Control method and device for active stabilizer bar of vehicle

Abstract

The invention relates to the technical field of automobile intelligent chassis, in particular to a vehicle active stabilizer bar control method and device.The method comprises the steps that at least one whole vehicle index of a vehicle is collected, meanwhile, the current working condition of the vehicle is detected, and when the current working condition is a turning working condition, the vehicle active stabilizer bar is controlled; the target torque of each semi-stabilizer bar of the active stabilizer bar is obtained according to the at least one whole vehicle index, proportional-integral-differential (PID) closed-loop control is conducted on each semi-stabilizer bar according to the target torque and the actual torque of each semi-stabilizer bar, and the corrected torque of each semi-stabilizer bar is obtained till the actual torque reaches the target torque. According to the embodiment of the invention, PID closed-loop control can be carried out based on the whole vehicle index feedback, and the torque applied to each semi-stabilizer bar is calculated, so that the accurate control of the active stabilizer bar is realized, the accuracy and the real-time performance of torque calculation are enhanced, the control reliability and the user experience are effectively ensured, the suppression effect of vehicle body roll is improved, and the driving experience is improved.

Description

Technical Field

[0001] The present application relates to the technical field of automobile intelligent chassis, and in particular to a control method and device for an active stabilizer bar of a vehicle. Background Art

[0002] Compared with other intelligent chassis systems, the active stabilizer bar system has good control effect, low cost, simple structure and does not require excessive changes to the chassis space layout. It can effectively suppress body roll and is gradually being used in automobiles.

[0003] In related technologies, the active stabilizer bar system can calculate the anti-roll torque currently required by the vehicle based on the real-time motion state of the vehicle and the corresponding control algorithm, and feed it back to the drive motor to provide output torque and convert it into the torsional stiffness of the bar. For example, in patent CN115366599A, priorities can be defined based on vehicle safety and functions, and weight indicators can be set to output the final torque solution.

[0004] However, the PID (Proportional Integral Derivative) control parameters in the related technology adopt a fixed mode, and the real-time adjustment of the controller parameters cannot be achieved, which makes the timeliness of the torque calculation results insufficient and the accuracy reduced, thereby affecting the stability and comfort of vehicle driving and the user experience, which needs to be solved urgently. Summary of the invention

[0005] The present application provides a control method and device for an active stabilizer bar of a vehicle, in order to solve the problem that the PID control parameters in the related art adopt a fixed mode, and the controller parameters cannot be adjusted in real time, so that the timeliness of the torque calculation results obtained is insufficient and the accuracy is reduced, which in turn affects the stability and comfort of vehicle driving and affects the user experience.

[0006] A first aspect of the present application provides a method for controlling an active stabilizer bar of a vehicle, comprising the following steps: while collecting at least one whole vehicle index of the vehicle, detecting the current operating condition of the vehicle; when the current operating condition is a turning condition, obtaining a target torque for each semi-stabilizer bar of the active stabilizer bar according to the at least one whole vehicle index; performing proportional-integral-differential PID closed-loop control on each semi-stabilizer bar according to the target torque and the actual torque of each semi-stabilizer bar to obtain a corrected torque for each semi-stabilizer bar until the actual torque reaches the target torque to suppress vehicle body roll.

[0007] According to the above-mentioned technical means, the embodiment of the present application can perform PID closed-loop control based on the feedback of vehicle indicators, calculate the torque applied to each half stabilizer bar, so as to achieve accurate control of the active stabilizer bar, enhance the accuracy and real-time performance of torque calculation, effectively ensure the reliability of control and user experience, enhance the effect of suppressing body roll, and improve the driving experience.

[0008] Optionally, in one embodiment of the present application, the at least one vehicle index includes at least one of the current body roll angle, current body roll acceleration, actual vehicle speed and actual steering wheel angle of the vehicle.

[0009] According to the above-mentioned technical means, the vehicle indicators of the vehicle in the embodiment of the present application may include the vehicle body roll angle, body roll acceleration, vehicle speed and steering wheel angle at the current moment, thereby improving the vehicle driving information collection process to enrich the collected database type and make it more comprehensive.

[0010] Optionally, in one embodiment of the present application, after detecting the current operating condition of the vehicle, it also includes: when the previous operating condition is a stationary condition, applying a preset welcome torque to one or more semi-stabilizer bars to control the body of the vehicle to tilt at a preset angle.

