Stiffness-variable active stabilizer system for vehicle and method and system for preventing vehicle roll

Abstract

The present application relates to a variable stiffness and anti-roll control method and system based on an automobile active stabilizer bar system, and belongs to the technical field of stabilizer bar control methods. The variable stiffness mode refers to the stabilizer bar system autonomously adjusting the equivalent stiffness of the stabilizer bar according to the working condition, and the anti-roll mode refers to the stabilizer bar system outputting a torque in real time to suppress vehicle roll according to the working condition. By collecting the vehicle steering wheel angle, vehicle speed, lateral acceleration and roll angle signals, the active stabilizer bar system determines the current driving condition according to the sensor signals, and selects the corresponding variable stiffness mode or anti-roll mode, to solve the problem that the existing active stabilizer bar mode is single, and in good driving conditions such as urban good roads, it acts as a passive stabilizer bar, only has a single stiffness, and cannot adjust the stiffness. Under the switching of the two modes, not only the problem of low comfort and poor stability of the vehicle is further solved, but also the efficiency of the active stabilizer bar is improved.

Description

Technical Field

[0001] This invention relates to the field of stabilizer bar control methods, specifically to a variable stiffness and anti-roll control method and system based on an active stabilizer bar system for automobiles. Background Technology

[0002] When a car turns, the centrifugal force causes the body to tilt due to lateral acceleration, which not only increases the risk of rollovers but also reduces passenger comfort and vehicle handling, indirectly lowering safety. To reduce body roll during cornering, passenger cars typically have passive stabilizer bars installed at the bottom of the body or frame, connected at both ends to the lower control arms of the suspension or shock absorber pillars. When driving on uneven roads or curves, the wheels bounce relative to the body, causing the stabilizer bar to torsion, providing greater stiffness and thus suppressing body roll and reducing the risk of rollover. Traditional stabilizer bar designs, to ensure sufficient body roll, are matched with stabilizer bars that have a large roll angle stiffness. The stiffness of a traditional stabilizer bar is directly related to its dimensional and structural parameters; once these parameters are determined, the stiffness remains constant. However, a large roll angle stiffness can lead to excessive sensitivity during driving, resulting in severe body roll vibrations, uncomfortable ride, and reduced passenger comfort.

[0003] Active stabilizer bar systems can adjust the exciter to output a corresponding anti-roll torque based on sensor feedback or calculations of lateral acceleration, roll angle, vehicle speed, and other signals. This provides excellent anti-roll performance and improves vehicle safety, handling, and passenger comfort. However, in reality, straight-line driving conditions are prevalent. In such cases, the motor of a motor-driven active stabilizer bar will lock, effectively functioning as a passive stabilizer bar or even without a stabilizer bar at all.

[0004] Therefore, there is an urgent need to provide a control system that enables motor-driven active stabilizer bars to operate even in straight-line driving mode, thereby improving the efficiency of active stabilizer bar utilization and further enhancing vehicle safety, handling, and passenger comfort. Summary of the Invention

[0005] The purpose of this invention is to propose a variable stiffness and anti-roll control method and system based on an active stabilizer bar system for automobiles to solve the problems mentioned in the background art. Based on the method proposed in this invention, under stable conditions such as straight-line driving, the motor-driven active stabilizer bar no longer acts as a passive stabilizer bar, but rather operates in a variable stiffness mode. Under unstable conditions such as cornering, the motor-driven active stabilizer bar operates in an anti-roll mode. The combination of these two modes improves the performance of the stabilizer bar system.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] A variable stiffness and anti-roll control method based on an active stabilizer bar system for automobiles is described. This method is implemented using an active stabilizer bar control system, which includes a stabilizer bar device, a controller, and an information acquisition module. The controller and information acquisition module are connected to the stabilizer bar device. The stabilizer bar device includes a motor actuator, which comprises a reducer and a motor. A left stabilizer half-bar and a right stabilizer half-bar are located at both ends of the motor actuator, and the left stabilizer half-bar is connected to the right stabilizer half-bar via the motor actuator.

