Control method of vehicle stabilizer bar

Abstract

The invention discloses a control method of a vehicle stabilizer bar, and relates to the field of vehicle engineering. The control method comprises the steps that pre-judged road surface parameters of a front road surface are obtained, and a pre-judged gear of the stabilizer bar is obtained; comparing the pre-judged gear with the current gear of the stabilizer bar; and after the vehicle advances to meet the set condition, the gear of the stabilizer bar is adjusted according to the comparison result of the pre-judged gear and the current gear. According to the control method of the vehicle stabilizer bar, it is guaranteed that the stabilizer bar can be automatically adjusted to the proper gear when the vehicle runs linearly on different road surfaces, so that the stabilizing effect degrees of the stabilizer bar under different road conditions are different, more detailed control over the road conditions is achieved, and the comfort performance and the control performance of the whole vehicle are considered under the different road surfaces. Therefore, the requirements of passengers on stable and smooth operation of the vehicle in multiple driving scenes can be met.

Description

Technical Field

[0001] The invention belongs to the field of vehicle engineering, and in particular relates to a control method for a vehicle stabilizer bar. Background Art

[0002] The stabilizer bar on the vehicle is used to increase the roll angle stiffness of the suspension and reduce the risk of vehicle rollover. The stiffness of ordinary stabilizer bars is fixed, which makes the vehicle ride experience average.

[0003] The prior art discloses some solutions for adjusting the stiffness of the stabilizer bar according to the road turning conditions, but these solutions are ineffective when the vehicle is traveling in a straight line. Therefore, how to adjust the stabilizer bar to a suitable gear position when the vehicle is traveling in a straight line is a vacancy that needs to be filled. Summary of the invention

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention provides a control method for a vehicle stabilizer bar, so that the stabilizer bar can also be adjusted to a suitable gear position when the vehicle is driving, for example, when driving in a straight line.

[0005] A method for controlling a vehicle stabilizer bar according to an embodiment of the present invention includes:

[0006] Acquiring predicted road surface parameters of the road ahead to obtain the predicted gear position of the stabilizer bar;

[0007] comparing the predicted gear position with the current gear position of the stabilizer bar;

[0008] After the vehicle travels to meet a set condition, the gear position of the stabilizer bar is adjusted according to a comparison result between the predicted gear position and the current gear position.

[0009] The control method of the vehicle stabilizer bar according to the embodiment of the present invention ensures that the stabilizing effect of the stabilizer bar is different when driving in a straight line on different road surfaces, realizes more detailed control according to road conditions, and realizes the balance between the comfort performance and handling performance of the whole vehicle on different road surfaces, so as to meet the passengers' demand for stable and smooth vehicle handling in various scenarios.

[0010] In some embodiments, the step of moving the vehicle until a set condition is satisfied includes:

[0011] Acquire the current distance between the front road and the vehicle;

[0012] Obtaining the current speed of the vehicle;

[0013] Obtaining a predicted time according to the current distance and the current vehicle speed;

[0014] When the travel time of the vehicle reaches the predicted time, the set condition is met.

[0015] In some embodiments, the step of acquiring the predicted road surface parameters of the road ahead and obtaining the predicted gear position of the stabilizer bar includes:

[0016] Collecting an image of the road ahead, and obtaining the predicted road surface parameters by image processing, wherein the predicted road surface parameters include a mean square error of a vertical height of the road ahead;

[0017] The predicted gear position of the stabilizer bar is obtained according to a mean square error range within which the mean square error of the vertical height of the road ahead lies.

[0018] In some embodiments, the current gear position of the stabilizer bar is obtained according to current road surface parameters of the current road surface; the current road surface parameters are obtained by detecting a vehicle condition sensor on the vehicle.

[0019] Specifically, the vehicle condition sensor includes: height sensors located on both sides of the suspension of the vehicle, and the current road surface parameter includes the mean square deviation of the road surface height calculated from the heights measured by the height sensors on both sides; or, the vehicle condition sensor includes: tire pressure sensors on both sides of the vehicle, and the current road surface parameter includes the mean square deviation of the tire pressure obtained from the tire pressures on both sides.