[0011] According to the above-mentioned technical means, the embodiment of the present application can apply a preset welcome torque to one or more semi-stabilizer bars when the previous working condition is a stationary condition to control the vehicle body to tilt at a preset angle, thereby further enriching the use function of the vehicle's active stabilizer bar and improving the user's riding experience.

[0012] Optionally, in one embodiment of the present application, after detecting the current operating condition of the vehicle, it further includes: when the previous operating condition is a non-turning condition, controlling each semi-stabilizer bar to not operate.

[0013] According to the above-mentioned technical means, the embodiment of the present application can control each semi-stabilizer bar to not work when the previous working condition is a non-turning condition, thereby ensuring that the vehicle can maintain a normal driving state after the turning condition ends, thereby improving the vehicle's automation management level and making vehicle control more intelligent.

[0014] Optionally, in one embodiment of the present application, obtaining the target torque of each semi-stabilizer bar of the active stabilizer bar according to the at least one whole vehicle indicator includes: based on a preset stabilizer bar demand torque control strategy, obtaining the target torque of each semi-stabilizer bar of the active stabilizer bar according to the at least one whole vehicle indicator, wherein the preset stabilizer bar demand torque control strategy is obtained after simulation based on an established whole vehicle model and an input interface of the stabilizer bar torque and a written stabilizer bar demand torque control strategy based on a PID controller.

[0015] According to the above-mentioned technical means, the embodiment of the present application can obtain the preset stabilizer bar demand torque control strategy based on the iterative simulation of the whole vehicle model, and then obtain the target torque of each half stabilizer bar of the active stabilizer bar according to at least one whole vehicle indicator, thereby further satisfying the operating basis of the active stabilizer bar control optimization, improving the restorability of the real vehicle scene simulation process, and enhancing accuracy and practicality.

[0016] A second aspect of the present application provides a control device for an active stabilizer bar of a vehicle, comprising: a collection module, for collecting at least one whole vehicle index of the vehicle and detecting the current working condition of the vehicle; an acquisition module, for obtaining a target torque for each semi-stabilizer bar of the active stabilizer bar according to the at least one whole vehicle index when the current working condition is a turning condition; and a control module, for performing proportional-integral-differential PID closed-loop control on each semi-stabilizer bar according to the target torque and the actual torque of each semi-stabilizer bar to obtain a corrected torque of each semi-stabilizer bar until the actual torque reaches the target torque to suppress vehicle body roll.

[0017] Optionally, in one embodiment of the present application, the at least one vehicle index includes at least one of the current body roll angle, current body roll acceleration, actual vehicle speed and actual steering wheel angle of the vehicle.

[0018] Optionally, in one embodiment of the present application, the device also includes: a welcome module, which is used to apply a preset welcome torque to one or more semi-stabilizer bars after detecting the current operating condition of the vehicle, when the previous operating condition is a static condition, so as to control the body of the vehicle to tilt at a preset angle.

[0019] Optionally, in one embodiment of the present application, the device further includes: a stop module, which, after detecting the current operating condition of the vehicle, is used to control each semi-stabilizer bar to stop working when the previous operating condition is a non-turning condition.

[0020] Optionally, in one embodiment of the present application, the acquisition module includes: a simulation unit, which is used to obtain the target torque of each semi-stabilizer bar of the active stabilizer bar based on the preset stabilizer bar demand torque control strategy and according to the at least one vehicle indicator, wherein the preset stabilizer bar demand torque control strategy is obtained after simulation based on an established vehicle model and an input interface of the stabilizer bar torque and a written stabilizer bar demand torque control strategy based on a PID controller.

[0021] A third aspect of the present application provides a vehicle, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the control method of the active stabilizer bar of the vehicle as described in the above embodiment.

[0022] A fourth aspect of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, which, when executed by a processor, implements the above-mentioned method for controlling an active stabilizer bar of a vehicle.

[0023] Beneficial effects of this application:

[0024] (1) The embodiments of the present application can perform PID closed-loop control based on the feedback of vehicle indicators and calculate the torque applied to each half stabilizer bar to achieve accurate control of the active stabilizer bar, thereby enhancing the accuracy and real-time performance of torque calculation, effectively ensuring the reliability of control and user experience, improving the effect of suppressing body roll, and improving the driving experience.