[0008] The method includes the following steps:

[0009] The vehicle's steering wheel angle δ is collected using an information acquisition module, and the current driving mode is determined based on the steering wheel angle.

[0010] When the steering wheel angle is less than the threshold, the current driving mode is determined to be straight driving mode; at this time, the controller controls the motor to generate resistance torque through the reducer, so that the equivalent stiffness of the stabilizer bar device changes, and this is the variable stiffness mode;

[0011] When the steering wheel angle exceeds the first threshold, the current driving mode is determined to be a non-straight-line driving mode.

[0012] Preferably, the first adjustment parameter Kp value in the controller is adjusted according to the electrical signal acquired by the information acquisition module, thereby changing the output of the motor actuator to adjust the equivalent stiffness of the left and right stabilizing half rods.

[0013] Preferably, when the current driving mode is determined to be a straight-line driving mode, the vehicle speed signal is collected using the information acquisition module. When the vehicle speed is less than a first threshold, the current driving mode is determined to be a low-speed straight-line driving mode, and the first adjustment parameter K is adjusted according to the electrical signal. P1 At this time, the stiffness of the stabilizer bar device is the first set value;

[0014] When the vehicle speed is greater than the first threshold but less than the second threshold, the current driving mode is determined to be medium-speed straight-line driving mode, and the first adjustment parameter is adjusted to K according to the electrical signal. P2 At this time, the stiffness of the stabilizer bar device is the second set value;

[0015] When the vehicle speed exceeds the second threshold, the current driving mode is determined to be high-speed straight-line driving mode, and the first adjustment parameter is adjusted to K according to the electrical signal. P3 At this point, the stiffness of the stabilizer bar device is the third set value;

[0016] Among them, K P3 <K P2 <K P1 The third setting value < the second setting value < the first setting value.

[0017] Preferably, control in the variable stiffness mode is based on a dynamic model, which is specifically described as follows:

[0018]

[0019] C c =C cf +C cr =2(C cφf +C bf +C cφr +C br )

[0020] K c =K cf +K cr =2(K) cφf +K bf +K cφr +K br )

[0021] In the formula, J c C is the vehicle's roll moment of inertia; c C is the overall vehicle roll damping; cf and C cr These are the roll damping for the front and rear axle suspensions, respectively; K c The vehicle's roll stiffness; m s a is the sprung mass of the vehicle; y h is the vehicle's roll acceleration. s ρ is the distance between the vehicle's center of mass and its roll center of mass; g is the acceleration due to gravity; K p K is the first adjustment parameter. D This is the second adjustment parameter; φ is the roll angle;

[0022] Considering the backlash in the reducer gears and the backlash between the stabilizer bar and the connecting device, we assume the stabilizer bar transmission backlash compensation input value is ΔU. The control model is then as follows:

[0023]

[0024] Wherein, assume the controller's second adjustment parameter K D It is a constant, and the first adjustment parameter K is adjusted. P It can achieve adjustment and variation of the equivalent stiffness of the stabilizer bar.

[0025] Preferably, when the current driving mode is determined to be a non-straight driving mode, the vehicle's lateral acceleration and roll angle signals are collected. When the lateral acceleration is less than a threshold and the roll angle signal is also less than a threshold, the current driving mode is determined to be a non-emergency driving mode, and the active stabilizer bar system enters the variable stiffness mode.

[0026] When either the lateral acceleration or the roll angle signal exceeds a threshold, the current driving mode is determined to be emergency driving mode, at which point the active stabilizer bar enters anti-roll mode. Based on the dynamic model and the upper-level controller, the real-time anti-roll torque value of the stabilizer bar device is obtained. Based on the corresponding anti-roll torque value and the corresponding motor rotation angle obtained from the lower-level motor controller, torque is output in real-time to suppress vehicle roll. Specifically, this includes the following:

[0027] When a vehicle tilts, the lateral acceleration a y The input is fed into the roll angle reference model, and the roll angle θ is calculated using the reference model. i The actual roll angle θ and the target value of the vehicle body are used to calculate the roll angle θ. i The actual roll angle θ and the target value of the vehicle body are input to the controller, which calculates the required anti-roll torque and sends it to the lower-level controller. The lower-level motor controller calculates the control current to make the motor rotation angle reach the desired rotation angle φ. t This generates torque through the reducer, which in turn generates anti-roll torque through the stabilizer bar, acting on the vehicle body to achieve active anti-roll control.

