel signal at each wheel, stabilizer bar output torque feedback signal at each axle, stabilizer bar torsion angle feedback signal at each axle, body stability system activation flag signal and driving mode code.

[0085] like Figure 1 As shown, in this embodiment, the wheeled vehicle control system based on the active stabilizer bar includes a suspension height sensor group, an active stabilizer bar composite continuous control device 70 , a front stabilizer bar assembly 50 and a rear stabilizer bar assembly 60 .

[0086] like Figure 1 As shown, in this embodiment, the active stabilizer bar composite continuous control device 70 includes a vehicle communication interface 73, which transmits the vehicle speed, steering wheel angle, steering wheel angular velocity, driving mode code, and vehicle stability control activation flag signal to the controller 71.

[0087] like Figure 1 As shown, in this embodiment, the active stabilizer bar composite continuous control device 70 also includes an inertial measurement unit 72, which includes the inertial measurement unit 72 measuring the sprung mass lateral acceleration measurement signal S1-12, the sprung mass vertical acceleration measurement signal, the sprung mass yaw angular velocity measurement signal S1-14, the sprung mass pitch angular velocity measurement signal, the sprung mass roll angular velocity measurement signal, and the sprung mass roll angle measurement signal of the vehicle at each moment, and transmitting them to the controller 71.

[0088] like Figure 1 As shown, in this embodiment, the front stabilizer bar assembly 50 receives instructions from the controller 71 through the front stabilizer bar execution controller 52, controls the front stabilizer bar motor assembly 51 to generate corresponding torque after calculation, and converts the torque into pressure through the front stabilizer bar left half rod 53 and the front stabilizer bar right half rod 54 to transmit it to the left unsprung mass 11 and the right unsprung mass 21 of the front axle.

[0089] like Figure 1 As shown, in this embodiment, the front stabilizer bar execution controller 52 is also used to calculate the torque actually output by the front stabilizer bar motor assembly 51 at each moment, and based on the calculated torque actually output by the front stabilizer bar motor assembly 51, a front stabilizer bar output torque feedback signal is generated and transmitted to the controller 71.

[0090] like Figure 1As shown, in this embodiment, the front stabilizer bar execution controller 52 is also used to measure the actual rotation angle of the rotor of the front stabilizer bar motor assembly 51 relative to the default working position, generate a front stabilizer bar torsion angle feedback signal based on the measured angle and transmit it to the controller 71.

[0091] like Figure 1 As shown, in this embodiment, the rear stabilizer bar assembly 60 receives instructions from the controller 71 through the rear stabilizer bar execution controller 62, controls the rear stabilizer bar motor assembly 61 to generate corresponding torque after calculation, and converts the torque into pressure through the rear stabilizer bar left half rod 63 and the rear stabilizer bar right half rod 64 to transmit it to the left unsprung mass 11 and the right unsprung mass 21 of the front axle.

[0092] like Figure 1 As shown, in this embodiment, the rear stabilizer bar execution controller 62 also calculates the torque actually output by the rear stabilizer bar motor assembly 61 at each moment, generates a rear stabilizer bar output torque feedback signal based on the calculated torque actually output by the rear stabilizer bar motor assembly 61, and transmits it to the controller 71.

[0093] like Figure 1 As shown, in this embodiment, the rear stabilizer bar execution controller 62 also measures the actual rotation angle of the rotor of the rear stabilizer bar motor assembly 61 relative to the default working position, generates a rear stabilizer bar torsion angle feedback signal based on the measured angle, and transmits it to the controller 71.

[0094] like Figure 1 As shown, in this embodiment, the suspension height sensor group includes a first suspension height sensor 12, a second suspension height sensor 22, a third suspension height sensor 32, and a fourth suspension height sensor 42, which are respectively used to measure the left front suspension travel signal S1-5, the right front suspension travel signal S1-6, the left rear suspension travel signal S1-7, and the right rear suspension travel signal S1-8, and transmit these signals to a controller 71. The controller 71 calculates the vehicle's motion state based on one or more external input signals and, further, based on the methods disclosed in this embodiment, generates torque command signals for each stabilizer bar. In various embodiments, the present methods and systems process the external input signals according to a preset calculation method and preset values, and determine the torque value required to be output by each stabilizer bar at the current moment based on the processing results. In some embodiments, these preset values ​​can be manually modified through an operating interface or by other modules, signals, or devices.

[0095] Figure 2 Shown Figure 1 In various embodiments, the controller 71 may include one or more submodules and data storage. It is understood that Figure 2The submodules included in the illustrated controller 71 can be combined and / or further divided to generate various stabilizer bar torque command signals in a similar manner. The input signals to the controller 71 can be generated and provided by the vehicle communication interface 73, the first suspension height sensor 12, the second suspension height sensor 22, the third suspension height sensor 32, the fourth suspension height sensor 42, and the inertial measurement unit 72 of the vehicle 10, or provided by other control systems (not shown) of the vehicle 10. These signals can be modeled and / or predefined.

[0096] In one embodiment, the controller 71 includes a first signal input module M1, a diagnostic module M2, a driving state machine M3, a vehicle state calculation module M4, a working mode determination module M5, a stabilizer bar closing module M6, a passive stabilizer bar simulation module M7, a performance control module M8, and a final command arbitration module M9. The first signal input module M1 is connected to the diagnostic module M2, the driving state machine M3, and the vehicle state calculation module M4, respectively; the diagnostic module M2 is connected to the working mode determination module M5; the driving state machine M3 is connected to the working mode determination module M5 and the performance control module M8, respectively; the working mode determination module M5 is connected to the stabilizer bar closing module M6, the passive stabilizer bar simulation module M7, the performance control module M8, and the final command arbitration module M9, respectively; the performance control module M8 is connected to the vehicle state calculation module M4, the final command arbitration module M9, and the first signal input module M1, respectively; and the final command arbitration module M9 is further connected to the stabilizer bar closing module M6 and the passive stabilizer bar simulation module M7, respectively.

