Vehicle stabilizer bar control methods, devices, storage media, and vehicles

Abstract

This invention discloses a method, device, storage medium, and vehicle for controlling a vehicle's stabilizer bar. The method includes: acquiring target parameters of the vehicle while it is traveling on an unpaved road surface, wherein the target parameters represent the stability of the vehicle; determining a target downslip range for the wheels of the vehicle based on the target parameters; testing the vehicle based on the target downslip range to obtain test results, wherein the test results characterize the ride comfort of the vehicle; determining vehicle attribute information and stabilizer bar state information based on the test results, wherein the attribute information at least represents the vehicle's speed and / or roll angle, and the state information represents the engagement state between the short and long stabilizer bars; and controlling the short and long stabilizer bars based on the attribute and state information. This invention solves the technical problem of simultaneously achieving ground contact stability at low speeds and roll stability at medium and high speeds.

Description

Technical Field

[0001] This invention relates to the field of vehicles, and more specifically, to a method, apparatus, storage medium, and vehicle for controlling a vehicle's stabilizer bar. Background Technology

[0002] Currently, in the design process of vehicle passability, the rear suspension of off-road vehicles is being gradually replaced with independent suspension. When the left and right wheels move in opposite directions, the independent suspension does not provide additional downforce. Furthermore, due to the presence of the stabilizer bar, the downswing travel of the reverse wheels is further reduced, which reduces the vehicle's ground contact performance on unpaved roads. This leads to the technical problem of not being able to balance ground contact at low speeds and roll stability at medium and high speeds.

[0003] There is currently no effective solution to the technical problem of balancing ground contact at low speeds and roll stability at medium and high speeds. Summary of the Invention

[0004] This invention provides a method, device, storage medium, and vehicle for controlling a vehicle's stabilizer bar, thereby at least solving the technical problem of balancing ground contact at low speeds and roll stability at medium and high speeds.

[0005] According to one aspect of the present invention, a method for controlling a vehicle stabilizer bar is provided. The method may include: acquiring target parameters of the vehicle while it is traveling on an unpaved road surface, wherein the target parameters represent the stability of the vehicle; determining a target downslip range of the wheels in the vehicle based on the target parameters; testing the vehicle based on the target downslip range to obtain test results, wherein the test results characterize the ride comfort of the vehicle; determining vehicle attribute information and stabilizer bar state information based on the test results, wherein the attribute information at least represents the vehicle's speed and / or roll angle, and the state information represents the engagement state between the short and long stabilizer bars; and controlling the short and long stabilizer bars based on the attribute information and the state information.

[0006] Optionally, the target parameters are obtained during the process of the vehicle traveling on an unpaved road, including: determining the quotient between the distance the wheels travel and the wheelbase of the vehicle; and determining the target parameters based on the quotient and the weight value of the vehicle.

[0007] Optionally, based on the target parameters, the target downward travel range of the wheels in the vehicle is determined, including: decomposing the target parameters to obtain the target downward travel of the wheels; and determining the target downward travel range based on the target downward travel.

[0008] Optionally, based on the test results, determine the vehicle's attribute information and the stabilizer bar's state information, including: in response to the test result indicating that the vehicle's ride comfort has passed the test, acquiring the driving speed and / or roll angle, as well as state information; in response to the test result indicating that the vehicle's ride comfort has failed the test, performing the step of acquiring the target parameters during the vehicle's driving on an unpaved road.

[0009] Optionally, based on attribute information and state information, controlling the short lever and the long lever includes: controlling the short lever and the long lever to engage in response to the driving speed exceeding a speed threshold and / or the roll angle exceeding a roll threshold, and the short lever and the long lever not being engaged; and controlling the short lever and the long lever to disengage in response to the driving speed being less than a speed threshold and / or the roll angle being less than a roll threshold, and the short lever and the long lever being engaged.

[0010] Optionally, after controlling the short and long bars based on attribute and status information, the control method for the vehicle's stabilizer bars may further include: acquiring the status information of the short and long bars and uploading the status information to the cloud, wherein the cloud communicates with the vehicle.

[0011] According to one aspect of the present invention, a control device for a vehicle stabilizer bar is provided. The device may include: an acquisition unit for acquiring target parameters of the vehicle during its travel on an unpaved road surface, wherein the target parameters represent the stability of the vehicle; a first determination unit for determining a target downslip range of the wheels in the vehicle based on the target parameters; a testing unit for testing the vehicle based on the target downslip range and obtaining test results, wherein the test results characterize the ride comfort of the vehicle; a second determination unit for determining vehicle attribute information and stabilizer bar state information based on the test results, wherein the attribute information at least represents the vehicle's travel speed and / or roll angle, and the state information represents the engagement state between the short and long stabilizer bars; and a control unit for controlling the short and long stabilizer bars based on the attribute information and the state information.

[0012] According to another aspect of the present invention, a computer-readable storage medium is also provided. The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device where the computer-readable storage medium is located to perform the vehicle stabilizer control method of the present invention.

[0013] According to another aspect of the present invention, a processor is also provided. The processor is used to run a program, wherein the program, when run by the processor, executes the vehicle stabilizer bar control method of the present invention.

[0014] According to another aspect of the present invention, a vehicle is also provided, which is used to perform the vehicle stabilizer control method of the present invention.