[0028] Preferably, the vehicle roll moment equation of the active stabilizer bar system is described as follows:

[0029]

[0030] C c =C cf +C cr =2(C cφf +C bf +C cφr +C br )

[0031] K c =K cf +K cr =2(K) cφf +K bf +K cφr +K br )

[0032] M a =M af +M ar

[0033] In the formula, J c C is the vehicle's roll moment of inertia, φ is the roll angle; c C is the overall vehicle roll damping; cf and C cr These are the roll damping for the front and rear axle suspensions, respectively; C cφf and C cφ These are the roll damping springs for the front and rear axles, respectively; C bf and Cbr K represents the damping coefficient of the reducer equivalent at both ends of the stabilizer bar. c K represents the overall vehicle roll stiffness. cf and K cr These are the roll stiffnesses of the front and rear axle suspensions, respectively; K cφf and K cφr These are the roll stiffness of the front and rear axle suspension springs, respectively; K bf and K br These are the front and rear stabilizer bar stiffnesses, respectively; M a For the anti-rolling moment of the active stabilizer bar; M af and M ar These are the anti-rolling moments of the front and rear active stabilizer bars, respectively; m s a is the sprung mass of the vehicle; y h is the vehicle's roll acceleration. s denoted as , where is the distance between the vehicle's center of mass and its tilt center of mass; g is the acceleration due to gravity.

[0034] Preferably, according to experiments, the relationship between acceleration and ideal roll angle conforms to the following formula:

[0035]

[0036] That is, when the lateral acceleration signal a y <-3m / s 2 At that time, the target roll angle φ = 0.8a y -2.4; when the lateral acceleration signal is -3 m / s² 2 ≤a y ≤3m / s 2 At that time, the target roll angle φ = 0; when the lateral acceleration signal a y >3m / s 2 At that time, the target roll angle φ = 0.8a y +2.4.

[0037] Preferably, the relationship between the torque generated by the reducer and the anti-rolling torque generated by the stabilizer bar is as follows:

[0038] Considering the lever arm of the stabilizing bar, assume γ f and γ r Using the ratios of the lever arm to the length of the active stabilizer bar for the front and rear axles respectively, the equilibrium equations can be obtained as follows:

[0039]

[0040]

[0041] Therefore, the relationship between the reducer output torque and the anti-tilting torque can be derived as follows:

[0042]

[0043]

[0044] Where, γ f The width-to-length ratio of the front stabilizer bar is γ. f =b f / a f ;γ r For the width-to-length ratio of the rear stabilizer bar, γ r =b r / a r m af To generate torque for the front axle motor reducer; m ar It generates torque for the rear axle motor reducer.

[0045] Preferably, the steering wheel angle threshold is set to 10°, and the lateral acceleration threshold is set to 3 m / s². 2 The roll angle threshold is set to 1°.

[0046] Compared with the prior art, the present invention provides a method and system for variable stiffness and anti-roll control based on an active stabilizer bar system for automobiles, which has the following beneficial effects:

[0047] This invention determines the vehicle's driving mode by collecting signals (steering wheel angle, vehicle speed, lateral acceleration, and roll angle) and their relationship with corresponding thresholds. This information is then used to determine whether the active stabilizer bar is in variable stiffness mode or anti-roll mode. Unlike other motor-driven active stabilizers, when the vehicle is in a stable posture, the active stabilizer bar no longer acts as a passive stabilizer bar. Instead, it adjusts the stabilizer bar's stiffness in the corresponding driving mode by outputting corresponding electrical signals to change the stabilizer bar motor speed. When the stabilizer bar enters anti-roll mode, it generates an anti-roll torque in real time to suppress vehicle roll. The control method proposed in this invention not only improves the performance and efficiency of the active stabilizer bar but also further enhances passenger comfort and vehicle stability during operation. Attached Figure Description