[0025] (2) The embodiment of the present application can obtain a preset stabilizer bar required torque control strategy based on an iterative simulation of a whole vehicle model, and then obtain a target torque for each half-stabilizer bar of the active stabilizer bar according to at least one whole vehicle indicator, thereby further satisfying the operational basis of active stabilizer bar control optimization, improving the reproducibility of the real vehicle scenario simulation process, and enhancing accuracy and practicality.

[0026] (3) The embodiment of the present application can control each semi-stabilizer bar to not work when the previous working condition is a non-turning condition, thereby ensuring that the vehicle can maintain a normal driving state after the turning condition ends, thereby improving the level of vehicle automation management and making vehicle control more intelligent.

[0027] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the following description of the embodiments in conjunction with the accompanying drawings, in which:

[0029] Figure 1 A flow chart of a method for controlling an active stabilizer bar of a vehicle provided according to an embodiment of the present application;

[0030] Figure 2 A schematic diagram of a process of simulating an active stabilizer bar control strategy according to an embodiment of the present application;

[0031] Figure 3 This is a schematic diagram of the overall framework of the control strategy of the active stabilizer bar according to one embodiment of the present application;

[0032] Figure 4 A schematic diagram of a variable parameter implementation method of a PID controller according to an embodiment of the present application;

[0033] Figure 5A schematic diagram showing a comparison of an active stabilizer bar control effect diagram and a roll angle acceleration curve according to an embodiment of the present application;

[0034] Figure 6 A schematic diagram showing a comparison of an active stabilizer bar control effect diagram and a roll angle curve according to an embodiment of the present application;

[0035] Figure 7 is a schematic structural diagram of a control device for an active stabilizer bar of a vehicle according to an embodiment of the present application;

[0036] Figure 8 It is a schematic diagram of the structure of a vehicle according to an embodiment of the present application.

[0037] Among them, 10 is a control device for an active stabilizer bar of a vehicle; 100 is a collection module, 200 is an acquisition module and 300 is a control module; 801 is a memory, 802 is a processor and 803 is a communication interface. DETAILED DESCRIPTION

[0038] The embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0039] The following describes a control method and device for a vehicle active stabilizer bar according to an embodiment of the present application with reference to the accompanying drawings. In view of the problem that the PID control parameters in the related art mentioned in the above background technology adopt a fixed mode, the controller parameters cannot be adjusted in real time, so that the timeliness of the torque calculation result is insufficient and the accuracy is reduced, thereby affecting the stability and comfort of vehicle driving and the user experience, the present application provides a control method for a vehicle active stabilizer bar, by collecting at least one vehicle index of the vehicle and detecting the current working condition of the vehicle, when the current working condition is a turning condition, obtaining the target torque of each semi-stabilizer bar of the active stabilizer bar according to at least one vehicle index, performing proportional-integral-differential PID closed-loop control on each semi-stabilizer bar according to the target torque and the actual torque of each semi-stabilizer bar, obtaining the corrected torque of each semi-stabilizer bar, until the actual torque reaches the target torque, so as to realize the control of the active stabilizer bar, enhance the accuracy and real-time performance of the torque calculation, effectively ensure the reliability of control and user experience, improve the suppression effect of body roll, and improve the driving experience. Thereby, the problem that the PID control parameters in the related technology adopt a fixed mode and cannot realize real-time adjustment of the controller parameters, resulting in insufficient timeliness and reduced accuracy of the obtained torque calculation results, which in turn affects the stability and comfort of vehicle driving and affects the user experience, is solved.

[0040] Specifically, Figure 1 A schematic flow chart of a method for controlling an active stabilizer bar of a vehicle provided in an embodiment of the present application.

[0041] like Figure 1 As shown, the control method of the vehicle active stabilizer bar includes the following steps:

[0042] In step S101, while collecting at least one vehicle index of the vehicle, the current working condition of the vehicle is detected.

[0043] It can be understood that the collection of vehicle indicators in the embodiment of the present application can be achieved through on-board sensors, and the current working condition of the vehicle can be the actual driving condition of the vehicle, such as straight driving, stationary, reversing or turning.

[0044] The embodiment of the present application can detect the current operating condition of the vehicle while collecting at least one vehicle indicator of the vehicle, thereby obtaining the actual driving information of the vehicle, establishing the required data foundation for the following steps, and executing the corresponding program according to the actual operating condition of the vehicle.