[0015] In this embodiment of the invention, target parameters are obtained during the vehicle's travel on an unpaved road. Based on the obtained target parameters, the target downslip range of the vehicle's wheels can be determined. Within this target downslip range, the vehicle is tested to obtain test results, thereby determining the vehicle's ride comfort. Based on the vehicle's ride comfort, the vehicle's attribute information and the stabilizer bar's state information can be determined. Based on this attribute information and state information, the short bar and long bar can be controlled to engage or disengage, thereby achieving the goal of automatically engaging the stabilizer bar at high speeds. This solves the technical problem of balancing ground contact at low speeds and roll stability at medium and high speeds, achieving the technical effect of balancing ground contact at low speeds and roll stability at medium and high speeds. Attached Figure Description

[0016] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0017] Figure 1 This is a flowchart of a vehicle stabilizer bar control method according to an embodiment of the present invention;

[0018] Figure 2 This is a flowchart illustrating a design objective for the wheel contact performance of an off-road vehicle based on a detachable stabilizer bar, according to an embodiment of the present invention.

[0019] Figure 3 This is a schematic diagram of a control device for the wheel ground contact of an off-road vehicle based on a detachable stabilizer bar, according to an embodiment of the present invention.

[0020] Figure 4 This is a schematic diagram of a device for improving the wheel contact of an off-road vehicle based on a detachable stabilizer bar, according to an embodiment of the present invention.

[0021] Figure 5 This is a schematic diagram of a control terminal for the wheel grounding of an off-road vehicle based on a detachable stabilizer bar, according to an embodiment of the present invention.

[0022] Figure 6 This is a schematic diagram of a vehicle stabilizer bar control device according to an embodiment of the present invention. Detailed Implementation

[0023] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0024] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0025] Example 1

[0026] According to an embodiment of the present invention, a method for controlling a vehicle stabilizer bar is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0027] Figure 1 This is a flowchart of a vehicle stabilizer bar control method according to an embodiment of the present invention, which may include the following steps:

[0028] Step S101: Obtain the target parameters of the vehicle during its journey on an unpaved road.

[0029] In the technical solution provided by step S101 of the present invention, the target parameter can be used to represent the stability of vehicle driving. For example, the target parameter can be represented by A. The larger the value of A, the better the performance of the vehicle driving on unpaved roads.

[0030] Optionally, target parameters can be obtained when the vehicle is driving on unpaved roads. For example, after setting the design target for the wheel contact performance of an off-road vehicle, this design target can be determined as the target parameter of the vehicle, thereby obtaining the stability of the vehicle's driving.

[0031] Alternatively, the design target for the wheel contact performance of an off-road vehicle can be set using the following formula:

[0032] A = 1000 × (d / b) (1)

[0033] Where d can be used to represent the distance traveled by the front wheels of a vehicle when it is going uphill and any one of its wheels is off the ground, and b can be used to represent the wheelbase of the vehicle.

[0034] Step S102: Based on the target parameters, determine the target downward travel range of the wheels in the vehicle.

[0035] In the technical solution provided by step S102 of the present invention, the target down jump travel interval can be used to represent the target value of wheel down jump within a reasonable range. The target value of wheel down jump may include, but is not limited to: the minimum target value of wheel down jump, the maximum target value of wheel down jump, and the possible values ​​of wheel down jump between the minimum target value of wheel down jump and the maximum target value of wheel down jump.

[0036] Optionally, after obtaining the target parameters of the vehicle during its travel on an unpaved road, the target downswing travel range of the wheels in the vehicle is determined based on the target parameters. For example, by adjusting the target parameter A of the vehicle, different target values ​​of wheel downswing can be obtained. That is, the minimum target value of wheel downswing, the maximum target value of wheel downswing, and the possible values ​​of wheel downswing between the minimum and maximum target values ​​of wheel downswing can be obtained, thereby determining the target downswing travel range of the wheels.

[0037] Alternatively, the target value for wheel descent can be described by formula (2):

[0038]

[0039] Where K can be used to represent the vertical stiffness of a single-wheel spring, K b It can be used to represent the vertical stiffness of a single-wheel spring, the stiffness of the recovery limit block of a vibration damper, K s The term "f" can be used to represent the vertical stiffness at the end of the stabilizer bar, "f" can be used to represent the static deflection of the suspension, and "l" can be used to represent the clearance of the shock absorber's recovery limit block at the initial position. G u It can be used to represent the unsprung mass of a single wheel, and F can be used to represent the supporting force at the wheel center.

[0040] Alternatively, the downward travel of the wheel when it is freely suspended in the air can be represented by the following formula (3), i.e., when F = 0:

[0041]

[0042] Step S103: Based on the target descent travel range, test the vehicle and obtain the test results.

[0043] In the technical solution provided by step S103 of the present invention, the test results can be used to characterize the smoothness of the vehicle. For example, the test results can include at least: the vehicle's smoothness passes the smoothness test and the vehicle's smoothness fails the smoothness test.

[0044] Optionally, after determining the target downslip range of the wheels in the vehicle based on the target parameters, the vehicle controller responds to the start request and start torque request, and tests the vehicle based on the target downslip range to obtain test results. For example, within the target downslip range, a ride comfort test can be performed on the vehicle to obtain test results, thereby determining whether the vehicle's ride comfort has passed the ride comfort test.