[0048] Figure 1 This is the overall control strategy of the active stabilizer bar control system proposed in Embodiment 1 of the present invention;

[0049] Figure 2 This refers to the variable stiffness mode control strategy of the active stabilizer bar control system proposed in Embodiment 1 of the present invention.

[0050] Figure 3 This refers to the anti-roll mode control strategy of the active stabilizer bar control system proposed in Embodiment 1 of the present invention;

[0051] Figure 4 This is a schematic diagram of the system composition of the active stabilizer bar control system proposed in Embodiment 1 of the present invention.

[0052] Among them, 1. stabilizer bar device; 2. controller; 3. information acquisition module; 11. left stabilizer half bar; 12. right stabilizer half bar; 13. motor actuator; 131. reducer; 132. motor. Detailed Implementation

[0053] The present invention will be further described below with reference to specific embodiments, and the advantages and features of the present invention will become clearer as a result. However, these embodiments are merely exemplary and do not constitute any limitation on the scope of the present invention. Those skilled in the art should understand that modifications or substitutions can be made to the details and form of the technical solutions of the present invention without departing from the spirit and scope of the present invention, but all such modifications and substitutions fall within the protection scope of the present invention.

[0054] It should be emphasized that, unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. While any methods, apparatus, and materials similar to or equivalent to those herein may be used in the practice or testing of this invention, preferred methods, apparatus, and materials are now described.

[0055] Example 1:

[0056] This example provides a stabilizer bar control system that simultaneously features variable stiffness mode and anti-roll mode, such as... Figure 4 As shown, the stabilizer bar control system mainly includes a stabilizer bar device 1, a controller 2, and an information acquisition module 3. By collecting steering wheel angle, vehicle speed, lateral acceleration, and roll angle signals, it comprehensively determines whether the stabilizer bar is in variable stiffness mode or anti-roll mode, and adjusts the control method according to different working modes. It also comprehensively determines whether the vehicle is traveling at low speed, medium speed, or high speed in a straight line, and outputs an electrical signal to adjust the stiffness of the stabilizer bar in the corresponding straight-line driving mode.

[0057] In this embodiment, the information acquisition module 3 is used to collect vehicle steering wheel angle, vehicle speed signal, lateral acceleration, and roll angle signal. Existing vehicles generally include information acquisition modules 3 such as a steering wheel angle and torque acquisition module, a vehicle speed acquisition module, a vehicle lateral acceleration acquisition module, and a vehicle roll angle acquisition module. Therefore, in this embodiment, information from each module of the existing vehicle can be directly obtained through the steering wheel angle acquisition module, vehicle speed acquisition module, lateral acceleration acquisition module, and vehicle roll angle acquisition module, or corresponding sensors can be set up separately for acquisition.

[0058] In this example, stabilizer bar device 1 is a motor-driven active stabilizer bar, capable of selecting either variable stiffness mode or anti-roll mode based on signals sent from information acquisition module 3 to controller 2. (Please refer to...) Figure 1 This embodiment provides a stabilizer bar implementation with two modes, including a left stabilizer bar 11, a right stabilizer bar 12, and a motor actuator 13. The motor actuator 13 is designed with a reducer 131 and a motor 132. The motor movement is controlled by a controller 2, and torque is generated by reducing speed and increasing torque through the reducer 131. In this embodiment, in the variable stiffness mode, different K values ​​are set... P The value is then changed by controlling the stiffness of the stabilizer bar; in anti-roll mode, the controller 2 changes the rotation angle of the motor 132 in real time so that the stabilizer bar generates anti-roll torque in real time to suppress roll.

