Control method and control device of an active stabilizer bar and vehicle

Abstract

This invention proposes a control method, control device, and vehicle for an active stabilizer bar. The control method includes the following steps: obtaining vehicle attitude information, vehicle steering preview information, and road surface information; determining the operating mode of the active stabilizer bar based on the vehicle steering preview information; and, in the corresponding operating mode, controlling the active stabilizer bar to output a corresponding anti-roll torque based on at least one of the vehicle attitude information and the road surface information. The active stabilizer bar control method of this invention is applicable to various driving conditions, improves the vehicle's anti-roll capability, reduces the time lag in controlling the output anti-roll torque of the active stabilizer bar, and improves control response.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and in particular to a control method, control device, and vehicle for an active stabilizer bar. Background Technology

[0002] When a car makes a steering motion, the centrifugal force causes the car body to tilt, which can affect driver comfort, especially in poor road conditions, and increase the risk of accidents. To prevent rollover accidents caused by excessive body roll during driving, most models are equipped with passive stabilizer bars to suppress excessive body roll. However, because the torsional stiffness of passive stabilizer bars is fixed, they are difficult to adapt to complex and changing driving conditions, and therefore cannot simultaneously ensure vehicle handling stability and ride comfort; moreover, there is a certain lag in their operation, making real-time adjustment impossible. Therefore, in recent years, research institutions at home and abroad have proposed the concept of active stabilizer bars.

[0003] Active stabilizer bars are based on passive stabilizer bars but add a motor actuator and controller. They improve the speed and accuracy of the stabilizer bar's anti-roll torque output, reducing vehicle roll angle under different driving conditions and improving handling stability and ride comfort. However, because active stabilizer bars cannot anticipate road surface conditions and steering intentions, their action has a certain time lag. Furthermore, vehicle driving conditions are complex and varied, including some off-road and obstacle avoidance scenarios. The system cannot control the active stabilizer bar to output appropriate anti-roll torque in real time according to different conditions, resulting in poor effectiveness in suppressing vehicle roll, improving tire contact, and enhancing driving performance. Summary of the Invention

[0004] To address the problem that existing vehicles' active stabilizer bars have a time lag in their operation, making it impossible to control the output of appropriate anti-roll torque in real time according to different operating conditions, this invention provides a control method, control device, and vehicle for an active stabilizer bar.

[0005] On one hand, the present invention provides a control method for an active stabilizer bar, comprising the following steps:

[0006] Obtain vehicle attitude information, vehicle steering prediction information, and road surface information;

[0007] The operating mode of the active stabilizer bar is determined based on the vehicle steering pre-aiming information.

[0008] In the corresponding operating mode, at least one of the vehicle attitude information and the road surface information is used to control the active stabilizer bar to output the corresponding anti-roll torque.

[0009] In this invention, the main controller acquires vehicle steering preview information to predict and identify steering intentions, thus determining whether the vehicle is steering and what driving condition it is in. The main controller uses algorithmic control to reduce the time lag in the target anti-roll torque output by the active stabilizer bar, improving control accuracy and response speed. The main controller determines the operating mode the active stabilizer bar needs to switch to based on the vehicle steering preview information. Based on at least one of the vehicle attitude information and the road surface information, it calculates the required anti-roll torque output by the active stabilizer bar in the corresponding operating mode, thereby improving vehicle performance.

[0010] Optionally, the sprung mass acceleration sensor signal is acquired, the road surface excitation characteristic signal is determined based on the sprung mass acceleration sensor signal, and the road surface excitation characteristic signal is corrected by the radar system to obtain the road surface information.

[0011] Optionally, a steering wheel signal is acquired, and the vehicle steering prediction information is obtained based on the steering wheel signal. The vehicle steering prediction information includes at least one of the vehicle steering direction, steering wheel angle, and vehicle steering radius information corresponding to the steering wheel signal.

[0012] Optionally, if it is determined that the vehicle will turn based on the vehicle steering preview information, the operating mode is switched to the first operating mode; if it is determined that the vehicle does not need to turn based on the vehicle steering preview information, the operating mode is switched to the second operating mode.