[0097] In an exemplary embodiment, the first signal input module M1 receives signals from the vehicle communication interface 73, the first suspension height sensor 12, the second suspension height sensor 22, the third suspension height sensor 32, the fourth suspension height sensor 42, and the inertial measurement unit 72 as inputs. After processing, it generates bus signals Z1-1, Z1-2, Z1-3, and Z1-4. Bus signal Z1-1 is transmitted to the diagnostic module M2, bus signal Z1-2 is transmitted to the driving state machine M3, bus signal Z1-3 is transmitted to the vehicle state calculation module M4, and bus signal Z1-4 is transmitted to the performance control module M8. The signals included in bus signals Z1-1, Z1-2, Z1-3, and Z1-4 are shown in Table 1.

[0098] Signal number Signal name Z1-1 Z1-2 Z1-3 Z1-4 S1-1 Front stabilizer bar output torque feedback signal ● ● S1-2 Rear stabilizer bar output torque feedback signal ● ● S1-3 Front stabilizer bar torsional angle feedback signal ● ● S1-4 Rear stabilizer bar torsional angle feedback signal ● ● S1-5 Left front suspension travel signal ● ● ● ● S1-6 Right front suspension travel signal ● ● ● ● S1-7 Left rear suspension travel signal ● ● ● ● S1-8 Right rear suspension travel signal ● ● ● ● S1-9 Speed ​​signal ● ● ● S1-10 Steering wheel angle signal ● ● S1-11 Steering wheel angular velocity signal ● ● S1-12 Sprung mass lateral acceleration measurement signal ● ● S1-13 Sprung mass vertical acceleration measurement signal ● ● S1-14 Sprung mass yaw rate measurement signal ● ● S1-15 Sprung mass pitch angular velocity measurement signal ● ● S1-16 Sprung mass roll angular velocity measurement signal ● ● S1-17 Sprung mass roll angle measurement signal ● ● S1-18 Driving mode code ● S1-19 Vehicle stability control activation flag signal ●

[0099] Table 1

[0100] In one embodiment, the diagnosis module M2 determines the system status based on the input bus signal Z1 - 1 , generates a safety code S2 - 1 based on the determination result, and transmits the safety code S2 - 1 to the working mode determination module M5 .

[0101] In one embodiment, the driving state machine M3 makes a judgment based on the input bus signal Z1-2, generates a state code signal S3-1, a state code signal S3-2, and a state code signal S3-3 based on the judgment result, and transmits the state code signal S3-1 to the working mode judgment module M5. The working mode judgment module M5 generates a state code signal S5-4 based on the state code signal S3-1 and transmits it to the final command arbitration module M9; the state code signal S3-2 and the state code signal S3-3 are transmitted to the performance control module M8.

[0102] Now go to Figure 3 , showing an exemplary driving state machine M3 embodiment. Figure 2 and Figure 3 The driving state machine M3 includes a first determination module M31, a cooperative mode state module M32, an independent state identification module M33, a first state code storage R3-1, a second state code storage R3-2, and a third state code storage R3-3. The first determination module M31 is connected to the cooperative mode state module M32 and the independent state identification module M33. The cooperative mode state module M32 is connected to the first state code storage R3-1. The independent state identification module M33 is connected to the first state code storage R3-1, the second state code storage R3-2, and the third state code storage R3-3, respectively.

[0103] A first determination module M31 makes a determination based on the vehicle stability control activation flag signal S1-19. When the vehicle stability control activation flag signal S1-19 is 1, a coordinated mode state module M32 is executed. This coordinated mode state module M32 transmits state code B (state code A / B represents two different values ​​of state code signal S3-1) to a first state code storage R3-1. When the vehicle stability control activation flag signal S1-19 is not 1, an independent state identification module M33 is executed. This independent state identification module M33 receives as input the vehicle speed signal S1-9, the steering wheel angular velocity signal S1-11, the sprung mass lateral acceleration measurement signal S1-12, and the sprung mass yaw rate measurement signal S1-14. The first state code storage R3-1, the second state code storage R3-2, and the third state code storage R3-3 output state code signals S3-1, S3-2, and S3-3 to the outside of the driving state machine M3 in each operation cycle.

[0104] Now go to Figure 4, shows an exemplary embodiment of the independent state identification module M33. Figure 3 and Figure 4 The independent state identification module M33 includes a reference yaw rate calculation module M331, a second judgment module M332, a limit handling module M333, a non-limit handling module M334, and a deviation distance generation module M335. The reference yaw rate calculation module M331 is connected to the deviation distance generation module M335, which is in turn connected to the second judgment module M332. The second judgment module M332 is connected to the limit handling module M333 and the non-limit handling module M334, respectively. State code A (state code A / B represents two different values ​​of state code signal S3-1) is transmitted to the first state code storage R3-1. The sprung mass lateral acceleration measurement signal S1-12 and the vehicle speed signal S1-9 are input to the reference yaw rate calculation module M331, which generates a reference yaw rate signal S331-1 through calculation. The absolute value of the difference between the reference yaw rate signal S331-1 and the sprung mass yaw rate measurement signal S1-14 is taken to generate a deviation distance signal S330-1. A second determination module M332 makes a determination based on the deviation distance signal S330-1 and the vehicle speed signal S1-9. When the deviation distance signal S330-1 is greater than angular velocity threshold I and the vehicle speed signal S1-9 is greater than vehicle speed threshold I, the extreme handling module M333 is executed. This module generates status code V and transmits it to the second status code storage R3-2. The extreme handling module M333 generates status code VI and transmits it to the third status code storage R3-3. When the deviation distance signal S330-1 is less than angular velocity threshold II or the vehicle speed signal S1-9 is less than vehicle speed threshold II, the non-extreme handling module M334 is executed. This non-extreme handling module M334 receives the vehicle speed signal S1-9 and the steering wheel angular velocity signal S1-11 as inputs.