[0059] In this embodiment, the controller 2 is connected to the aforementioned information acquisition module 3 and to the stabilizer bar device 1. Based on the relationship between the steering wheel angle, lateral acceleration, and roll angle, it determines the current mode of the stabilizer bar.

[0060] Specifically, such as Figure 1 As shown, in this embodiment, the process of controlling the vehicle stabilizer bar mode through the above-mentioned motor-driven active stabilizer bar control system is as follows:

[0061] Variable stiffness mode: When the vehicle is driving with a steering wheel angle less than 10° or a steering wheel angle greater than 10° but the lateral acceleration signal is less than 3m / s². 2 Furthermore, when the roll angle signal is less than 1°, the stabilizer bar system switches to variable stiffness mode.

[0062] Anti-roll mode: When the steering wheel angle is greater than 10° and the lateral acceleration signal is greater than 3m / s². 2 When driving with a roll angle signal greater than 1°, the stabilizer bar system switches to anti-roll mode.

[0063] In this embodiment, under variable stiffness mode, the stabilizer bar is equivalent to a spring-damped mass system. Controller 2 controls this spring-damped mass system, also known as indirect force control. When the spring-damped mass system senses an external force through a sensor, controller 2 controls the displacement or velocity of the end of the spring-damped mass system. When the vehicle is at high speed, the stabilizer bar requires lower stiffness. Through control, when an external unit force is sensed, the end of the stabilizer bar has a larger displacement. When the vehicle is at low speed, the stabilizer bar requires higher stiffness. Through control, when an external unit force is sensed, the end of the stabilizer bar has a smaller displacement.

[0064] In control, the characteristics of the stabilizer bar can be altered by adjusting the control parameters K and D. Increasing K reduces the displacement per unit force, requiring a larger force to pull the stabilizer bar; conversely, decreasing K increases the displacement per unit force, allowing for a larger displacement of the joint with a smaller force. Increasing D is equivalent to increasing the system's damping characteristics; the stabilizer bar's damping characteristics are temporarily disregarded. The controller can then adjust K in controller 2. P K D The values ​​are used to simulate changing the K and D values ​​in stabilizer bar control, thereby altering the stabilizer bar characteristics.

[0065] In this embodiment, K in controller 2 D As a constant, controller 2 controls K. P The control model that changes the equivalent stiffness of the stabilizer bar by adjusting the value is as follows:

[0066]

[0067] In the formula, J c C is the vehicle's roll moment of inertia; c For the overall vehicle roll damping; K c The vehicle's roll stiffness; m s a is the sprung mass of the vehicle; y h is the vehicle's roll acceleration. s denoted by K, represents the distance between the vehicle's center of mass and its roll center of mass; g represents the acceleration due to gravity. P K is the first adjustment parameter. D φ is the second adjustment parameter; φ is the roll angle; ΔU is the input value for transmission backlash compensation.

[0068] In this embodiment, the control process for adjusting the stiffness of the stabilizer bar in variable stiffness mode is as follows: Figure 2 As shown.

[0069] The controller 2 receives the vehicle speed signal transmitted from the information acquisition module 3 and determines the current driving status of the vehicle.

[0070] If the vehicle speed is less than the first threshold of 30 km / h, it is determined that the vehicle is in low-speed straight-line driving mode. The electrical signal output by controller 2 will then trigger the K signal in controller 2. P Set to 500-1000, the torque is generated through the reducer 131 according to the electrical signal, and the equivalent angular stiffness of the stabilizer bar is controlled to the first set value K1;

[0071] If the vehicle speed is greater than the first threshold but less than the second threshold (i.e., greater than 30 km / h but less than 90 km / h), then the vehicle is determined to be in medium-speed straight-line driving mode. The electrical signal output by controller 2 will then trigger the K signal in controller 2. PThe value is set to 100-500. The torque is generated by the reducer 131 according to the electrical signal. The equivalent angular stiffness of the stabilizer bar is controlled to a second set value K2 according to the electrical signal. The second set value is less than the first set value.