[0013] Optionally, if the operating mode is the first operating mode, when the vehicle speed is greater than a preset vehicle speed threshold, the active stabilizer bar is controlled to output a corresponding anti-roll torque based on the vehicle roll angle being greater than and / or the lateral acceleration.

[0014] Optionally, controlling the active stabilizer bar to output the corresponding anti-roll torque based on the vehicle roll angle and / or lateral acceleration includes: controlling the active stabilizer bar to output the corresponding anti-roll torque when the vehicle roll angle is greater than a preset roll angle threshold and / or the lateral acceleration is greater than a preset lateral acceleration threshold.

[0015] Optionally, when the vehicle roll angle is greater than a preset roll angle threshold and / or the lateral acceleration is greater than a preset lateral acceleration threshold, controlling the active stabilizer bar to output the corresponding anti-roll torque includes: when the vehicle roll angle is greater than or equal to 5° or the lateral acceleration is greater than or equal to 0.4g, controlling the active stabilizer bar to output a preset maximum anti-roll torque.

[0016] Optionally, if the operating mode is the second operating mode and the road surface identification information indicates a bad road or off-road condition, the suspension system is controlled to start and lower the wheels.

[0017] Optionally, when the road surface identification information indicates a bad road or off-road condition, after controlling the suspension system to start lowering the wheels, the method further includes: if, after controlling the suspension system to start lowering the wheels, the displacement of the suspension on one side or diagonally is greater than or equal to a displacement threshold, controlling the active stabilizer bar to output a corresponding anti-roll torque; if the displacement of the suspension on one side or diagonally is less than the displacement threshold, then controlling the active stabilizer bar not to output an anti-roll torque.

[0018] Optionally, if the lateral acceleration is greater than or equal to a preset intervention threshold for the lateral acceleration, the active stabilizer bar is controlled to output the corresponding anti-roll torque in the current working mode; if the lateral acceleration is less than or equal to a preset exit threshold for the lateral acceleration, the active stabilizer bar is controlled to exit the current working mode and not output the anti-roll torque, wherein the exit threshold is less than the intervention threshold.

[0019] Optionally, in controlling the output of the corresponding anti-roll moment of the active stabilizer bar based on at least one of the vehicle attitude information and the road surface information, the method further includes: obtaining the vehicle roll angle by weighted correction and feedforward control through the vehicle attitude information;

[0020] Obtain the difference between the vehicle roll angle and the target roll angle collected from the vehicle attitude information;

[0021] The required anti-tilting moment value is calculated and adjusted in real time based on a specific function.

[0022] Optionally, in controlling the active stabilizer bar to output the corresponding anti-roll torque based on at least one of the vehicle attitude information and the road surface information, the method further includes: adjusting the torque signal output by the motor according to the vehicle attitude information, and controlling the corresponding active stabilizer bar to output the corresponding anti-roll torque.

[0023] Optionally, if the motor controller cannot receive the signal, it controls the corresponding motor to be short-circuited in order to output the corresponding anti-tilting torque.

[0024] On the other hand, the present invention also provides a control device for an active stabilizer bar, including a memory on which a computer program is stored;

[0025] A processor for executing the computer program in the memory to implement the steps of any of the methods described above.

[0026] On the other hand, the present invention also provides a vehicle including a control device for the active stabilizer bar as described in any one of the above claims. Attached Figure Description

[0027] Figure 1 This is a flowchart of a control method for an active stabilizer bar according to an embodiment of the present invention;

[0028] Figure 2 This is a schematic diagram illustrating the working mode decision of a control method for an active stabilizer bar according to an embodiment of the present invention;

[0029] Figure 3 This is a schematic diagram of the architecture of a control device provided in an embodiment of the present invention. Detailed Implementation

[0030] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0031] To illustrate the technical solution of the present invention, specific embodiments are described below.

[0032] On the one hand, such as Figures 1-2 As shown, an embodiment of the present invention provides a control method for an active stabilizer bar, which includes the following steps: obtaining vehicle attitude information, vehicle steering prediction information, and road surface information;

[0033] The operating mode is determined based on the vehicle steering preview information;

[0034] In the corresponding operating mode, at least one of the vehicle attitude information and the road surface information is used to control the active stabilizer bar to output the corresponding anti-roll torque.