[0105] Now go to Figure 5 , shows an embodiment of a non-limit handling module M334. Figure 4 and Figure 5The non-limit handling stability module M334 includes a first table lookup module M3341, a third judgment module M3342, a second table lookup module M3343, and a fourth judgment module M3344. The first table lookup module M3341 is connected to the third judgment module M3342; the third judgment module M3342 is connected to the second status code storage R3-2; the second table lookup module M3343 is connected to the fourth judgment module M3344, and the fourth judgment module M3344 is connected to the third status code storage R3-3. The vehicle speed signal S-9 is input to the first table lookup module M3341. The first table lookup module M3341 generates an angular velocity threshold S3341-1 based on the vehicle speed signal S1-9 and transmits it to the third judgment module M3342. The third judgment module M3342 performs a judgment based on the steering wheel angular velocity signal S1-11 and the angular velocity threshold S3341-1. If the steering wheel angular velocity signal S1-11 exceeds the angular velocity threshold S3341-1, the third judgment module M3342 transmits state code I to the second state code storage R3-2; otherwise, the third judgment module transmits state code II to the second state code storage R3-2. The vehicle speed signal S1-9 is also input to the second table lookup module M3343, which generates an angular velocity threshold S3343-1 based on the vehicle speed signal S1-9 and transmits it to the fourth judgment module M3344. The fourth judgment module M3344 performs a judgment based on the steering wheel angular velocity signal S1-11 and the angular velocity threshold S3343-1. If the steering wheel angular velocity signal S1-11 exceeds the angular velocity threshold S3343-1, the third judgment module transmits state code III to the third state code storage R3-3; otherwise, the third judgment module transmits state code IV to the third state code storage R3-3.

[0106] Now back Figure 2 In one embodiment, vehicle state calculation module M4 performs calculations based on input bus signal Z1-3, generates vehicle state Z4-1 and vehicle state Z4-2 based on the calculation results, transmits vehicle state Z4-1 to performance control module M8, and transmits vehicle state Z4-2 to passive stabilizer bar simulation module M7. The signals included in vehicle state Z4-1 and vehicle state Z4-2 are shown in Table 2.

[0107] Signal number Signal name Z4-1 Z4-2 S31-1 Estimated value of the total anti-roll torque feedback of the vehicle stabilizer bar ● S32-1 Estimated front axle wheel center roll angle ● S32-2 Estimated rear axle wheel center roll angle ● S33-1 Vehicle anti-roll torque feedback estimation ● S34-1 Estimated front stabilizer bar twist angle ● ● S34-2 Estimated rear stabilizer bar twist angle ● ● S35-1 Estimated vehicle ground roll angle ● S35-2 Estimated front axle ground roll angle ● S35-3 Estimated rear axle ground roll angle ●

[0108] Table 2

[0109] In one embodiment, the working mode judgment module M5 makes a judgment based on the safety code S2-1 and the status code signal S3-1, and generates an activation signal S5-1, an activation signal S5-2, or an activation signal S5-3 based on the judgment result, and also generates a status code signal S5-4 and transmits the status code signal S5-4 to the final command arbitration module M9.

[0110] When the activation signal S5 - 1 is valid, the stabilizer bar closing module M6 will be executed. The stabilizer bar closing module M6 generates a torque command Z6 - 1 and transmits it to the final command arbitration module M9 . The torque command Z6 - 1 includes signals as shown in Table 3.

[0111] When the activation signal S5-2 is valid, the passive stabilizer bar simulation module M7 will be executed. The passive stabilizer bar simulation module M7 calculates based on the vehicle state Z4-2, generates a torque command Z7-1, and transmits it to the final command arbitration module M9. The torque command Z7-1 includes signals as shown in Table 3.

[0112] When the activation signal S5-3 is valid, the performance control module M8 will be executed. The performance control module M8 calculates based on the bus signal Z1-4 and the vehicle state Z4-1, generates a torque command Z8-1, and transmits it to the final command arbitration module M9. The signals included in the torque command Z8-1 are shown in Table 3.

[0113] Signal number Signal name Z6-1 Z7-1 Z8-1 S434-1 Front stabilizer bar torque target ● ● ● S434-2 Rear stabilizer bar torque target ● ● ●

[0114] Table 3

[0115] Now go to Figure 6 , shows an exemplary embodiment of the performance control module M8. Figure 2 and Figure 6 The performance control module M8 includes a second signal input module M81, a handling stability module M82, a comfort module M83, a road surface module M84, an end-of-stroke buffer module M85, an anti-wheel lift-off module M86, and a torque command synthesis module M87. The second signal input module M81 is connected to the handling stability module M82, the comfort module M83, the road surface module M84, the end-of-stroke buffer module M85, and the anti-wheel lift-off module M86, respectively. The handling stability module M82, the comfort module M83, the road surface module M84, the end-of-stroke buffer module M85, and the anti-wheel lift-off module M86 are each connected to the torque command synthesis module M87.