[0045] Optionally, in one embodiment of the present application, at least one vehicle index includes at least one of the vehicle's current body roll angle, current body roll acceleration, actual vehicle speed, and actual steering wheel angle.

[0046] In the embodiment of the present application, the vehicle indicators of the vehicle may include the vehicle body roll angle, body roll acceleration, vehicle speed and steering wheel angle at the current moment, thereby improving the collection process of vehicle driving information to enrich the type of collected database and make it more comprehensive.

[0047] In step S102, when the current working condition is a turning condition, a target torque of each semi-stabilizer bar of the active stabilizer bar is obtained according to at least one vehicle index.

[0048] It can be understood that each semi-stabilizer bar of the active stabilizer bar in the embodiment of the present application can be the left front semi-stabilizer bar, the right front semi-stabilizer bar, the left rear semi-stabilizer bar and the right rear semi-stabilizer bar of the vehicle, and each semi-stabilizer bar can be independently controlled.

[0049] During the actual implementation process, when it is detected that the current vehicle is in a cornering driving state, at least one of the vehicle's current body roll angle, current body roll acceleration, actual vehicle speed and actual steering wheel angle can be used to obtain the corresponding torque value required to be applied to the left front semi-stabilizer bar, right front semi-stabilizer bar, left rear semi-stabilizer bar and right rear semi-stabilizer bar of the vehicle.

[0050] In the embodiment of the present application, when the current working condition is a turning condition, the target torque of each semi-stabilizer bar of the active stabilizer bar can be obtained according to at least one vehicle indicator to further suppress the body roll.

[0051] Optionally, in one embodiment of the present application, after detecting the current operating condition of the vehicle, it also includes: when the previous operating condition is a static condition, applying a preset welcome torque to one or more semi-stabilizer bars to control the vehicle body to tilt at a preset angle.

[0052] It can be understood that the stationary working condition in the embodiment of the present application can be a driving condition in which the vehicle is stationary, and the active stabilizer bar can actively apply a preset welcome torque to make the vehicle body actively tilt at a preset angle to realize the vehicle's welcome function.

[0053] It should be noted that the preset welcoming torque and the preset angle are set by those skilled in the art according to actual conditions and are not specifically limited here.

[0054] In some embodiments, when the actual vehicle speed Vx=0 and the steering wheel angle Steer_SW=0 are detected by the vehicle speed sensor, it can be determined that the vehicle is in a stationary condition, and the vehicle body is tilted by applying a torsional torque to facilitate passengers to get on the vehicle.

[0055] The embodiment of the present application can apply a preset welcome torque to one or more semi-stabilizer bars when the previous working condition is a stationary condition to control the vehicle body to tilt at a preset angle, thereby further enriching the use function of the vehicle's active stabilizer bar and improving the user's riding experience.

[0056] Optionally, in one embodiment of the present application, after detecting the current operating condition of the vehicle, it further includes: when the previous operating condition is a non-turning condition, controlling each semi-stabilizer bar to not work.

[0057] It can be understood that the no-turning condition in the embodiment of the present application may be a situation where the vehicle actually ends the turning state when driving, for example, when the vehicle is in a straight driving state, it is a no-turning condition, at which time each semi-stabilizer bar controlling the vehicle stops working.

[0058] In some embodiments, when the vehicle speed sensor detects that the actual vehicle speed Vx≠0 and the steering wheel angle Steer_SW=0, it can be determined that the car is in a straight-ahead state. At this time, the Kp, Ki, and Kd values ​​of the vehicle PID controller can be set to 0 to stop the active stabilizer bar from working.

[0059] The embodiment of the present application can control each semi-stabilizer bar to not work when the previous working condition is a non-turning condition, thereby ensuring that the vehicle can maintain a normal driving state after the turning condition ends, thereby improving the vehicle's automation management level and making vehicle control more intelligent.

[0060] Optionally, in one embodiment of the present application, the target torque of each semi-stabilizer bar of the active stabilizer bar is obtained according to at least one whole vehicle indicator, including: based on a preset stabilizer bar demand torque control strategy, the target torque of each semi-stabilizer bar of the active stabilizer bar is obtained according to at least one whole vehicle indicator, wherein the preset stabilizer bar demand torque control strategy is obtained after simulation based on an established whole vehicle model and an input interface of the stabilizer bar torque and a written stabilizer bar demand torque control strategy based on a PID controller.