[0020] In some embodiments, adjusting the gear position of the stabilizer bar according to the comparison result between the predicted gear position and the current gear position includes:

[0021] When the current gear position is higher than the predicted gear position, the gear position of the stabilizer bar is adjusted to the predicted gear position.

[0022] When the current gear position is lower than the predicted gear position and after the vehicle meets the set condition, the verified gear position of the stabilizer bar is obtained by review, and the gear position of the stabilizer bar is adjusted according to the reviewed gear position and the predicted gear position.

[0023] Specifically, the reviewing to obtain a reviewed gear position of the stabilizer bar, and adjusting the gear position of the stabilizer bar according to the reviewed gear position and the predicted gear position, includes:

[0024] By using the height sensors on both sides of the suspension of the vehicle, the mean square error of the road surface height calculated from the heights measured by the height sensors on both sides is obtained to obtain the recheck gear position;

[0025] When the predicted gear position is the same as the verified gear position, adjusting the gear position of the stabilizer bar to the predicted gear position;

[0026] When the predicted gear position is different from the verified gear position, the verified gear position of the stabilizer bar is verified again after a set time interval, and the gear position of the stabilizer bar is adjusted according to the verified gear position and the predicted gear position.

[0027] In some embodiments, the lateral acceleration of the vehicle is maintained within a set range to keep the vehicle moving in a straight line.

[0028] In some embodiments, the stabilizer bar includes: a stabilizer bar assembly, the stabilizer bar assembly includes a first rod body and a second rod body; a coupling assembly, the coupling assembly is arranged between the first rod body and the second rod body, and includes: a first coupling body, the first coupling body includes a first rotating body and a first gear ring, the first rotating body is connected to the first rod body, the first gear ring surrounds the first rotating body and is movable in the axial direction; a second coupling body, the second coupling body includes a second rotating body and a second gear ring, the second rotating body is connected to the second rod body, the second rotating body is coaxially rotatably connected to the first rotating body, and the second gear ring is arranged around the second rotating body; a shell, the shell at least surrounds the first gear ring and the second gear ring. On the outside of the two gear rings, inside the housing, a first control liquid chamber is formed on the side of the first gear ring away from the second gear ring, and a second control liquid chamber is formed between the first gear ring and the second gear ring; a hydraulic drive device, the hydraulic drive device has a first connecting end and a second connecting end, the first connecting end is connected to the first control liquid chamber, and the second connecting end is connected to the second control liquid chamber, so as to drive the first gear ring to move between a meshing state and a disengaged state through a hydraulic difference, in which the first gear ring is meshed with the second gear ring, and in which the first gear ring is disengaged from the second gear ring; when the stabilizer bar is in different gear positions, the axial overlap amount of the first gear ring and the second gear ring is different.

[0029] In some specific embodiments, one of the first rotating body and the second rotating body is a matching cylinder and the other is a matching column, a matching cavity is formed in the matching cylinder and one axial end is a matching opening, and the matching column is assembled in the matching cavity through the matching opening;

[0030] A liquid flow channel is formed between the inner wall of the mating cylinder and the outer wall of the mating column. The first connecting end is connected to the first control liquid chamber through the liquid flow channel. When the rotation angle difference between the mating cylinder and the mating column is zero, the passage from the liquid flow channel to the first control liquid chamber is disconnected. When the rotation angle difference between the mating cylinder and the mating column reaches a set angle range, the passage from the liquid flow channel to the first control liquid chamber is connected.

[0031] Specifically, the axial overlap amount between the first gear ring and the second gear ring when the stabilizer bar is in a high gear position is greater than the axial overlap amount between the first gear ring and the second gear ring when the stabilizer bar is in a low gear position.