[0116] Second signal input module M81 receives bus signal Z1-4 and vehicle state Z4-1, performs calculations, and generates bus signals Z81-1, Z81-2, Z81-3, Z81-4, and Z81-5. It then transmits bus signal Z81-1 to the stability control module M82, bus signal Z81-2 to the comfort control module M83, bus signal Z81-3 to the road surface control module M84, bus signal Z81-4 to the end-of-stroke buffer module M85, and bus signal Z81-5 to the anti-wheel lift-off module M86. Table 4 shows the information contained in bus signals Z8-1, Z8-2, Z8-3, Z8-4, and Z8-5.

[0117] Signal number Signal name Z81-1 Z81-2 Z81-3 Z81-4 Z81-5 S1-5 Left front suspension travel signal ● ● ● ● S1-6 Right front suspension travel signal ● ● ● ● S1-7 Left rear suspension travel signal ● ● ● ● S1-8 Right rear suspension travel signal ● ● ● ● S1-9 Speed ​​signal ● ● ● ● ● S1-10 Steering wheel angle signal ● ● S1-11 Steering wheel angular velocity signal ● S1-12 Sprung mass lateral acceleration measurement signal ● S1-13 Sprung mass vertical acceleration measurement signal ● ● S1-14 Sprung mass yaw rate measurement signal ● S1-15 Sprung mass pitch angular velocity measurement signal ● S1-16 Sprung mass roll angular velocity measurement signal ● ● ● S1-17 Sprung mass roll angle measurement signal ● ● S31-1 Estimated value of vehicle stabilizer bar anti-roll torque ● S32-1 Estimated front axle wheel center roll angle ● ● ● S32-2 Estimated rear axle wheel center roll angle ● ● ● S33-1 Vehicle anti-roll torque feedback estimation ● S34-1 Estimated front stabilizer bar twist angle ● S34-2 Estimated rear stabilizer bar twist angle ● S35-1 Estimated vehicle ground roll angle ● S35-2 Estimated front axle ground roll angle ● S35-3 Estimated rear axle ground roll angle ●

[0118] Table 4

[0119] The stability control module M82 calculates torque signals S82-1 and S82-2 based on the status code signals S3-2 and S3-3 and the bus signal Z81-1, and transmits these to the torque command synthesis module 87. The comfort module M83 generates coefficients S83-1 and S83-2 based on the bus signal Z81-2, and transmits these to the torque command synthesis module M87. The road surface module M84 generates torque signals S84-1 and S84-2, and angle signals S84-3 and S84-4 based on the bus signal Z81-3, and transmits these to the torque command synthesis module M87. The end-of-stroke cushion module M85 generates torque signals S85-1 and S85-2 based on the bus signal Z81-4, and transmits these to the torque command synthesis module 87. The anti-wheel lift-off module M86 generates coefficients S86-1 and S86-2 based on the bus signal Z81-5, and transmits these to the torque command synthesis module M87. The torque command synthesis module M87 performs calculations based on the input signal to generate a torque command Z8-1, which is output to the outside of the performance control module M8.

[0120] Now go to Figure 7 , shows an exemplary embodiment of the torque command synthesis module M87. Figure 6 and Figure 7 The torque command synthesis module M87 includes a third table lookup module M871, a first summing module M872, a fourth table lookup module M873, a second summing module M874 and a bus synthesis module M875.

[0121] Torque signal S82-1 is multiplied by coefficient S83-1 to produce signal S870-1. After limiting, angle signal S84-3 is passed to a third table lookup module M871, which generates signal S871-1 based on angle signal S84-3. The difference between signal S871-1 and value 1 is multiplied by signal S870-1 to produce signal S870-2. Signal S871-1 is multiplied by torque signal S84-1 to produce signal S870-3. In a first summation module M872, signals S870-2 and S870-3 are summed with torque value I and torque signal S85-1 to produce signal S872-1. This signal S872-1 is multiplied by coefficient S86-1 to produce front stabilizer bar control torque command S870-4. Torque signal S82-2 is multiplied by coefficient S83-2 to produce signal S870-5. After limiting, angle signal S84-4 is passed to a fourth table lookup module M873, which generates signal S873-1 based on angle signal S84-4. The difference between signal S873-1 and the value 1 is multiplied by signal S870-5 to generate signal S870-6. Signal S873-1 is multiplied by torque signal S84-2 to generate signal S870-7. In a second summation module M874, signals S870-6 and S870-7 are summed with torque value II and torque signal S85-2 to generate signal S874-1. This signal S874-1 is multiplied by coefficient S86-2 to generate rear stabilizer bar control torque command S870-8. At the bus synthesis module M875, the front stabilizer bar control torque command S870-4 and the rear stabilizer bar control torque command S870-8 form a torque command bus signal Z8-1 and output it to the outside of the torque command synthesis module M87.