[0061] It can be understood that the preset stabilizer bar demand torque control strategy in the embodiment of the present application can be achieved by writing a stabilizer bar demand torque control strategy, calculating and obtaining the torque of the left front, right front, left rear and right rear semi-stabilizer bars based on the written strategy, and performing a cornering simulation on the obtained torque. The simulation obtains the vehicle index as the output result, and then performs a torque correction based on the output result, and the cycle is repeated until the control data of the vehicle cornering simulation meets the target requirements.

[0062] For example Figure 2 As shown, it is a schematic diagram of the process of simulating the active stabilizer bar control strategy of an embodiment of the present application, in which the established vehicle dynamics model and the active stabilizer bar control strategy interact through the input and output interface, the data calculated by the control strategy is input into the joint simulation model to run the simulation to obtain the whole vehicle index, and the result logical function judgment and the result performance index judgment are performed. If the requirements are not met, the control strategy parameters are adjusted according to the output whole vehicle index, and the simulation is run again until the output simulation results that meet the requirements are output. At this time, the active stabilizer bar control strategy is the preset stabilizer bar required torque control strategy of the vehicle.

[0063] It should be noted that the preset stabilizer bar required torque control strategy is set by those skilled in the art according to actual conditions and is not specifically limited here.

[0064] In the actual execution process, the vehicle dynamics model and scenario can be established in carsim, and the input and output variables relative to simulink can be set. The scenario can be established in carsim as a curve with a radius of 120m, with straight roads connecting the two sides of the curve. The vehicle passes through the curve at a target speed of 60km / h. The control variables are set as the torque of the left front, right front, left rear, and right rear semi-stabilizer bars, which correspond to the variables MX_EXL1, MX_EXR1, MX_EXL2, and MX_EXR2 in carsim respectively. The output variables of carsim are vehicle indicators, including vehicle speed Vx, body roll angle acceleration AAx, body roll angle Roll, steering wheel angle Steer_SW, and lateral acceleration Ay.

[0065] You can establish the control strategy of the active stabilizer bar in Simulink, input the torque variables of the left front, right front, left rear, and right rear semi-stabilizer bars calculated by the control strategy in Simulink into CarSim, and receive the vehicle index output variables from CarSim. Figure 3 As shown, it is a schematic diagram of the overall framework of the control strategy of the active stabilizer bar of an embodiment of the present application. The torque of the left front, right front, left rear and right rear semi-stabilizer bars generated by the control strategy calculation is input to carsim, carsim runs a cornering simulation, and outputs the simulated vehicle operation index to simulink. The torque of the left front, right front, left rear and right rear semi-stabilizer bars is calculated and corrected through a PID controller with real-time adjustable parameters. This cycle is repeated until the control index reaches the target value, and it is considered that the control strategy at this time meets the requirements.

[0066] Specifically, the proportional, integral and differential parameters Kp, Ki and kd of the PID controller can be set as controllable variables, and the stabilizer bar demand torque control strategy can be written. Figure 4 As shown in FIG. 1 , it is a schematic diagram of a variable parameter implementation method of a PID controller of an embodiment of the present application. The Kp / Ki / kd parameters in the PID controller can be changed in real time, that is, the PID control parameters are set to be introduced externally, and a one-dimensional table is used for lookup. The values ​​in the table can be changed over time as variables, and different Kp, Ki, and kd values ​​can be used as needed at each time step. For example, Kp can be set as a variable P, and a control script for P can be written in matlab to continuously adjust the values ​​of Kp and Ki so that the vehicle body roll angle acceleration AAx is within the target 0.05rad / s 2 Within.

[0067] Then, after the PID controller is set up, run the simulation process to see if the simulation results meet the control objectives and compare them with the passive suspension. Figure 5 FIG. 1 is a schematic diagram showing a comparison of an active stabilizer bar control effect diagram and a roll angle acceleration curve according to an embodiment of the present application. Figure 6 This is a comparative diagram of the active stabilizer bar control effect diagram - roll angle curve of an embodiment of the present application, wherein the solid black line is the simulation result obtained in the above steps, the dashed line is the simulation result of the ordinary PID control, and the dotted line is the simulation result of the passive stabilizer bar. It can be seen that the body roll angle acceleration and roll angle obtained in the above steps are significantly better than the body roll angle acceleration and roll angle under the traditional PID control and passive stabilizer bar.