[0035] Specifically, vehicle configuration and road surface information are acquired by obtaining signals from sprung mass acceleration sensors, lateral acceleration sensors, roll rate sensors, yaw rate sensors, steering wheel angle sensors, wheel speed sensors, and displacement sensors. The collected vehicle attitude information undergoes certain signal processing, such as filtering and anti-saturation processing, before being input to the main controller via the CAN bus.

[0036] In this embodiment of the invention, the main controller acquires road surface information and vehicle steering pre-aiming information to predict and identify the road surface information and steering intention. This allows it to determine whether the vehicle is steering and what driving condition it is in. The main controller uses algorithmic control to reduce the time lag in the target anti-roll torque output by the active stabilizer bar, improving control accuracy and response speed. Based on the vehicle steering pre-aiming information, the main controller determines the operating mode the active stabilizer bar needs to switch to. Based on at least one signal from the vehicle attitude information and road surface information, it calculates the required anti-roll torque output by the active stabilizer bar in the corresponding operating mode, thereby improving vehicle performance.

[0037] In one specific embodiment, the equations of the single-degree-of-freedom vehicle nonlinear roll dynamics model of the main controller are as follows:

[0038]

[0039] In the formula: I x Let C be the moment of inertia of the vehicle body about the x-axis; θ be the roll angle of the vehicle body; C θ For overall vehicle roll damping; K θ For the overall vehicle roll stiffness; m s ρ is the sprung mass; h is the vehicle body roll radius; a y is the lateral acceleration of the vehicle during movement; M is the anti-roll moment of the active stabilizer bar, where, This indicates finding the first derivative of θ. Let θ represent the second derivative.

[0040] In some embodiments of the present invention, a sprung mass acceleration sensor signal is acquired, a road surface excitation characteristic signal is determined based on the sprung mass acceleration sensor signal, and the road surface excitation characteristic signal is corrected by a radar system to obtain the road surface information.

[0041] The identification methods for road surface recognition and vehicle steering recognition are as follows: an acceleration sensor installed at the sprung mass of the vehicle collects acceleration signals, and after low-pass filtering of the acceleration time-domain signal, a three-layer wavelet algorithm is used in the main controller to extract the feature signals and feature values ​​that reflect road surface excitation in the acceleration time-domain information.

[0042] The radar system deployed around the vehicle identifies and constructs the driving environment and road conditions, corrects the previously processed road excitation feature values, and improves the identification of the road surface and the surrounding driving environment.

[0043] By combining road surface information, vehicle speed, and average sprung mass acceleration detected in simulation and real vehicle tests as parameters, intelligent algorithms (such as neural network algorithms) are used for learning and training. When the vehicle is in motion, the feature signals extracted from the vehicle speed collected during real vehicle driving and the processed sprung mass acceleration signals are used as inputs. The intelligent algorithm model pairs the feature points to complete the road surface recognition. At the same time, the features can be used as samples to continue the training and learning of the intelligent algorithm.

[0044] In some embodiments of the present invention, a steering wheel signal is acquired, and vehicle steering prediction information is obtained based on the steering wheel signal. The vehicle steering prediction information includes at least one of the vehicle steering direction, steering wheel angle, and vehicle steering radius information corresponding to the steering wheel signal.

[0045] The system uses the steering wheel angle signal collected in the steps to predict the driver's driving intentions. After receiving the processed steering wheel angle signal, the main controller confirms the direction the vehicle will turn and the magnitude of the steering wheel rotation angle. Simultaneously, the main controller estimates the vehicle's turning radius R, R0 (the turning radius when lateral acceleration is zero), radius ratio, and other information at that steering wheel angle. It then combines this information with various collected signals (vehicle speed v, lateral acceleration, etc.) to calculate the stability factor K.

[0046] K = (R / R0 - 1) / v 2

[0047] The vehicle dynamics information, combined with road surface roughness information and steering prediction information, is provided to the main controller and the operating mode decision module.

[0048] The stability factor K is an important parameter characterizing the steady-state response of a vehicle. As the vehicle speed changes, the steady-state response can be categorized into three types based on the value of the stability factor K: neutral steering (K=0), understeer (K>0), and oversteer (K<0). Neutral steering represents a relatively ideal state. When the vehicle is turning, K<0, and the vehicle's stability deteriorates. In this case, the determination of the anti-roll moment should aim to make the stability factor K as close to zero as possible.