[0072] If the vehicle speed exceeds the second threshold of 90 km / h, it is determined that the vehicle is in high-speed straight-line driving mode. The electrical signal output by controller 2 then triggers the K signal in controller 2. P The range is set to 0-100. The torque is generated by the reducer 131 according to the electrical signal. The equivalent angular stiffness of the stabilizer bar is controlled to a third set value K3 according to the electrical signal. The third set value is less than the second set value.

[0073] Based on the three different driving modes obtained, controller 2 needs to be set with different K values. P The value is used to simulate changing the equivalent roll stiffness of the stabilizer bar. The required stabilizer bar roll stiffness for three different driving modes is related by K3 < K2 < K1, and the corresponding output K for the three different driving modes is... P The ranges are 0-100, 100-500, and 500-1000, respectively, so that the vehicle's ride comfort and handling stability are optimized under different conditions.

[0074] In this embodiment, the control process for real-time output of anti-roll torque on the stabilizer bar in anti-roll mode is as follows: Figure 3 As shown.

[0075] The controller 2 receives the lateral acceleration signal transmitted from the information acquisition module 3 and determines the current driving status of the vehicle.

[0076] According to experiments, the relationship between acceleration and ideal roll angle conforms to the following formula:

[0077]

[0078] When the lateral acceleration signal a y <-3m / s 2 At that time, the target roll angle φ = 0.8a y -2.4. When the lateral acceleration signal is -3 m / s² 2 ≤a y ≤3m / s 2 At that time, the target roll angle φ = 0. When the lateral acceleration signal a y >3m / s 2 At that time, the target roll angle φ = 0.8a y +2.4.

[0079] The relationship between the torque generated by the motor reducer 131 and the anti-tilting torque generated by the stabilizer bar is as follows.

[0080] Considering the lever arm of the stabilizing bar, assuming γf and γ r Using the ratios of the lever arm to the length of the active stabilizer bar for the front and rear axles respectively, the equilibrium equations can be obtained as follows:

[0081]

[0082]

[0083] Therefore, the relationship between the output torque of the motor reducer 131 and the anti-tilting torque can be derived as follows:

[0084]

[0085]

[0086] Where, γ f The width-to-length ratio of the front stabilizer bar is γ. f =b f / a f ;γ r For the width-to-length ratio of the rear stabilizer bar, γ r =b r / a r m af To generate torque for the front axle motor reducer; m ar It generates torque for the rear axle motor reducer.

[0087] Therefore, different target tilt angles can be set based on the lateral acceleration signal transmitted from the information acquisition device 3.

[0088] The actual roll angle signal transmitted by the information acquisition device 3 and the calculated ideal roll angle value are input into the upper controller 2. The upper controller calculates the target anti-roll moment using the dynamic model and transmits the calculated target anti-roll moment to the lower controller. The lower controller is a motor controller, which uses the motor rotation angle as the control target. The target rotation angle is derived from the anti-roll moment value calculated by the upper controller through a proportional relationship. The motor controller controls the motor to output the corresponding torque, and the transmission mechanism transmits the torque to the active stabilizer bar, causing the left and right halves of the bar to twist relative to each other, thus suppressing vehicle roll.