[0068] The embodiment of the present application can obtain a preset stabilizer bar demand torque control strategy based on iterative simulation of the whole vehicle model, and then obtain the target torque of each half-stabilizer bar of the active stabilizer bar according to at least one whole vehicle indicator, thereby further satisfying the operating basis of active stabilizer bar control optimization, improving the restorability of the real vehicle scenario simulation process, and enhancing accuracy and practicality.

[0069] In step S103, proportional-integral-differential PID closed-loop control is performed on each semi-stabilizer bar according to the target torque and the actual torque of each semi-stabilizer bar to obtain the correction torque of each semi-stabilizer bar until the actual torque reaches the target torque to suppress the body roll.

[0070] It can be understood that the proportional-integral-differential parameters of the PID closed-loop control in the embodiment of the present application can be the three parameters Kp / Ki / kd in the PID controller, which can be adjusted in real time at the same time to control the actual torque calculated by the vehicle index to reach the target torque.

[0071] In particular, the above-mentioned active stabilizer bar control can be applied to vehicle cornering conditions, as well as driving conditions such as vehicle serpentine conditions and moose test conditions to suppress body roll.

[0072] The embodiment of the present application can perform proportional-integral-differential PID closed-loop control on each semi-stabilizer bar according to the target torque and the actual torque of each semi-stabilizer bar, and obtain the corrected torque of each semi-stabilizer bar until the actual torque reaches the target torque, thereby suppressing the body roll, improving driving stability and user experience, and making the vehicle more interactive and intelligent.

[0073] According to the control method of the vehicle active stabilizer bar proposed in the embodiment of the present application, the current working condition of the vehicle can be detected while collecting at least one vehicle index of the vehicle. When the current working condition is a turning condition, the target torque of each semi-stabilizer bar of the active stabilizer bar is obtained according to at least one vehicle index, and each semi-stabilizer bar is subjected to proportional-integral-differential PID closed-loop control according to the target torque and the actual torque of each semi-stabilizer bar to obtain the correction torque of each semi-stabilizer bar until the actual torque reaches the target torque, so as to realize the control of the active stabilizer bar, enhance the accuracy and real-time performance of the torque calculation, effectively ensure the reliability of the control and the user experience, improve the suppression effect of the body roll, and improve the driving experience. Therefore, the problem that the PID control parameters in the related art adopt a fixed mode and cannot realize the real-time adjustment of the controller parameters, so that the timeliness of the torque calculation result is insufficient and the accuracy is reduced, thereby affecting the stability and comfort of the vehicle driving and affecting the user experience, etc.

[0074] Next, a control device for an active stabilizer bar of a vehicle proposed in accordance with an embodiment of the present application will be described with reference to the accompanying drawings.

[0075] Figure 7 It is a schematic structural diagram of a control device for an active stabilizer bar of a vehicle according to an embodiment of the present application.

[0076] like Figure 7As shown, the control device 10 of the vehicle active stabilizer bar includes: a collection module 100 , an acquisition module 200 and a control module 300 .

[0077] The acquisition module 100 is used to collect at least one vehicle indicator of the vehicle and detect the current working condition of the vehicle.

[0078] The acquisition module 200 is used to obtain the target torque of each semi-stabilizer bar of the active stabilizer bar according to at least one vehicle indicator when the current working condition is a turning condition.

[0079] The control module 300 is used to perform proportional-integral-differential PID closed-loop control on each semi-stabilizer bar according to the target torque and the actual torque of each semi-stabilizer bar to obtain the correction torque of each semi-stabilizer bar until the actual torque reaches the target torque to suppress the body roll.

[0080] Optionally, in one embodiment of the present application, at least one vehicle index includes at least one of the vehicle's current body roll angle, current body roll acceleration, actual vehicle speed, and actual steering wheel angle.

[0081] Optionally, in one embodiment of the present application, the device 10 further includes: a welcoming module.

[0082] Among them, the welcome module is used to apply a preset welcome torque to one or more semi-stabilizer bars after detecting the current working condition of the vehicle, if the previous working condition is a static condition, so as to control the vehicle body to tilt at a preset angle.

[0083] Optionally, in one embodiment of the present application, the device 10 further includes: a stop module.

[0084] Among them, the stop module, after detecting the current working condition of the vehicle, is used to control each semi-stabilizer bar to stop working when the previous working condition is a non-turning working condition.