[0045] Step S104: Based on the test results, determine the vehicle's attribute information and the stabilizer bar's status information.

[0046] In the technical solution provided by step S104 of the present invention, the above-mentioned attribute information can be used to at least represent the vehicle's engine status, the vehicle's battery voltage information, the vehicle's circuit status, driving speed and / or roll angle, and the above-mentioned status information can be used to represent the connection status between the short bar and the long bar of the stabilizer bar.

[0047] Optionally, the aforementioned status information can also be used to indicate the internal pressure value of the stabilizer bar and whether the stabilizer bar's swing arm remains parallel.

[0048] Optionally, the vehicle is tested within the target drop travel range. After obtaining the test results, the vehicle's attribute information and stabilizer bar status information are determined based on the test results. For example, the test results are analyzed. If the vehicle's ride comfort passes the ride comfort test, the vehicle's engine status, battery voltage information, overall vehicle circuit status, driving speed, and / or roll angle are monitored in real time using the vehicle's monitoring module. This allows the vehicle's attribute information to be obtained. At the same time, the current status of the stabilizer bar is monitored in real time, thereby obtaining the connection status between the short bar and the long bar.

[0049] Optionally, if the vehicle's ride comfort fails the ride comfort test, the vehicle parameters are rematched, and the design target for the off-road vehicle's wheel contact with the ground is re-set. Based on this design target, the minimum target wheel sway, the maximum target wheel sway, and the possible target wheel sway values ​​between the minimum and maximum target wheel sway can be obtained. This allows the determination of the target sway travel range of the wheel. Then, within this target sway travel range, the vehicle's ride comfort is retested until the vehicle's ride comfort passes the ride comfort test.

[0050] Step S105: Based on attribute information and state information, control the short lever and the long lever.

[0051] In the technical solution provided by step S105 of the present invention, after determining the vehicle's attribute information and the stabilizer bar's state information based on the test results, the short bar and the long bar are controlled based on the attribute information and the state information. For example, by judging whether the attribute information meets a first preset condition and whether the state information meets a second preset condition, if the attribute information meets the first preset condition and the state information meets the second preset condition, the short bar and the long bar of the stabilizer bar are controlled to engage. If the attribute information does not meet the first preset condition and the state information does not meet the second preset condition, the short bar and the long bar of the stabilizer bar are controlled to disengage. The first preset condition can be used to control the vehicle's balance, and the second preset condition can be used to control the engagement and disengagement of the stabilizer bar.

[0052] In steps S101 to S105 of this application, target parameters are obtained during the vehicle's travel on an unpaved road. Based on the obtained target parameters, the target downward travel range of the vehicle's wheels can be determined. Within this target downward travel range, the vehicle is tested to obtain test results, thereby determining the vehicle's ride comfort. Based on the vehicle's ride comfort, the vehicle's attribute information and the stabilizer bar's state information can be determined. Based on this attribute information and state information, the short bar and long bar can be controlled to engage or disengage, thereby achieving the goal of automatically engaging the stabilizer bar at high speeds. This solves the technical problem of balancing ground contact at low speeds and roll stability at medium and high speeds, achieving the technical effect of balancing ground contact at low speeds and roll stability at medium and high speeds.

[0053] The method described in this embodiment will be further described below.

[0054] As an optional embodiment, step S101 involves obtaining target parameters during the vehicle's travel on an unpaved road surface, including: determining the quotient between the wheel travel distance and the vehicle's wheelbase; and determining the target parameters based on the quotient and the vehicle's weight value.

[0055] In this embodiment, the distance the wheels travel can be used to represent the length traveled by the front wheels of the vehicle when the vehicle is going uphill and any one wheel is off the ground. The weight value can be set to 1000. This is only an example and is not a specific limitation.

[0056] Optionally, by quotienting the distance the wheels travel and the wheelbase of the vehicle, the quotient between the distance traveled and the wheelbase can be obtained. By multiplying the quotient with the weight value of the vehicle, the product between the quotient and the weight value can be obtained, and this product value can be determined as the target parameter A.

[0057] Alternatively, the target parameter can be obtained using the following equation (1):

[0058] A = 1000 × (d / b) (1)

[0059] Where d can be used to represent the distance traveled by the front wheels of a vehicle when it is going uphill and any one of its wheels is off the ground, and b can be used to represent the wheelbase of the vehicle.

[0060] As an optional embodiment, step S102, determining the target down-jump travel range of the wheels in the vehicle based on the target parameters, includes: decomposing the target parameters to obtain the target down-jump travel of the wheels; and determining the target down-jump travel range based on the target down-jump travel.

[0061] In this embodiment, the target descent distance can be the target value of wheel descent, wherein the target value of wheel descent may include, but is not limited to: the minimum target value of wheel descent, the maximum target value of wheel descent, and the possible values ​​of wheel descent between the minimum target value of wheel descent and the maximum target value of wheel descent.

[0062] Optionally, after obtaining the target parameters of the vehicle during its journey on an unpaved road, the target parameters can be decomposed to obtain the target value of wheel sway. Based on the obtained target value of wheel sway, the target sway travel range can be determined. For example, the target sway travel range can be determined based on the minimum target value of wheel sway, the maximum target value of wheel sway, and the possible values ​​of wheel sway between the minimum and maximum target values ​​of wheel sway.