[0049] like Figure 2 As shown, in some embodiments of the present invention, if it is determined that the vehicle will turn based on the vehicle steering preview information, the operating mode is switched to the first operating mode. If it is determined that the vehicle does not require steering based on the vehicle steering preview information, the operating mode is switched to the second operating mode. Steering in this invention includes situations such as driving on curves, turning, or other situations requiring steering wheel control to change lanes to avoid potholes, bumps, etc. on the road. By designing different operating modes to cope with different driving conditions, vehicle performance is improved.

[0050] like Figure 2 As shown, in some embodiments of the present invention, if the working mode is the first working mode and the vehicle speed is less than a preset vehicle speed threshold, the main controller is in standby mode and controls the active stabilizer bar not to output anti-rolling torque. When the vehicle speed is low, even if the vehicle is turning, the optimization effect of the active stabilizer bar can be ignored. At this time, the front axle motor and the rear axle motor are not powered and can rotate freely. The main controller is in standby mode, saving energy consumption.

[0051] like Figure 2 As shown, in some embodiments of the present invention, if the working mode is the first working mode, when the vehicle speed is greater than a preset vehicle speed threshold, the active stabilizer bar is controlled to output a corresponding anti-roll torque based on the vehicle body roll angle being greater than and / or the lateral acceleration.

[0052] like Figure 2 As shown, in some embodiments of the present invention, controlling the active stabilizer bar to output the corresponding anti-roll torque based on the vehicle roll angle and / or lateral acceleration includes: controlling the active stabilizer bar to output the corresponding anti-roll torque when the vehicle roll angle is greater than a preset roll angle threshold and / or the lateral acceleration is greater than a preset lateral acceleration threshold.

[0053] If the vehicle body roll angle is less than a preset roll angle threshold and the lateral acceleration is less than a preset lateral acceleration threshold, the active stabilizer bar will not output anti-roll torque. The roll angle threshold and lateral acceleration threshold are calibrated based on the handling stability and ride comfort requirements of different vehicles.

[0054] like Figure 2 As shown, in some embodiments of the present invention, when the vehicle body roll angle is greater than a preset roll angle threshold and / or the lateral acceleration is greater than a preset lateral acceleration threshold, controlling the active stabilizer bar to output the corresponding anti-roll torque includes: when the vehicle body roll angle is greater than or equal to 5° or the lateral acceleration is greater than or equal to 0.4g, controlling the active stabilizer bar to output a preset maximum anti-roll torque.

[0055] like Figure 2 As shown, in some embodiments of the present invention, if the working mode is the second working mode and the road surface identification information is a bad road or off-road condition, the suspension system is controlled to start and lower the wheels, reduce the body roll angle, and improve the tire contact with the ground.

[0056] like Figure 2 As shown, in some embodiments of the present invention, when the road surface identification information indicates a bad road or off-road condition, after controlling the suspension system to start lowering the wheels, the method further includes: if, after controlling the suspension system to start lowering the wheels, the displacement sensor detects that the displacement of a single side or diagonal side suspension is greater than or equal to a displacement threshold, then controlling the active stabilizer bar to output the corresponding anti-roll torque. Since the front axle stabilizer bar and the rear axle stabilizer bar only have one end as the output shaft, it is necessary to determine whether the output shaft and the lifted wheel are on the same side. If so, the front axle motor and / or the rear axle motor rotate forward to lower the tire on that side. Otherwise, the front axle motor and / or the rear axle motor rotate in reverse to raise the height of the tire on the output shaft side, thereby lowering the height of the tire on the other side. Through the action of the front axle stabilizer bar and / or the rear axle stabilizer bar, the wheel that is lifted due to the difference in road surface height on the left and right sides is pressed down as much as possible to ground it, maintaining the ground contact of the wheel, thereby reducing the body roll and improving driving safety.

[0057] like Figure 2 As shown, in some embodiments of the present invention, if the displacement of a single-sided or diagonal suspension is less than a displacement threshold, the active stabilizer bar is controlled not to output a counter-tilting moment.