[0085] Optionally, in one embodiment of the present application, the acquisition module 200 includes: a simulation unit.

[0086] Among them, the simulation unit is used to obtain the target torque of each semi-stabilizer bar of the active stabilizer bar according to at least one vehicle indicator based on a preset stabilizer bar demand torque control strategy, wherein the preset stabilizer bar demand torque control strategy is obtained after simulation based on an established vehicle model and an input interface of the stabilizer bar torque and a written stabilizer bar demand torque control strategy based on a PID controller.

[0087] It should be noted that the above explanation of the embodiment of the control method of the vehicle active stabilizer bar is also applicable to the control device of the vehicle active stabilizer bar of this embodiment, which will not be repeated here.

[0088] According to the control device of the vehicle active stabilizer bar proposed in the embodiment of the present application, the current working condition of the vehicle can be detected while collecting at least one vehicle index of the vehicle. When the current working condition is a turning condition, the target torque of each semi-stabilizer bar of the active stabilizer bar is obtained according to at least one vehicle index, and each semi-stabilizer bar is subjected to proportional-integral-differential PID closed-loop control according to the target torque and the actual torque of each semi-stabilizer bar to obtain the correction torque of each semi-stabilizer bar until the actual torque reaches the target torque, so as to realize the control of the active stabilizer bar, enhance the accuracy and real-time performance of the torque calculation, effectively ensure the reliability of the control and the user experience, improve the suppression effect of the body roll, and improve the driving experience. Therefore, the problem that the PID control parameters in the related art adopt a fixed mode and cannot realize the real-time adjustment of the controller parameters, so that the timeliness of the torque calculation result is insufficient and the accuracy is reduced, thereby affecting the stability and comfort of the vehicle driving and affecting the user experience, etc.

[0089] Figure 8 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application. The vehicle may include:

[0090] A memory 801 , a processor 802 , and a computer program stored in the memory 801 and executable on the processor 802 .

[0091] When the processor 802 executes the program, the control method of the vehicle active stabilizer bar provided in the above embodiment is implemented.

[0092] Furthermore, the vehicle also includes:

[0093] The communication interface 803 is used for communication between the memory 801 and the processor 802 .

[0094] The memory 801 is used to store computer programs that can be executed on the processor 802 .

[0095] The memory 801 may include a high-speed RAM memory, and may also include a non-volatile memory (non-volatile memory), such as at least one disk memory.

[0096] If the memory 801, the processor 802 and the communication interface 803 are implemented independently, the communication interface 803, the memory 801 and the processor 802 can be connected to each other through a bus and communicate with each other. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component (PCI) bus or an Extended Industry Standard Architecture (EISA) bus. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 8 Only one thick line is used in the diagram, but this does not mean that there is only one bus or only one type of bus.

[0097] Optionally, in a specific implementation, if the memory 801, the processor 802 and the communication interface 803 are integrated on a chip, the memory 801, the processor 802 and the communication interface 803 can communicate with each other through an internal interface.

[0098] The processor 802 may be a central processing unit (CPU), or an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present application.

[0099] This embodiment also provides a computer-readable storage medium on which a computer program is stored. When the program is executed by a processor, the above-mentioned control method of the active stabilizer bar of the vehicle is implemented.

[0100] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or N embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0101] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0102] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, fragment or portion of code comprising one or N executable instructions for implementing the steps of a custom logical function or process, and the scope of the preferred embodiments of the present application includes alternative implementations in which functions may not be performed in the order shown or discussed, including performing functions in a substantially simultaneous manner or in reverse order depending on the functions involved, which should be understood by technicians in the technical field to which the embodiments of the present application belong.

[0103] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as an ordered list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by an instruction execution system, device or apparatus (such as a computer-based system, a system including a processor, or other system that can fetch instructions from an instruction execution system, device or apparatus and execute instructions), or in combination with these instruction execution systems, devices or apparatuses. For the purpose of this specification, "computer-readable medium" can be any device that can contain, store, communicate, propagate or transmit a program for use by an instruction execution system, device or apparatus, or in combination with these instruction execution systems, devices or apparatuses. More specific examples of computer-readable media (a non-exhaustive list) include the following: an electrical connection with one or N wirings (electronic devices), a portable computer disk box (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), a fiber optic device, and a portable compact disk read-only memory (CDROM). In addition, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically by optically scanning the paper or other medium and then editing, interpreting or processing in other suitable ways as necessary and then storing it in a computer memory.