[0063] Alternatively, the target value of wheel descent can be described by the following formula (2):

[0064]

[0065] Where K can be used to represent the vertical stiffness of a single-wheel spring, K b It can be used to represent the vertical stiffness of a single-wheel spring, the stiffness of the recovery limit block of a vibration damper, K s The term "f" can be used to represent the vertical stiffness at the end of the stabilizer bar, "f" can be used to represent the static deflection of the suspension, and "l" can be used to represent the clearance of the shock absorber's recovery limit block at the initial position. G u It can be used to represent the unsprung mass of a single wheel, and F can be used to represent the supporting force at the wheel center.

[0066] Alternatively, the downward travel of the wheel when it is freely suspended in the air can be represented by the following formula (3), i.e., when F = 0:

[0067]

[0068] As an optional embodiment, step S104, based on the test results, determines the vehicle's attribute information and the stabilizer bar's state information, including: in response to the test result indicating that the vehicle's ride comfort has passed the test, acquiring the driving speed and / or roll angle, as well as state information; in response to the test result indicating that the vehicle's ride comfort has failed the test, performing the step of acquiring target parameters during the vehicle's driving on an unpaved road surface.

[0069] In this embodiment, the test results may include at least: the vehicle's ride comfort passes the ride comfort test and the vehicle's ride comfort fails the ride comfort test.

[0070] Optionally, the vehicle is tested within the target drop travel range. After obtaining the test results, the test results are analyzed. If the test result indicates that the vehicle's ride comfort has passed the ride comfort test, the monitoring module in the vehicle is used to monitor the vehicle's engine status, battery voltage information, overall vehicle circuit status, driving speed, and / or roll angle in real time, thereby obtaining the vehicle's attribute information. At the same time, the current status of the stabilizer bar is monitored in real time, thereby obtaining the stabilizer bar's status information. If the test result indicates that the vehicle's ride comfort has failed the ride comfort test, the step of obtaining the target parameters during the vehicle's driving on unpaved roads is executed.

[0071] Optionally, if the vehicle's ride comfort passes the ride comfort test, the wheel descent distance is output. If the vehicle's ride comfort fails the ride comfort test, the vehicle parameters are rematched, and the design target for the off-road vehicle's wheel contact with the ground is re-set. Based on this design target, the minimum wheel descent distance, the maximum wheel descent distance, and the possible wheel descent distance values ​​between the minimum and maximum wheel descent distances can be obtained. This allows the determination of the target descent distance range for the wheel. Then, within this target descent distance range, the vehicle's ride comfort is retested until the vehicle's ride comfort passes the ride comfort test.

[0072] As an optional embodiment, step S105, based on attribute information and state information, controls the short lever and the long lever, including: in response to the driving speed exceeding a speed threshold and / or the roll angle exceeding a roll threshold, and the short lever and the long lever not being engaged, controlling the short lever and the long lever to engage; in response to the driving speed being less than a speed threshold and / or the roll angle being less than a roll threshold, and the short lever and the long lever being engaged, controlling the short lever and the long lever to disengage.

[0073] In this embodiment, the speed threshold can be used to control the vehicle's speed to be within a safe driving speed range, and the roll threshold can be used to control the vehicle's roll angle to be within a safe roll angle range.

[0074] Optionally, after determining the vehicle's attribute information and the stabilizer bar's status information based on the test results, the system determines whether the driving speed exceeds a speed threshold, and / or whether the roll angle exceeds a roll threshold, and whether the short stabilizer bar is engaged with the long stabilizer bar. If the driving speed exceeds the speed threshold, and / or the roll angle exceeds the roll threshold, and the short stabilizer bar is not engaged with the long stabilizer bar, then the system controls the short stabilizer bar to engage with the long stabilizer bar. If the driving speed is less than the speed threshold, and / or the roll angle is less than the roll threshold, and the short stabilizer bar is engaged with the long stabilizer bar, then the system controls the short stabilizer bar to disengage from the long stabilizer bar.

[0075] Optionally, a monitoring module in the vehicle can be used to monitor the vehicle speed signal and the vehicle roll angle in real time. If the vehicle speed exceeds the speed limit or the vehicle roll angle exceeds the roll angle limit, the monitoring module sends a command to the vehicle's judgment module to engage the stabilizer bar. After receiving the command, the judgment module sends the command to the execution module to control the stabilizer bar to engage.