[0058] like Figure 2As shown, in some embodiments of the present invention, if the working mode is the second working mode and the road surface identification information is a smooth road surface, then the active stabilizer bar is controlled not to output anti-tilting torque.

[0059] In some embodiments of the present invention, to prevent the main controller from becoming disordered due to frequent switching of operating modes, an operating mode switching mechanism needs to be designed. Since the vehicle body roll is slight when the lateral acceleration is relatively small, and the active stabilizer bar does not need to intervene, the following rule is designed: if the lateral acceleration is greater than or equal to a preset intervention threshold for lateral acceleration, the active stabilizer bar is controlled to output the corresponding anti-roll torque in the current operating mode; if the lateral acceleration is less than or equal to a preset exit threshold for lateral acceleration, the active stabilizer bar is controlled to exit the current operating mode and does not output the anti-roll torque, wherein the exit threshold is less than the intervention threshold.

[0060] like Figure 1 As shown, in some embodiments of the present invention, in controlling the output of the corresponding anti-roll moment of at least one active stabilizer bar based on the vehicle attitude information and the road surface information, the method further includes: controlling the application layer control module to obtain the vehicle body roll angle by performing weighted correction and feedforward control through the vehicle attitude information. Specifically, in the corresponding operating mode, the roll angles of the front and rear axles are estimated based on the trigonometric relationship by combining the four-wheel motion state obtained by the displacement sensor, and then weighted correction and feedforward control are performed to estimate the overall vehicle body roll angle and the torsion angles of the front and rear axles.

[0061] Obtain the difference between the vehicle roll angle and the target roll angle collected from the vehicle attitude information;

[0062] The required anti-tilting moment value is calculated and adjusted in real time based on a specific function. Specifically, the difference is input into the sliding mode controller for calculation.

[0063] Because vehicle operating conditions are complex and variable, constituting a nonlinear system, and because the active stabilizer bar often operates under steering or off-road conditions, it is easily affected by external environmental excitations or disturbances, leading to instability of the main controller. Sliding mode control, a variable structure nonlinear control method, can purposefully adjust the output in real time according to the system state. It is less affected by external disturbances and system parameter perturbations, exhibiting strong adaptability and robustness. Therefore, this algorithm was chosen as the control algorithm for the active stabilizer bar.

[0064] Based on the estimated body roll angle and the target roll angle θ ref The difference is used as the input to sliding mode control, and the tracking error variable is defined as follows:

[0065] e = θ ref -θ

[0066] e is the difference between the vehicle roll angle and the target roll angle.

[0067] Based on the nonlinear roll dynamics model of a single-degree-of-freedom vehicle, and substituting the unknown external disturbance Δ(t), we can obtain:

[0068]

[0069] Referring to the expression of a general master controller, assume Δf(θ) * As θ, t) are parameter perturbations, the above equation can be simplified to:

[0070]

[0071] In the formula: This is an externally initiated input.

[0072] Based on the relevant theoretical knowledge of sliding mode controller design, and in order to reduce the steady-state deviation of the system, a deviation integral term is designed, resulting in the sliding surface as follows:

[0073]

[0074] In the formula: c1 and c2 are sliding mode switching surface functions, where c1 is set to reduce steady-state error and c2 is set to accelerate the convergence speed of the sliding surface.

[0075] Differentiating with respect to the sliding surface yields

[0076]

[0077] Using the exponential approach law, the sliding surface proximity condition is:

[0078]

[0079] In the formula: ε is the control gain, ε=max|Δ(t)|+η, η>0, k is the uncertainty coefficient, and all of them are greater than 0.

[0080] Since the sign function can cause discontinuous sliding mode switching, a saturation function is used to initially suppress chattering in sliding mode control. Instead, its expression is:

[0081]

[0082] In the formula: b is the width of the sliding surface boundary.

[0083] To verify the reachability of the designed sliding mode controller, it is necessary to verify... That's it. Assume the Lyapunov function is... Differentiation yields

[0084]

[0085] That is, the sliding mode controller meets the accessibility requirements.