[0122] Now go to Figure 8 , shows an exemplary final command arbitration module M9 embodiment. Figure 2 and Figure 8The final command arbitration module M9 includes a fifth judgment module M91, a signal merging and selecting module M92, a first slope limiting module M93, a first limit module M94, a second slope limiting module M95, a second limit module M96, a first signal transmission module M97, a second signal transmission module M98 and a third signal transmission module M99. The fifth judgment module M91 is connected to the first signal transmission module M97, the second signal transmission module M98 and the third signal transmission module M99 respectively. The first signal transmission module M97, the second signal transmission module M98 and The third signal transmission module M99 is connected to the signal merging and selection module M92, which is connected to the first slope limiting module M93 and the second slope limiting module M95. The first slope limiting module M93 is connected to the first limit module M94, and the second slope limiting module M95 is connected to the second limit module M96. The fifth judgment module M91 makes a judgment based on the status code signal S5-4. When the status code signal S5-4 is status code VII, the torque command Z6-1 is transmitted to the signal merging and selection module M92. When the status code signal S5-4 is status code VIII, the torque command Z7-1 is transmitted to the signal merging and selection module M92. When the status code signal S5-4 is status code IX, the torque command Z8-1 is transmitted to the signal merging and selection module M92. The signal merging and selecting module M92 generates a front stabilizer bar torque target signal S92-1. After the first slope limiting module M93 limits the slope of the front stabilizer bar torque target signal S92-1 and the first limit module M94 limits the value, the front stabilizer bar final torque command S9-1 is generated and transmitted to the outside of the final command arbitration module M9. The signal merging and selecting module M92 generates a rear stabilizer bar torque target signal S92-2. After the second slope limiting module M95 limits the slope of the rear stabilizer bar torque target signal S92-2 and the second limit module M96 limits the value, the rear stabilizer bar final torque command S9-2 is generated and transmitted to the outside of the final command arbitration module M9.

[0123] The above embodiments are preferred implementation modes of the present invention, but the implementation modes of the present invention are not limited to the above embodiments. Any other changes, modifications, substitutions, combinations, and simplifications that do not deviate from the spirit and principles of the present invention should be considered as equivalent replacement methods and are included in the scope of protection of the present invention.

Claims

1. A wheeled vehicle control system based on an active stabilizer bar, characterized in that: include: A suspension height sensor group is used to sense the suspension height status at each wheel; An active stabilizer bar composite continuous control device (70) includes a controller (71), an inertial measurement unit (72) and a vehicle communication interface (73) respectively connected to the controller (71), wherein the vehicle communication interface (73) is used to obtain a vehicle status communication signal; A front stabilizer bar assembly (50) includes a front stabilizer bar motor assembly (51), a front stabilizer bar execution controller (52), a front stabilizer bar left half-bar (53), and a front stabilizer bar right half-bar (54); the front stabilizer bar execution controller (52) receives instructions from a controller (71), controls the front stabilizer bar motor assembly (51) to generate corresponding torque after calculation, and converts the torque into pressure through the front stabilizer bar left half-bar (53) and the front stabilizer bar right half-bar (54) and transmits it to the front axle left unsprung mass (11) and the front axle right unsprung mass (21); and a rear stabilizer bar assembly (60), which includes a rear stabilizer bar motor assembly (61), a rear stabilizer bar execution controller (62), a rear stabilizer bar left half bar (63) and a rear stabilizer bar right half bar (64), wherein the rear stabilizer bar assembly (60) receives instructions from the controller (71) via the rear stabilizer bar execution controller (62), controls the rear stabilizer bar motor assembly (61) to generate corresponding torque after calculation, and converts the torque into pressure through the rear stabilizer bar left half bar (63) and the rear stabilizer bar right half bar (64) and transmits it to the rear axle left unsprung mass (31) and the rear axle right unsprung mass (41); The controller (71) includes a first signal input module (M1), a diagnostic module (M2), a driving state machine (M3), a vehicle state calculation module (M4), a working mode judgment module (M5), a stabilizer bar closing module (M6), a passive stabilizer bar simulation module (M7), a performance control module (M8) and a final command arbitration module (M9); wherein the first signal input module (M1) is respectively connected to the diagnostic module (M2), the driving state machine (M3), and the vehicle state calculation module (M4); the diagnostic module (M2) is connected to the working mode judgment module (M5); the driving state The machine (M3) is respectively connected to the working mode judgment module (M5) and the performance control module (M8); the working mode judgment module (M5) is respectively connected to the stabilizer bar closing module (M6), the passive stabilizer bar simulation module (M7), the performance control module (M8) and the final command arbitration module (M9); the performance control module (M8) is respectively connected to the vehicle state calculation module (M4), the final command arbitration module (M9) and the first signal input module (M1); and the final command arbitration module (M9) is also respectively connected to the stabilizer bar closing module (M6) and the passive stabilizer bar simulation module (M7); The first signal input module (M1) receives as input a vehicle status communication signal Z73-1 from a vehicle communication interface (73), a suspension height sensor signal ZX2-1 output by a suspension height sensor group, and an inertial measurement unit signal Z72-1 output by an inertial measurement unit (72), generates bus signals Z1-1, Z1-2, Z1-3, and Z1-4 after processing, transmits bus signal Z1-1 to a diagnosis module (M2), transmits bus signal Z1-2 to a driving state machine (M3), transmits bus signal Z1-3 to a vehicle status calculation module (M4), and transmits bus signal Z1-4 to a performance control module (M8); The diagnostic module (M2) determines the system status based on the input bus signal Z1-1, generates a safety code S2-1 based on the determination result, and transmits it to the working mode determination module (M5); The driving state machine (M3) makes a judgment based on the input bus signal Z1-2, generates a state code signal S3-1, a state code signal S3-2, and a state code signal S3-3 based on the judgment result, and transmits the state code signal S3-1 to the working mode judgment module (M5). The working mode judgment module (M5) generates a state code signal S5-4 based on the state code signal S3-1 and transmits it to the final command arbitration module (M9); and transmits the state code signal S3-2 and the state code signal S3-3 to the performance control module (M8); The vehicle state calculation module (M4) performs calculations based on the input bus signal Z1-3, generates a vehicle state Z4-1 and a vehicle state Z4-2 based on the calculation results, transmits the vehicle state Z4-1 to the performance control module (M8), and transmits the vehicle state Z4-2 to the passive stabilizer bar simulation module (M7); The working mode judgment module (M5) makes a judgment based on the safety code S2-1 and the status code signal S3-1, and generates an activation signal S5-1 or an activation signal S5-2 or an activation signal S5-3 based on the judgment result; when the activation signal S5-1 is valid, the stabilizer bar closing module (M6) will be executed, and the stabilizer bar closing module (M6) generates a torque command Z6-1 and transmits it to the final command arbitration module (M9); when the activation signal S5-2 is valid, the passive stabilizer bar simulation module (M7) will be executed, and the passive stabilizer bar simulation module (M7) calculates based on the vehicle state Z4-2, generates a torque command Z7-1 and transmits it to the final command arbitration module (M9); when the activation signal S5-3 is valid, the performance control module (M8) will be executed, and the performance control module (M8) calculates based on the bus signal Z1-4 and the vehicle state Z4-1, generates a torque command Z8-1 and transmits it to the final command arbitration module (M9).