[0076] Alternatively, the vehicle roll angle can be calculated using the following formula:

[0077]

[0078]

[0079] a = min < a1, a2 > (6)

[0080]

[0081] Km=Ka+Ksd (8)

[0082]

[0083] Where a1 represents the lateral acceleration of the front suspension, a2 represents the lateral acceleration of the rear suspension, L1 represents the wheelbase, A represents the distance from the center of gravity to the front wheel center, Gm1 represents the fully loaded sprung mass of the front axle, Gm2 represents the fully loaded mass of the rear axle, Gf1 represents the unsprung mass of the front axle, Gf2 represents the unsprung mass of the rear axle, Gs represents the fully loaded sprung mass of the entire vehicle, r represents the wheel rolling radius, h1 represents the roll center height of the front suspension under full load, and h... 2 can be used to represent the rear suspension roll center height under full load, h can be used to represent the vehicle roll arm under full load, D1 can be used to represent the front track, D2 can be used to represent the rear track, K1 can be used to represent the front suspension spring stiffness, K2 can be used to represent the rear suspension spring stiffness, Ksd can be used to represent the roll torsion stiffness of the vehicle stabilizer bar, sd1 can be used to represent the proportion of the front stabilizer bar roll torsion stiffness, sd2 can be used to represent the proportion of the rear stabilizer bar roll torsion stiffness, Ka can be used to represent the vehicle roll stiffness, and α can be used to represent the vehicle roll angle.

[0084] As an optional embodiment, after controlling the short bar and the long bar based on attribute information and state information in step S105, the control method of the vehicle's stabilizer bar may further include: acquiring the state information of the short bar and the long bar, and uploading the state information to the cloud.

[0085] In this embodiment, the cloud can communicate with the vehicle. For example, the cloud can be a server. This is only an example and is not a specific limitation.

[0086] Optionally, after controlling the short lever and the long lever based on attribute information and status information, the current status of the short lever and the long lever can be monitored in real time to obtain the status information of the short lever and the long lever. Then, the status information is uploaded to the cloud to update the historical status information stored in the cloud with the status information.

[0087] This embodiment acquires target parameters of the vehicle while it is driving on an unpaved road. Based on the acquired target parameters, the target downslip range of the vehicle's wheels can be determined. Within this target downslip range, the vehicle is tested, and the test results are obtained, thereby determining the vehicle's ride comfort. Based on the vehicle's ride comfort, the vehicle's attribute information and the stabilizer bar's state information can be determined. Based on this attribute information and state information, the short bar and long bar can be controlled to engage or disengage, thereby achieving the goal of automatically engaging the stabilizer bar at high speeds. This solves the technical problem of balancing ground contact at low speeds and roll stability at medium and high speeds, achieving the technical effect of balancing ground contact at low speeds and roll stability at medium and high speeds.

[0088] Example 2

[0089] The technical solutions of the embodiments of the present invention will be illustrated below with reference to preferred embodiments.

[0090] In the current process of vehicle passability design, the rear suspension of off-road vehicles is gradually being replaced by independent suspension. When the left and right wheels move in opposite directions, the independent suspension does not have additional downforce. Furthermore, due to the presence of the stabilizer bar, the downswing travel of the reverse wheels is further reduced, which reduces the vehicle's ground contact performance on unpaved roads. This leads to the technical problem of not being able to balance ground contact at low speeds and roll stability at medium and high speeds.

[0091] In a related technology, a control method for a variable stiffness stabilizer bar is disclosed. This control method includes the following steps: acquiring the vehicle's steering wheel angle and vehicle speed; determining the current driving mode based on the steering wheel angle; when the steering wheel angle is less than a first threshold, determining the current driving mode as a straight-line driving mode; in the straight-line driving mode, outputting an electrical signal to change the stiffness of the stabilizer bar based on the relationship between the vehicle speed and a second threshold; if the vehicle speed is less than the second threshold, determining that the vehicle is in a low-speed straight-line driving mode, and controlling the stiffness of the stabilizer bar to a first set value based on the electrical signal; if the vehicle speed is greater than the second threshold, determining that the vehicle is in a high-speed straight-line driving mode, and controlling the stiffness of the stabilizer bar to a second set value based on the electrical signal; the second set value is less than the first set value. However, this method only determines whether the vehicle is in low-speed straight-line driving mode or high-speed straight-line driving mode by the relationship between steering wheel angle and vehicle speed information and corresponding thresholds, and outputs corresponding electrical signals to change the stiffness of the stabilizer bar, thereby adjusting the stiffness of the stabilizer bar in the corresponding straight-line driving mode. It cannot determine the design target of the off-road vehicle wheel ground contact, and use the control method based on the off-road vehicle wheel ground contact based on the disconnectable stabilizer bar, so as to take into account the ground contact when the vehicle is driving at low speed and the roll stability when driving at medium and high speed.

[0092] However, this invention proposes a vehicle control method based on a detachable stabilizer bar. By determining the design target for the ground contact of off-road vehicle wheels and using a control method based on the ground contact of off-road vehicle wheels with a detachable stabilizer bar, the method achieves the goal of automatically engaging the stabilizer bar at high speeds. This solves the technical problem of balancing ground contact at low speeds and roll stability at medium and high speeds, and achieves the technical effect of balancing ground contact at low speeds and roll stability at medium and high speeds.

[0093] Figure 2 This is a flowchart illustrating a design objective for the wheel contact performance of an off-road vehicle based on a detachable stabilizer bar, according to an embodiment of the present invention. Figure 2 As shown, the design process may include the following steps:

[0094] Step S201: Set the design target for the wheel contact performance of the off-road vehicle.

[0095] Alternatively, the design target for the wheel contact performance of an off-road vehicle can be set using the following formula:

[0096] A = 1000 × (d / b) (1)

[0097] Where d can be used to represent the distance traveled by the front wheels of a vehicle when it is going uphill and any one of its wheels is off the ground, and b can be used to represent the wheelbase of the vehicle.