[0086] Combine various calculable active stabilizer bar anti-tilting moment values ​​output by sliding mode controllers:

[0087]

[0088] As the main controller moves along the sliding mode to the control target, the sliding mode controller allows the main controller's roll angle output to directly track the desired roll angle. However, the large modeling uncertainty requires a large switching gain. Due to the inherently discontinuous switching characteristics of sliding mode variable structure control, when the main controller's trajectory reaches the switching surface, there is a certain velocity. Under the influence of inertia, the moving point crosses the switching surface and superimposes onto the ideal sliding mode, causing chattering in the active stabilizer system, thus affecting the control effect. Since the main controller's state change is not instantaneous, chattering can be caused by time-lag switching, spatial-lag switching, the influence of system inertia, and chattering inherent in the discrete system itself. To reduce chattering and improve the control effect of the active stabilizer system, the universal approximation characteristic of fuzzy control is used to approximate external disturbances and uncertainties and compensate for them, thus making the discontinuous control signal continuous. The outstanding advantage of fuzzy logic control is that its design does not rely on the model of the controlled object and it can relatively easily incorporate human control experience into the sliding mode controller through fuzzy rules. Therefore, fuzzy methods are used to address the chattering problem in sliding mode control.

[0089] In sliding mode control As input parameters to the fuzzy controller, the absolute value of the fuzzy controller output is used as an estimate of the sliding mode control switching gain, k. The fuzzy controller input obtained after quantization factor transformation is (Se,Sc). The absolute value of the fuzzy controller output is transformed by scaling factor to obtain the estimated switching gain.

[0090] definition The fuzzy set is

[0091] Se={NB, NM, NS, ZE, PS, PM, PB}

[0092] Sc={NB, NM, NS, ZE, PS, PM, PB}

[0093] In the formula: NB, NM, NS, ZE, PS, PM, PB represent negative large, negative medium, negative small, zero, positive small, positive medium, and positive large, respectively.

[0094] Define the input and output fuzzy universes of discourse and determine the membership functions, and then apply the sliding mode condition. In consultation with experts, fuzzy rule statements were determined, and finally, the center of gravity method was selected as the fuzzy logic reasoning method to reduce chattering and improve the main controller's ability to resist external interference.

[0095] like Figure 1 As shown, in some embodiments of the present invention, in controlling at least one active stabilizer bar to output a corresponding anti-roll torque based on the vehicle attitude information and the road surface information, the method further includes: adjusting the torque signal output by the motor according to the vehicle attitude information, and controlling the corresponding active stabilizer bar to output a corresponding anti-roll torque.

[0096] Specifically, the torque signals output by the front axle motor and the rear axle motor are corrected based on the vehicle attitude information control torque distributor, thereby correcting the corresponding anti-roll torque output by the front axle active stabilizer bar and the rear axle active stabilizer bar.

[0097] The active stabilizer bar includes a front stabilizer bar and a rear stabilizer bar. The front stabilizer bar is connected to the front axle motor, and the rear stabilizer bar is connected to the rear axle motor. Specifically, the front stabilizer bar and the front axle motor are connected by a planetary gear reducer, and the rear stabilizer bar and the rear axle motor are connected by a planetary gear reducer.

[0098] Specifically, the steady-state response of the vehicle during driving is determined by the vehicle dynamics steering information in the vehicle attitude information. The front and rear torque distribution relationship is corrected in a calibrated open-loop lookup table form, and the torque distribution signal is output to the front axle motor and the rear axle motor.

[0099] like Figure 2 As shown, in some embodiments of the present invention, if the motor controller cannot receive a signal, the corresponding motor is short-circuited to output the corresponding anti-roll torque. Specifically, if the motor controller corresponding to the front axle motor cannot receive a signal, the three phases of the front axle motor are short-circuited, thereby controlling the corresponding stabilizer bar to output the anti-roll torque. Alternatively, each wheel can be equipped with a separate motor to control the stabilizer bar at the corresponding wheel to output the corresponding anti-roll torque. When the motor controller cannot receive a signal, it can be determined that the motor controller has malfunctioned. To prevent the vehicle from tilting due to motor controller failure and to ensure the output of anti-roll torque, the motor of the corresponding motor controller should be short-circuited, which is equivalent to the passive stabilizer bar working.