2. The wheeled vehicle control system based on the active stabilizer bar according to claim 1, characterized in that: The inertial measurement unit (72) is used to measure the sprung mass lateral acceleration measurement signal, the sprung mass vertical acceleration measurement signal, the sprung mass yaw angular velocity measurement signal, the sprung mass pitch angular velocity measurement signal, the sprung mass roll angular velocity measurement signal, and the sprung mass roll angle measurement signal of the vehicle at each moment, and transmit the measured signals to the controller (71).

3. The wheeled vehicle control system based on active stabilizer bar according to claim 1, characterized in that: The vehicle communication interface (73) is used to transmit vehicle speed, steering wheel angle, steering wheel angular velocity, driving mode code, and vehicle body stability control activation flag signal to the controller (71).

4. The wheeled vehicle control system based on active stabilizer bar according to claim 1, characterized in that: The front stabilizer bar execution controller (52) is further used to calculate the torque actually output by the front stabilizer bar motor assembly (51) at each moment, and to generate a front stabilizer bar output torque feedback signal based on the calculated actual torque output by the front stabilizer bar motor assembly (51) and transmit the signal to the controller (71).

5. The wheeled vehicle control system based on active stabilizer bar according to claim 1, characterized in that: The front stabilizer bar execution controller (52) is further used to measure the actual rotation angle of the rotor of the front stabilizer bar motor assembly (51) relative to the default working position, and to generate a front stabilizer bar torsion angle feedback signal based on the measured angle and transmit it to the controller (71).

6. The wheeled vehicle control system based on active stabilizer bar according to claim 1, characterized in that: The rear stabilizer bar execution controller (62) is further used to calculate the torque actually output by the rear stabilizer bar motor assembly (61) at each moment, and to generate a rear stabilizer bar output torque feedback signal based on the calculated torque actually output by the rear stabilizer bar motor assembly (61) and transmit the signal to the controller (71).

7. The wheeled vehicle control system based on active stabilizer bar according to claim 1, characterized in that: The rear stabilizer bar execution controller (62) is further used to measure the actual rotation angle of the rotor of the rear stabilizer bar motor assembly (61) relative to the default working position, and to generate a rear stabilizer bar torsion angle signal based on the measured angle and transmit it to the controller (71).

8. The wheeled vehicle control system based on active stabilizer bar according to claim 1, characterized in that: The driving state machine (M3) includes a first judgment module (M31), a cooperative mode state module (M32), an independent state identification module (M33), a first state code storage (R3-1), a second state code storage (R3-2), and a third state code storage (R3-3); the first judgment module (M31) is connected to the cooperative mode state module (M32) and the independent state identification module (M33); the cooperative mode state module (M32) is connected to the first state code storage (R3-1); and the independent state identification module (M33) is connected to the first state code storage (R3-1), the second state code storage (R3-2), and the third state code storage (R3-3); The first judgment module (M31) judges the vehicle stability control activation flag signal S1-19; when the value of the vehicle stability control activation flag signal S1-19 is 1, the cooperative mode state module (M32) is executed; when the value of the vehicle stability control activation flag signal S1-19 is not 1, the independent state identification module (M33) is executed. The independent state identification module (M33) takes the vehicle speed signal S1-9, the steering wheel angular velocity signal S1-11, the sprung mass lateral acceleration measurement signal S1-12, and the sprung mass yaw angular velocity measurement signal S1-14 as input; the first state code storage (R3-1), the second state code storage (R3-2), and the third state code storage (R3-3) output the state code signal S3-1, the state code signal S3-2, and the state code signal S3-3 to the outside of the driving state machine (M3) in each operating cycle.

9. The wheeled vehicle control system based on active stabilizer bar according to claim 8, characterized in that: The independent state identification module (M33) includes a reference yaw rate calculation module (M331), a second judgment module (M332), a limit control module (M333), a non-limit control module (M334) and a deviation distance generation module (M335). The reference yaw rate calculation module (M331) is connected to the deviation distance generation module (M335), the deviation distance generation module (M335) is connected to the second judgment module (M332), and the second judgment module (M332) is connected to the limit control module (M333) and the non-limit control module (M334). The reference yaw rate calculation module (M331) generates a reference yaw rate signal S331-1 based on the sprung mass lateral acceleration measurement signal S1-12 and the vehicle speed signal S1-9; The deviation distance generating module (M335) calculates the absolute value of the difference between the reference yaw rate signal S331-1 and the sprung mass yaw rate measurement signal S1-14 to generate a deviation distance signal S330-1; The second judgment module (M332) judges the deviation distance signal S330-1 and the vehicle speed signal S1-9. When the deviation distance signal S330-1 is greater than the angular velocity threshold I and the vehicle speed signal S1-9 is greater than the vehicle speed threshold I, the extreme handling module (M333) is executed. The extreme handling module (M333) generates a status code V and transmits it to the second status code storage (R3-2). The extreme handling module (M333) generates a status code VI and transmits it to the third status code storage (R3-3); when the deviation distance signal S330-1 is less than the angular velocity threshold II or the vehicle speed signal S1-9 is less than the vehicle speed threshold II, the non-extreme handling module (M334) is executed. The non-extreme handling module (M334) receives the vehicle speed signal S1-9 and the steering wheel angular velocity signal S1-11 as input.