[0098] After setting the design target for the ground contact of the off-road vehicle wheels, proceed to step S202, where the wheel downhill travel target is decomposed according to the ground contact design target.

[0099] Optionally, the design target can be proportional to the wheel's downswing stroke, and the wheel downswing target can be decomposed through the grounding target A.

[0100] After decomposing the wheel's downward travel target according to the grounding design objective, proceed to step S203 to reasonably match the spring stiffness, the damper recovery limit block stiffness, and the initial position damper recovery limit block gap.

[0101] Alternatively, the target value for wheel descent can be described by formula (2):

[0102]

[0103] Where K can be used to represent the vertical stiffness of a single-wheel spring, K b It can be used to represent the vertical stiffness of a single-wheel spring, the stiffness of the recovery limit block of a vibration damper, K s The term "f" can be used to represent the vertical stiffness at the end of the stabilizer bar, "f" can be used to represent the static deflection of the suspension, and "l" can be used to represent the clearance of the shock absorber's recovery limit block at the initial position. G u It can be used to represent the unsprung mass of a single wheel, and F can be used to represent the supporting force at the wheel center.

[0104] Alternatively, the downward travel of the wheel when it is freely suspended in the air can be represented by the following formula (3), i.e., when F = 0:

[0105]

[0106] After properly matching the spring stiffness, the damper recovery limit block stiffness, and the initial position damper recovery limit block clearance, proceed to step S204 to recalculate the vehicle's ride comfort.

[0107] Optionally, the vehicle ride comfort is recalculated. If the ride comfort is satisfactory, the wheel descent distance is output. If the ride comfort is unsatisfactory, the vehicle parameters are rematched, and steps S201, S202, S203, and S204 are executed.

[0108] Figure 3 This is a schematic diagram of a control device for the wheel contact of an off-road vehicle based on a detachable stabilizer bar, according to an embodiment of the present invention. Figure 3 As shown, the control device may include a monitoring module 301, a judgment module 302, and an execution module 303. The monitoring module 301 can monitor the vehicle speed signal in real time. Once the vehicle exceeds the speed limit or the vehicle roll angle exceeds the limit, it sends a command to the judgment module to engage the stabilizer bar. The judgment module 302 can obtain the following vehicle information when it receives the stabilizer bar disengagement command: vehicle speed, vehicle lateral acceleration, driving operation mode, engine status, Electronic Stability Control (ESC) status, and battery voltage. It also obtains the following information about the disconnectable stabilizer bar device: whether the left and right stabilizer bar arms are parallel, the internal pressure of the stabilizer bar, valve status, and circuit status. The execution module 303 can drive the stabilizer bar to disengage after the judgment module determines that the design intent is met. For example, the execution module 303 can perform the stabilizer bar disengagement operation when the left and right stabilizer bar arms are parallel.

[0109] Alternatively, the vehicle roll angle can be calculated using the following formula:

[0110]

[0111]

[0112] a = min < a1, a2 > (6)

[0113]

[0114] Km=Ka+Ksd (8)

[0115]

[0116] Where a1 represents the lateral acceleration of the front suspension, a2 represents the lateral acceleration of the rear suspension, L1 represents the wheelbase, A represents the distance from the center of gravity to the front wheel center, Gm1 represents the fully loaded sprung mass of the front axle, Gm2 represents the fully loaded mass of the rear axle, Gf1 represents the unsprung mass of the front axle, Gf2 represents the unsprung mass of the rear axle, Gs represents the fully loaded sprung mass of the entire vehicle, r represents the wheel rolling radius, h1 represents the roll center height of the front suspension under full load, and h... 2 can be used to represent the rear suspension roll center height under full load, h can be used to represent the vehicle roll arm under full load, D1 can be used to represent the front track, D2 can be used to represent the rear track, K1 can be used to represent the front suspension spring stiffness, K2 can be used to represent the rear suspension spring stiffness, Ksd can be used to represent the roll torsion stiffness of the vehicle stabilizer bar, sd1 can be used to represent the proportion of the front stabilizer bar roll torsion stiffness, sd2 can be used to represent the proportion of the rear stabilizer bar roll torsion stiffness, Ka can be used to represent the vehicle roll stiffness, and α can be used to represent the vehicle roll angle.

[0117] Alternatively, the control method for wheel contact of off-road vehicles based on detachable stabilizer bars can be implemented through the following steps:

[0118] Step 1: Manually activate the vehicle stabilizer bar disconnect command, for example, by manually touching the vehicle stabilizer bar disconnect button to send a command to the judgment module.

[0119] Step two: The judgment module receives the instruction and obtains the following vehicle information: vehicle speed, vehicle lateral acceleration, driving operation mode, engine status, ESC status, and battery voltage. It also obtains the following information about the disconnectable stabilizer bar device: whether the left and right stabilizer bar arms are parallel, the internal pressure of the stabilizer bar, valve status, and circuit status, etc.

[0120] Step 3: After the judgment module determines that the design intent is met, the execution module drives the stabilizer bar to disconnect. For example, when the left and right stabilizer bar arms are parallel, the execution module performs the stabilizer bar disconnection operation.