[0100] On the other hand, such as Figure 3 As shown, an embodiment of the present invention provides a control device for an active stabilizer bar, which includes a memory storing a computer program thereon.

[0101] A processor for executing the computer program in the memory to implement the steps of any of the methods described above.

[0102] Specifically, the computer program includes a main controller, sensor components, an operating mode decision module, and an actuator. The sensor components, the operating mode decision module, and the actuator are all communicatively connected to the main controller. The sensor components are used to collect vehicle attitude information. The operating mode decision module is used to determine the operating mode of the active stabilizer bar. The actuator is connected to the active stabilizer bar and is used to drive the active stabilizer bar to output anti-roll torque. The main controller executes the active stabilizer bar control method described in any of the above embodiments.

[0103] Specifically, the sensor assembly includes a sprung mass acceleration sensor, a lateral acceleration sensor, a roll rate sensor, a yaw rate sensor, a steering wheel angle sensor, a wheel speed sensor, and a displacement sensor.

[0104] Furthermore, a radar system is installed on the vehicle body to identify and construct the driving environment and road conditions.

[0105] It should be noted that high-definition cameras, lidar, and other similar devices can also be used to collect, identify, and process road surface information. For more precise control, other sensors can be added to collect signals, such as unsprung mass sensors and gyroscopes, to improve control accuracy.

[0106] In this invention, vehicle attitude information is collected by sensor components to predict and determine steering information. A radar system is used to identify and construct the driving environment and road conditions, facilitating the operating mode decision module to determine the appropriate operating mode for the active stabilizer bar.

[0107] like Figure 3 As shown, in some embodiments of the present invention, the working mode decision module includes a decision control unit, which is used to receive vehicle attitude information and road surface information, and the decision control unit is communicatively connected to the main controller.

[0108] like Figure 3 As shown, in some embodiments of the present invention, the computer program further includes an application layer control module, which includes an application layer control unit and a fuzzy sliding mode controller. The application layer control unit is used to receive operating mode signals and vehicle attitude information to estimate the vehicle body roll angle. The fuzzy sliding mode controller is used to estimate the required anti-roll torque output by the active stabilizer bar. The fuzzy sliding mode controller and the application layer control unit are respectively communicatively connected to the main controller.

[0109] like Figure 3As shown, in some embodiments of the present invention, the actuator includes a torque distributor, a front axle motor, and a rear axle motor; the active stabilizer bar includes a front axle stabilizer bar and a rear axle stabilizer bar; the front axle stabilizer bar is connected to the front axle motor, and the rear axle stabilizer bar is connected to the rear axle motor. Specifically, the front axle stabilizer bar and the front axle motor are connected by a planetary gear reducer, and the rear axle stabilizer bar and the rear axle motor are also connected by a planetary gear reducer.

[0110] The torque distributor is communicatively connected to the main controller and is used to receive vehicle attitude information to correct the torque signals output by the front axle motor and the rear axle motor, thereby correcting the anti-roll torque values ​​of the front axle active stabilizer bar and the rear axle active stabilizer bar.

[0111] like Figure 3 As shown, in some embodiments of the present invention, the actuator further includes a motor control unit, which receives the torque signal. The front axle motor and the rear axle motor are respectively communicatively connected to the motor control unit, and output corresponding front axle anti-roll torque and rear axle anti-roll torque transmitted through a reducer to reduce vehicle roll. Specifically, the motor control unit is a three-loop closed-loop control, namely an outer loop position loop (PI control), an intermediate loop speed loop (PI control), and an inner loop current loop. Each of the front axle motor and the rear axle motor corresponds to one motor control unit.

[0112] On the other hand, one embodiment of the present invention provides a vehicle that includes the control device described in any of the above embodiments.

[0113] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A control method for an active stabilizer bar, characterized in that, Includes the following steps: Obtain vehicle attitude information, vehicle steering prediction information, and road surface information; The operating mode of the active stabilizer bar is determined based on the vehicle steering pre-aiming information. If it is determined that the vehicle will turn based on the vehicle steering preview information, the operating mode is switched to the first operating mode. If it is determined that the vehicle has no steering requirement based on the vehicle steering preview information, the operating mode is switched to the second operating mode. In the corresponding working mode, at least one of the vehicle attitude information and the road surface information is used to control the active stabilizer bar to output the corresponding anti-roll torque. If the operating mode is the first operating mode, when the vehicle speed is greater than the preset vehicle speed threshold, the active stabilizer bar is controlled to output the corresponding anti-roll torque according to the vehicle body roll angle and / or lateral acceleration.