10. The wheeled vehicle control system based on active stabilizer bar according to claim 9, characterized in that: The non-limit handling stability module (M334) includes a first table lookup module (M3341), a third judgment module (M3342), a second table lookup module (M3343) and a fourth judgment module (M3344), wherein the first table lookup module (M3341) is connected to the third judgment module (M3342); the third judgment module (M3342) is connected to the second state code storage (R3-2); The second table lookup module (M3343) is connected to the fourth judgment module (M3344), and the fourth judgment module (M3344) is connected to the third status code storage (R3-3); The first table lookup module (M3341) generates an angular velocity threshold value S3341-1 based on the vehicle speed signal S1-9 and transmits the generated angular velocity threshold value S3341-1 to the third judgment module (M3342). The third judgment module (M3342) makes a judgment based on the steering wheel angular velocity signal S1-11 and the angular velocity threshold value S3341-1. When the steering wheel angular velocity signal S1-11 is greater than the angular velocity threshold value S3341-1, the third judgment module (M3342) transmits the state code I to the second state code storage (R3-2); otherwise, the third judgment module transmits the state code II to the second state code storage (R3-2). The second table lookup module (M3343) generates an angular velocity threshold value S3343-1 based on the vehicle speed signal S1-9 and transmits it to the fourth judgment module (M3344); the fourth judgment module (M3344) makes a judgment based on the steering wheel angular velocity signal S1-11 and the angular velocity threshold value S3343-1. When the steering wheel angular velocity signal S1-11 is greater than the angular velocity threshold value S3343-1, the state code III is transmitted to the third state code storage (R3-3); otherwise, the state code IV is transmitted to the third state code storage (R3-3).

11. The wheeled vehicle control system based on active stabilizer bar according to claim 1, characterized in that: The performance control module (M8) includes a second signal input module (M81), a handling stability module (M82), a comfort module (M83), a road surface module (M84), a stroke end buffer module (M85), an anti-tire lift-off module (M86), and a torque command synthesis module (M87); the second signal input module (M81) is respectively connected to the handling stability module (M82), the comfort module (M83), the road surface module (M84), the stroke end buffer module (M85), and the anti-tire lift-off module (M86); the handling stability module (M82), the comfort module (M83), the road surface module (M84), the stroke end buffer module (M85), and the anti-tire lift-off module (M86) are respectively connected to the torque command synthesis module (M87); The second signal input module (M81) receives the bus signal Z1-4 and the vehicle state Z4-1 for calculation, generates bus signals Z81-1, Z81-2, Z81-3, Z81-4, and Z81-5, and transmits the bus signal Z81-1 to the control stability module (M82), transmits the bus signal Z81-2 to the comfort module (M83), transmits the bus signal Z81-3 to the road surface module (M84), transmits the bus signal Z81-4 to the end-of-stroke buffer module (M85), and transmits the bus signal Z81-5 to the anti-tire lift-off module (M86); The control stability module (M82) performs calculations based on the state code signal S3-2, the state code signal S3-3 and the bus signal Z81-1 to generate torque signals S82-1 and S82-2 and transmit them to the torque command synthesis module (M87); the comfort module (M83) generates coefficients S83-1 and S83-2 based on the bus signal Z81-2 and transmits them to the torque command synthesis module (M87); the road surface module (M84) generates torque signals S84-1, S84-2, angle signals S84-3 and S84-4 based on the bus signal Z81-3. 4-4 and transmits it to the torque command synthesis module (M87); the stroke end buffer module (M85) generates torque signals S85-1 and S85-2 based on the bus signal Z81-4 and transmits them to the torque command synthesis module (M87); the anti-tire lift-off module (M86) generates coefficients S86-1 and S86-2 based on the bus signal Z81-5 and transmits them to the torque command synthesis module (M87); the torque command synthesis module (M87) calculates based on the input signal and generates a torque command Z8-1, which is output to the outside of the performance control module (M8).