[0104] It should be understood that the various parts of the present application can be implemented by hardware, software, firmware or a combination thereof. In the above-mentioned embodiment, the N steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, it can be implemented by any one of the following technologies known in the art or their combination: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0105] A person skilled in the art may understand that all or part of the steps in the method for implementing the above-mentioned embodiment may be completed by instructing related hardware through a program, and the program may be stored in a computer-readable storage medium, which, when executed, includes one or a combination of the steps of the method embodiment.

[0106] In addition, each functional unit in each embodiment of the present application may be integrated into a processing module, or each unit may exist physically separately, or two or more units may be integrated into one module. The above-mentioned integrated module may be implemented in the form of hardware or in the form of a software functional module. If the integrated module is implemented in the form of a software functional module and sold or used as an independent product, it may also be stored in a computer-readable storage medium.

[0107] The storage medium mentioned above may be a read-only memory, a magnetic disk or an optical disk, etc. Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limiting the present application. A person of ordinary skill in the art may change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A control method for an active stabilizer bar of a vehicle, characterized in that: The following steps are involved: While collecting at least one vehicle index of the vehicle, detecting the current working condition of the vehicle; When the current working condition is a turning condition, obtaining a target torque of each semi-stabilizer bar of the active stabilizer bar according to the at least one whole vehicle index; as well as Proportional-integral-differential PID closed-loop control is performed on each semi-stabilizer bar according to the target torque and the actual torque of each semi-stabilizer bar to obtain a correction torque of each semi-stabilizer bar until the actual torque reaches the target torque to suppress the body roll.

2. The method according to claim 1, characterized in that The at least one whole vehicle index includes at least one of a current body roll angle, a current body roll acceleration, an actual vehicle speed, and an actual steering wheel angle of the vehicle.

3. The method according to claim 1, characterized in that After detecting the current working condition of the vehicle, the method further includes: When the previous working condition is a stationary working condition, a preset welcoming torque is applied to one or more semi-stabilizer bars to control the body of the vehicle to roll at a preset angle.

4. The method according to claim 1, characterized in that: After detecting the current working condition of the vehicle, the method further includes: When the previous working condition is a non-turning working condition, each of the semi-stabilizer bars is controlled not to work.

5. The method according to claim 1, characterized in that The step of obtaining the target torque of each semi-stabilizer bar of the active stabilizer bar according to the at least one vehicle indicator comprises: Based on a preset stabilizer bar demand torque control strategy, the target torque of each semi-stabilizer bar of the active stabilizer bar is obtained according to the at least one whole vehicle indicator, wherein the preset stabilizer bar demand torque control strategy is obtained after simulation based on an established whole vehicle model and an input interface of the stabilizer bar torque and a written stabilizer bar demand torque control strategy based on a PID controller.

6. A control device for an active stabilizer bar of a vehicle, characterized in that: include: A detection block, used to collect at least one vehicle index of the vehicle and detect the current working condition of the vehicle; a calculation module, configured to obtain a target torque of each semi-stabilizer bar of the active stabilizer bar according to the at least one vehicle indicator when the current working condition is a turning condition; as well as A control module is used to perform proportional-integral-differential PID closed-loop control on each semi-stabilizer bar according to the target torque and the actual torque of each semi-stabilizer bar to obtain a correction torque of each semi-stabilizer bar until the actual torque reaches the target torque to suppress the body roll.

7. The device according to claim 6, characterized in that The at least one whole vehicle index includes at least one of a current body roll angle, a current body roll acceleration, an actual vehicle speed, and an actual steering wheel angle of the vehicle.

8. The device according to claim 6, characterized in that The acquisition module comprises: A simulation unit is used to obtain the target torque of each semi-stabilizer bar of the active stabilizer bar according to the at least one whole vehicle indicator based on a preset stabilizer bar demand torque control strategy, wherein the preset stabilizer bar demand torque control strategy is obtained through simulation based on an established whole vehicle model and an input interface of the stabilizer bar torque and a written stabilizer bar demand torque control strategy based on a PID controller.

9. A vehicle, characterized in that: include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the method for controlling an active stabilizer bar of a vehicle as claimed in any one of claims 1 to 5.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: The program is executed by a processor to implement the control method of the vehicle active stabilizer bar as described in any one of claims 1 to 5.

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