2. The control method for the active stabilizer bar according to claim 1, characterized in that, The system acquires the sprung mass acceleration sensor signal, determines the road surface excitation characteristic signal based on the sprung mass acceleration sensor signal, and corrects the road surface excitation characteristic signal through a radar system to obtain the road surface information.

3. The control method for the active stabilizer bar according to claim 1, characterized in that, Obtain the steering wheel signal, and obtain the vehicle steering preview information based on the steering wheel signal. The vehicle steering preview information includes at least one of the vehicle steering direction, steering wheel angle, and vehicle steering radius information corresponding to the steering wheel signal.

4. The control method for the active stabilizer bar according to claim 1, characterized in that, The step of controlling the active stabilizer bar to output a corresponding anti-roll torque based on the vehicle roll angle and / or lateral acceleration includes: controlling the active stabilizer bar to output a corresponding anti-roll torque when the vehicle roll angle is greater than a preset roll angle threshold and / or the lateral acceleration is greater than a preset lateral acceleration threshold.

5. The control method for the active stabilizer bar according to claim 4, characterized in that, When the vehicle body roll angle is greater than a preset roll angle threshold, and / or the lateral acceleration is greater than a preset lateral acceleration threshold, controlling the active stabilizer bar to output the corresponding anti-roll torque includes: When the vehicle body roll angle is greater than or equal to 5° or the lateral acceleration is greater than or equal to 0.4g, the active stabilizer bar is controlled to output a preset maximum anti-roll torque.

6. The control method for the active stabilizer bar according to claim 1, characterized in that, If the operating mode is the second operating mode, when the road surface identification information indicates a bad road or off-road condition, the suspension system is controlled to start and lower the wheels.

7. The control method for the active stabilizer bar according to claim 6, characterized in that, When the road surface identification information indicates a bad road or off-road condition, after controlling the suspension system to start lowering the wheels, the method further includes: if, after controlling the suspension system to start lowering the wheels, the displacement of the suspension on one side or diagonally is greater than or equal to a displacement threshold, controlling the active stabilizer bar to output the corresponding anti-rolling torque.

8. The control method for the active stabilizer bar according to claim 1, characterized in that, If the lateral acceleration is greater than or equal to a preset intervention threshold, the active stabilizer bar is controlled to output the corresponding anti-roll torque in the current operating mode; if the lateral acceleration is less than or equal to a preset exit threshold, the active stabilizer bar is controlled to exit the current operating mode and does not output the anti-roll torque, wherein the exit threshold is less than the intervention threshold.

9. The control method for the active stabilizer bar according to claim 1, characterized in that, The method of controlling the output of the corresponding anti-roll moment of the active stabilizer bar based on at least one of the vehicle attitude information and the road surface information further includes: obtaining the vehicle roll angle by weighted correction and feedforward control through the vehicle attitude information; Obtain the difference between the vehicle roll angle and the target roll angle collected from the vehicle attitude information; The required anti-tilting moment value is calculated and adjusted in real time based on a specific function.

10. The control method for the active stabilizer bar according to claim 1, characterized in that, The method of controlling the active stabilizer bar to output a corresponding anti-roll torque based on at least one of the vehicle attitude information and the road surface information further includes: adjusting the torque signal output by the motor according to the vehicle attitude information, and controlling the corresponding active stabilizer bar to output a corresponding anti-roll torque.

11. The control method for the active stabilizer bar according to claim 10, characterized in that, If the motor controller cannot receive the signal, it will control the corresponding motor to be short-circuited in order to output the corresponding counter-tilting torque.

12. A control device for an active stabilizer bar, characterized in that, include A memory on which computer programs are stored; A processor for executing the computer program in the memory to implement the steps of the method according to any one of claims 1-11.

13. A vehicle, characterized in that, The control device for the active stabilizer bar as described in claim 12.

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