[0121] Step four: Monitor the vehicle speed signal in real time through the monitoring module. Once the vehicle exceeds the speed limit or the vehicle tilt angle exceeds the limit, send a command to the judgment module to engage the stabilizer bar.

[0122] Figure 4 This is a schematic diagram of a device for improving wheel contact in off-road vehicles based on a detachable stabilizer bar, according to an embodiment of the present invention. Figure 4As shown, the device may include: a disconnectable stabilizer bar short rod 401, a disconnectable stabilizer bar long rod 402, an operating mechanism 403, and an energy storage device 404. The operating mechanism 403 can be used to receive a disconnect stabilizer bar command and a engage stabilizer bar command issued by the judgment module. The operating mechanism 403 can also be used to perform the operation of the disconnectable stabilizer bar short rod 401 and the disconnectable stabilizer bar long rod 402 after receiving the disconnect stabilizer bar command issued by the judgment module, and to perform the operation of the disconnectable stabilizer bar short rod 401 and the disconnectable stabilizer bar long rod 402 after receiving the engage stabilizer bar command issued by the judgment module.

[0123] Figure 5 This is a schematic diagram of a control terminal for the wheel grounding of an off-road vehicle based on a detachable stabilizer bar, according to an embodiment of the present invention. Figure 5 As shown, the control terminal 500 may include a storage device 501 and a processing device 502. The storage device 501 may be used to store a computer program. When the computer program is executed by the processing device 502, it can implement a control method for the ground contact of off-road vehicle wheels based on a detachable stabilizer bar, as described in Embodiment 2 of the present invention. The processing device 502 may be used to execute the computer program stored in the storage device 501 to implement a control method for the ground contact of off-road vehicle wheels based on a detachable stabilizer bar, as described in Embodiment 2 of the present invention.

[0124] In this embodiment, by setting a design target for the ground contact of the off-road vehicle wheels, and then decomposing the target for the wheel's downward travel based on the ground contact design target, and then reasonably matching the spring stiffness, the damper recovery limit block stiffness, and the initial position damper recovery limit block clearance, the ride comfort of the vehicle is finally recalculated. This solves the technical problem of the difficulty in balancing ground contact at low speeds and roll stability at medium and high speeds, and achieves the technical effect of balancing ground contact at low speeds and roll stability at medium and high speeds.

[0125] Example 3

[0126] According to an embodiment of the present invention, a control device for a vehicle stabilizer bar is also provided. It should be noted that this vehicle stabilizer bar control device can be used to execute a vehicle stabilizer bar control method as described in Embodiment 1.

[0127] Figure 6 This is a schematic diagram of a vehicle stabilizer bar control device according to an embodiment of the present invention. Figure 6 As shown, the vehicle's stabilizer bar control device 600 may include: an acquisition unit 601, a first determination unit 602, a test unit 603, a second determination unit 604, and a control unit 605.

[0128] The acquisition unit 601 is used to acquire target parameters of the vehicle during its travel on an unpaved road surface, wherein the target parameters are used to represent the stability of the vehicle's travel.

[0129] The first determining unit 602 is used to determine the target downward travel range of the wheels in the vehicle based on the target parameters.

[0130] Test unit 603 is used to test the vehicle based on the target descent range and obtain test results, wherein the test results are used to characterize the smoothness of the vehicle.

[0131] The second determining unit 604 is used to determine the vehicle's attribute information and the stabilizer bar's state information based on the test results. The attribute information is used to indicate at least the vehicle's driving speed and / or roll angle, and the state information is used to indicate the connection state between the short bar and the long bar of the stabilizer bar.

[0132] Control unit 605 is used to control the short lever and the long lever based on attribute information and status information.

[0133] Optionally, the acquisition unit 601 may include: a first determining module for determining the quotient between the wheel travel distance and the vehicle wheelbase; and a second determining module for determining target parameters based on the quotient and the vehicle weight value.

[0134] Optionally, the first determining unit 602 may include: a decomposition module for decomposing the target parameters to obtain the target downward jump stroke of the wheel; and a third determining module for determining the target downward jump stroke range based on the target downward jump stroke.

[0135] Optionally, the second determining unit 604 may include: a first response module, configured to acquire driving speed and / or roll angle, and status information in response to a test result indicating that the vehicle's ride comfort has passed the test; and a second response module, configured to perform the step of acquiring target parameters during the vehicle's driving on an unpaved road surface in response to a test result indicating that the vehicle's ride comfort has failed the test.

[0136] Optionally, the control unit 605 may include: a coupling module for controlling the coupling of the short lever and the long lever in response to the driving speed exceeding a speed threshold and / or the roll angle exceeding a roll threshold, and the short lever and the long lever not being coupled; and a disengagement module for controlling the disengagement of the short lever and the long lever in response to the driving speed being less than a speed threshold and / or the roll angle being less than a roll threshold, and the short lever and the long lever being coupled.

[0137] Optionally, the control device 600 for the vehicle's stabilizer bar may further include: an upload unit for acquiring the status information of the short bar and the long bar, and uploading the status information to the cloud, wherein the cloud communicates with the vehicle.