[0089] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. A variable stiffness and anti-roll control method based on an active stabilizer bar system for automobiles, characterized in that, The method is based on an active stabilizer bar control system for automobiles. The active stabilizer bar control system includes a stabilizer bar device (1), a controller (2), and an information acquisition module (3). The controller (2) and the information acquisition module (3) are connected to the stabilizer bar device (1). The stabilizer bar device (1) includes a motor actuator (13). The motor actuator (13) includes a reducer (131) and a motor (132). The motor actuator (13) has a left stabilizer half-bar (11) and a right stabilizer half-bar (12) at both ends. The left stabilizer half-bar (11) is connected to the right stabilizer half-bar (12) through the motor actuator (13). The method includes the following steps: The vehicle steering wheel angle is collected using the information collection module (3). δ The current driving mode is determined by the steering wheel angle: When the steering wheel angle is less than the threshold, the current driving mode is determined to be straight driving mode; at this time, the motor (132) is controlled by the controller (2) to generate resistance torque through the reducer (131), so that the equivalent stiffness of the stabilizer bar device (1) is changed, and at this time it is a variable stiffness mode; When the steering wheel angle exceeds the first threshold, the current driving mode is determined to be a non-straight-line driving mode. When the current driving mode is determined to be straight-line driving mode, the vehicle speed signal is collected using the information acquisition module (3). When the vehicle speed is less than the first threshold, the current driving mode is determined to be low-speed straight-line driving mode, and the first adjustment parameter is adjusted according to the electrical signal. K P1 At this time, the stiffness of the stabilizer bar device (1) is the first set value; When the vehicle speed is greater than the first threshold but less than the second threshold, the current driving mode is determined to be medium-speed straight-line driving mode, and the first adjustment parameter is adjusted according to the electrical signal. K P2 At this time, the stiffness of the stabilizer bar device (1) is the second set value; When the vehicle speed exceeds the second threshold, the current driving mode is determined to be high-speed straight-line driving mode, and the first adjustment parameter is adjusted according to the electrical signal. K P3 At this time, the stiffness of the stabilizer bar device (1) is the third set value; in, K P3 < K P2 < K P1 The third setting value < the second setting value < the first setting value; Control is performed based on a dynamic model in variable stiffness mode, and the dynamic model is specifically described as follows: In the formula, J c The moment of inertia of the vehicle during roll; C c For vehicle roll damping; K c For the overall vehicle roll stiffness; m s The sprung mass of the vehicle; a y This refers to the vehicle's roll acceleration. h s denoted as , where is the distance between the vehicle's center of mass and its roll center of mass; g is the acceleration due to gravity. K P This is the first adjustment parameter; K D This is the second adjustment parameter; ϕ The roll angle is Δ. U Input value for transmission backlash compensation; When the current driving mode is determined to be a non-straight driving mode, the vehicle's lateral acceleration and roll angle signals are collected. When the lateral acceleration is less than the threshold and the roll angle signal is also less than the threshold, the current driving mode is determined to be a non-emergency driving mode, and the active stabilizer bar system enters the variable stiffness mode. When either the lateral acceleration or the roll angle signal is greater than the threshold, the current driving mode is determined to be the emergency driving mode. At this time, the active stabilizer bar enters the anti-roll mode. The real-time anti-roll torque value of the stabilizer bar device (1) is obtained according to the dynamic model and the upper controller. The corresponding motor rotation angle corresponding to the anti-roll torque value is obtained according to the lower motor controller. The torque is output in real time to suppress vehicle roll. The vehicle roll moment equation of the active stabilizer bar system is described as follows: M a = M af + M ar In the formula, J c The moment of inertia of the vehicle during roll; C c For vehicle roll damping; K c For the overall vehicle roll stiffness; m s The sprung mass of the vehicle; a y This refers to the vehicle's roll acceleration. h s denoted as , where is the distance between the vehicle's center of mass and its roll center of mass; g is the acceleration due to gravity. ϕ The roll angle; M a For the anti-tilt moment of the active stabilizer bar; M af and M ar These are the anti-roll moment of the front axle active stabilizer bar and the anti-roll moment of the rear axle active stabilizer bar, respectively.

2. The method for variable stiffness and anti-roll control based on an active stabilizer bar system for automobiles according to claim 1, characterized in that, The first adjustment parameter Kp value in the controller (2) is adjusted according to the electrical signal collected by the information acquisition module (3), thereby changing the output of the motor actuator (13) to adjust the equivalent stiffness of the left stabilizing half rod (11) and the right stabilizing half rod (12).

3. The variable stiffness and anti-roll control method based on an active stabilizer bar system for automobiles according to claim 1, characterized in that, The steering wheel angle threshold is set to 10°, and the lateral acceleration threshold is set to 3 m / s². 2 The roll angle threshold is set to 1°.

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