12. The wheeled vehicle control system based on active stabilizer bar according to claim 11, characterized in that: The torque command synthesis module (M87) includes a third table lookup module (M871), a first summing module (M872), a fourth table lookup module (M873), a second summing module (M874) and a bus synthesis module (M875); the torque signal S82-1 is multiplied by the coefficient S83-1 to obtain a signal S870-1; the angle signal S84-3 is transmitted to the third table lookup module (M871) after being limited, and the third table lookup module (M871) generates a signal S based on the angle signal S84-3. 871-1; the difference between the value 1 and the signal S871-1 is multiplied by the signal S870-1 to obtain a signal S870-2; the signal S871-1 is multiplied by the torque signal S84-1 to generate a signal S870-3; at the first summing module (M872), the signals S870-2 and S870-3 are added to the torque value I and the torque signal S85-1 to generate a signal S872-1, which is multiplied by the coefficient S86-1 to obtain a front stabilizer bar control torque command S870-4; Multiplying the torque signal S82-2 by the coefficient S83-2 yields a signal S870-5. After limiting, the angle signal S84-4 is passed to a fourth table lookup module (M873), which generates a signal S873-1 based on the angle signal S84-4. The difference between the value 1 and the signal S873-1 is multiplied by the signal S870-5 to yield a signal S870-6. Multiplying the signal S873-1 by the torque signal S84-2 yields a signal S870-7. At a second summing module (M874), the signals S870-6 and S870-7 are added to the torque value II and the torque signal S85-2 to yield a signal S874-1. This signal S874-1 is multiplied by the coefficient S86-2 to yield a rear stabilizer bar control torque command S870-8. At the bus synthesis module (M875), the front stabilizer bar control torque command S870-4 and the rear stabilizer bar control torque command S870-8 form a torque command bus signal Z8-1 and output it to the outside of the torque command synthesis module (M87).

13. The wheeled vehicle control system based on active stabilizer bar according to claim 1, characterized in that: The final command arbitration module (M9) includes a fifth judgment module (M91), a signal merging and selecting module (M92), a first slope limiting module (M93), a first limit module (M94), a second slope limiting module (M95), a second limit module (M96), a first signal transmission module (M97), a second signal transmission module (M98) and a third signal transmission module (M99), wherein the fifth judgment module (M91) is respectively connected to the first signal transmission module (M97), the second signal transmission module (M98) and the third signal transmission module (M99). The first signal transmission module (M97), the second signal transmission module (M98) and the third signal transmission module (M99) are connected to the signal merging and selecting module (M92), respectively. The signal merging and selecting module (M92) is connected to the first slope limiting module (M93) and the second slope limiting module (M95), respectively. The first slope limiting module (M93) is connected to the first limiting module (M94), and the second slope limiting module (M95) is connected to the second limiting module (M96); The fifth judgment module (M91) makes a judgment based on the status code signal S5-4. When the status code signal S5-4 is status code VII, the torque command Z6-1 is transmitted to the signal merging and selecting module (M92); when the status code signal S5-4 is status code VIII, the torque command Z7-1 is transmitted to the signal merging and selecting module (M92); when the status code signal S5-4 is status code IX, the torque command Z8-1 is transmitted to the signal merging and selecting module (M92); the signal merging and selecting module (M92) generates the front stabilizer bar torque target signal S92- 1. The front stabilizer bar torque target signal S92-1 generates a front stabilizer bar final torque command S9-1 after the slope is limited by the first slope limiting module (M93) and the value is limited by the first limit module (M94), and is transmitted to the outside of the final command arbitration module (M9); the signal merging and selecting module (M92) generates a rear stabilizer bar torque target signal S92-2, and the rear stabilizer bar torque target signal S92-2 generates a rear stabilizer bar final torque command S9-2 after the slope is limited by the second slope limiting module (M95) and the value is limited by the second limit module (M96), and is transmitted to the outside of the final command arbitration module (M9).

14. A wheeled vehicle control method based on an active stabilizer bar, characterized in that: The wheeled vehicle control system based on the active stabilizer bar according to any one of claims 1 to 13 is adopted, and the method comprises the following steps: Acquire vehicle status communication signals, suspension height sensor signals, and inertial measurement unit signals; diagnose the system status based on the acquired signal, determine the system operation status, and output a safe mode status code according to the system diagnosis result; Calculating the vehicle state based on the acquired signal to obtain a vehicle state estimation result; Determining each stabilizer bar control torque command based on the acquired signal, the vehicle state estimation result, and the safety mode state code; determining a comfort correction coefficient for each stabilizer bar based on the acquired signal and the vehicle state estimation result; determining a road surface correction angle and a road surface compensation command for each stabilizer bar based on the acquired signal and the vehicle state estimation result; The stabilizer bar torque commands are calculated based on the acquired signals, the vehicle state estimation result, the safety mode state code, the stabilizer bar control torque commands, the comfort correction coefficient, the road surface correction angle, and the road surface compensation command.

15. The wheeled vehicle control method based on active stabilizer bar according to claim 14, characterized in that: The vehicle state estimation result includes the total feedback estimation value of the vehicle stabilizer bar anti-roll torque, the front axle wheel center roll angle estimation value, the rear axle wheel center roll angle estimation value, the vehicle anti-roll torque feedback estimation value, the front stabilizer bar torsion angle estimation value, the rear stabilizer bar torsion angle estimation value, the vehicle ground roll angle estimation value, the front axle ground roll angle estimation value and the rear axle ground roll angle estimation value.

16. The wheeled vehicle control method based on active stabilizer bar according to claim 14, characterized in that: The acquired signals include vehicle speed signal, sprung mass lateral acceleration signal, sprung mass vertical acceleration signal, sprung mass roll angle signal, sprung mass roll angular velocity signal, sprung mass pitch angular velocity signal, sprung mass yaw angular velocity signal, steering wheel angle signal, steering wheel angular velocity signal, suspension travel signal at each wheel, stabilizer bar output torque feedback signal at each axle, stabilizer bar torsion angle feedback signal at each axle, body stability system activation flag signal and driving mode code.

17. A vehicle, characterized in that: A wheeled vehicle control system based on an active stabilizer bar as claimed in any one of claims 1 to 13 is employed.

18. A storage medium, characterized in that: A computer-readable program is stored therein, and when the computer-readable program is called, the steps of the wheeled vehicle control method based on the active stabilizer bar as claimed in any one of claims 14 to 16 can be executed.

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