[0138] In this embodiment, an acquisition unit is used to acquire target parameters of the vehicle during its travel on an unpaved road surface, wherein the target parameters represent the stability of the vehicle's travel; a first determination unit is used to determine the target downslip range of the wheels in the vehicle based on the target parameters; a testing unit is used to test the vehicle based on the target downslip range and obtain test results, wherein the test results characterize the smoothness of the vehicle; a second determination unit is used to determine the vehicle's attribute information and the stabilizer bar's state information based on the test results, wherein the attribute information at least represents the vehicle's travel speed and / or roll angle, and the state information represents the connection state between the short and long stabilizer bars; and a control unit is used to control the short and long stabilizer bars based on the attribute information and state information. This solves the technical problem of balancing ground contact at low speeds and roll stability at medium and high speeds, achieving the technical effect of balancing ground contact at low speeds and roll stability at medium and high speeds.

[0139] Example 4

[0140] According to an embodiment of the present invention, a computer-readable storage medium is also provided, the storage medium including a stored program, wherein the program executes the control method for the vehicle stabilizer bar in Embodiment 1.

[0141] Example 5

[0142] According to an embodiment of the present invention, a processor is also provided for running a program, wherein the program is executed by the processor to perform the control method of the vehicle stabilizer bar in Embodiment 1.

[0143] Example 6

[0144] According to an embodiment of the present invention, a vehicle is also provided for performing the control method of the stabilizer bar of any of the vehicles in Embodiment 1.

[0145] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0146] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0147] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual couplings, direct couplings, or communication connections may be through some interfaces; indirect couplings or communication connections between units or modules may be electrical or other forms.

[0148] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0149] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0150] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0151] The above are merely preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A control method of a stabilizer bar of a vehicle, characterized by, The method comprises: obtaining a target parameter in the process that a vehicle travels on an unpaved road, wherein the target parameter is used to represent a stability degree of the vehicle traveling; determining a target down travel interval of a wheel in the vehicle based on the target parameter; testing the vehicle based on the target down travel interval to obtain a test result, wherein the test result is used to represent a smoothness degree of the vehicle; determining attribute information of the vehicle and state information of the stabilizer based on the test result, wherein the attribute information is used to at least represent a traveling speed and / or a roll angle of the vehicle, and the state information is used to represent a combination state between a short rod and a long rod of the stabilizer; controlling the short rod and the long rod based on the attribute information and the state information.

2. The method of claim 1, wherein, The method comprises: determining a quotient value between a moving distance of the wheel and a wheelbase of the vehicle; determining the target parameter based on the quotient value and a weight value of the vehicle.

3. The method of claim 1, wherein, The method comprises: decomposing the target parameter to obtain a target down travel of the wheel; determining the target down travel interval based on the target down travel.

4. The method of claim 1, wherein, The method comprises: in response to the test result being that the smoothness of the vehicle has passed the test, obtaining the traveling speed and / or the roll angle and the state information; in response to the test result being that the smoothness of the vehicle has not passed the test, performing the step of obtaining the target parameter in the process that the vehicle travels on the unpaved road.

5. The method of claim 1, wherein, The method comprises: in response to the traveling speed exceeding a speed threshold value and / or the roll angle exceeding a roll threshold value and the short rod and the long rod not being combined, controlling the short rod and the long rod to be combined; in response to the traveling speed being less than the speed threshold value and / or the roll angle being less than the roll threshold value and the short rod and the long rod being combined, controlling the short rod and the long rod to be disconnected.

6. The method of claim 1, wherein, After the short rod and the long rod are controlled based on the attribute information and the state information, the method further comprises: obtaining state information of the short rod and the long rod, and uploading the state information to a cloud, wherein the cloud communicates with the vehicle.

7. A control device of a stabilizer bar of a vehicle, characterized by The method comprises: an obtaining unit, configured to obtain a target parameter in the process that a vehicle travels on an unpaved road, wherein the target parameter is used to represent a stability degree of the vehicle traveling; a first determining unit, configured to determine a target down travel interval of a wheel in the vehicle based on the target parameter; a testing unit, configured to test the vehicle based on the target down travel interval to obtain a test result, wherein the test result is used to represent a smoothness degree of the vehicle; a second determining unit, configured to determine attribute information of the vehicle and state information of the stabilizer based on the test result, wherein the attribute information is used to at least represent a traveling speed and / or a roll angle of the vehicle, and the state information is used to represent a combination state between a short rod and a long rod of the stabilizer. A second determining unit is configured to determine attribute information of the vehicle and state information of the stabilizer bar based on the test result, wherein the attribute information is used to at least represent a driving speed and / or a roll angle of the vehicle, and the state information is used to represent a combination state between a short rod of the stabilizer bar and a long rod of the stabilizer bar. A control unit is configured to control the short rod and the long rod based on the attribute information and the state information.

8. A computer-readable storage medium, characterized in that, The computer readable storage medium comprises a stored program, wherein the computer readable storage medium controls a device where the computer readable storage medium is located to execute the control method of the stabilizer bar of the vehicle according to any one of claims 1 to 6 when the program is executed.

9. A processor, comprising: The processor is configured to execute the program, wherein the control method of the stabilizer bar of the vehicle according to any one of claims 1 to 6 is executed when the program is executed by the processor.

10. A vehicle characterized by comprising: The vehicle is configured to execute the control method of the stabilizer bar of the vehicle according to any one of claims 1 to 6.

Images