[0032] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0034] Figure 1 A schematic structural diagram of a stabilizer bar according to an embodiment of the present invention;

[0035] Figure 2 It is a structural schematic diagram of a coupling assembly of a stabilizer bar according to an embodiment of the present invention;

[0036] Figure 3 This is a schematic structural diagram of the first gear ring and the second gear ring when meshing (housing is hidden) according to an embodiment of the present invention;

[0037] Figure 4 is a schematic structural diagram of a first coupling body according to an embodiment of the present invention;

[0038] Figure 5 A distribution diagram of multiple liquid flow channels in a first coupling body (hiding the first gear ring) of an embodiment of the present invention;

[0039] Figure 6 is a schematic structural diagram of a second coupling body according to an embodiment of the present invention;

[0040] Figure 7 It is a schematic diagram of the cooperation between the cooperation cylinder and the cooperation column (when the rotation angle difference is zero) according to an embodiment of the present invention;

[0041] Figure 8 It is a schematic diagram of the cooperation between the cooperation cylinder and the cooperation column (when there is a first turning angle between them) according to an embodiment of the present invention;

[0042] Fig. 9 It is a schematic diagram of the cooperation between the cooperation cylinder and the cooperation column (when there is a second turning angle between them) according to an embodiment of the present invention;

[0043] Fig.10 It is a schematic diagram of the exploded structure of the coupling assembly in some embodiments of the present invention;

[0044] Fig.11 It is an exploded schematic diagram of the first coupling body and the first gear ring in some embodiments of the present invention;

[0045] Fig.12 A flow chart of a method for controlling a vehicle stabilizer bar according to the present invention;

[0046] Fig.13 is a control flow chart of a stabilizer bar in some specific embodiments of the present invention;

[0047] Fig.14 is a schematic diagram of a vehicle in some embodiments of the present invention;

[0048] Fig.15 1 is a comparison diagram of the engagement degree of the stabilizer bar at different gear positions in some embodiments of the present invention.

[0049] Reference numerals:

[0050] Stabilizer bar 100,

[0051] Stabilizer bar assembly 10, first rod body 101, second rod body 102,

[0052] Coupling component 20,

[0053] The first coupling body 21, the first rotating body 210, the matching cylinder 211, the matching opening 2111, the matching cavity 2112, the groove 2113, the spacer 2114, the cylinder bottom wall 2115, the first gear ring 212, the first meshing teeth 2121,

[0054] The second coupling body 24, the second rotating body 240, the matching column 241, the protrusion 2411, the partition groove 2412, the second gear ring 242, the guide structure 25, the guide rib 251, the guide groove 252,

[0055] Housing 22, elastic member 23, second control liquid chamber 26, first control liquid chamber 27,

[0056] Liquid flow channel 28 , high pressure channel 281 , low pressure channel 282 , first regulating channel 283 , second regulating channel 284 .

[0057] The hydraulic drive device 30, the first connection end 301, the second connection end 302, the infusion tube 31, the hydraulic pump 33, the hydraulic box 34, the detection device 40, the vehicle condition sensor 41, the vehicle camera 42, the road camera 43,

[0058] A hydraulically controlled one-way valve 50 , a first input port 51 , a second input port 52 , and a high-pressure output port 53 . DETAILED DESCRIPTION

[0059] Embodiments of the present invention are described in detail below, examples of which 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 only used to explain the present invention, and cannot be understood as limiting the present invention.

[0060] In the description of the present invention, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", "clockwise", "counterclockwise", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore cannot be understood as a limitation on the present invention. In addition, features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, unless otherwise specified, "multiple" means two or more.

[0061] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected" and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0062] The following describes a method for controlling the vehicle stabilizer bar 100 according to an embodiment of the present invention with reference to the accompanying drawings.

[0063] According to the control method of the vehicle stabilizer bar 100 of the embodiment of the present invention, refer to Fig.12 and Fig.14 ,include:

[0064] S1: Acquire predicted road parameters of the road ahead and obtain the predicted gear position of the stabilizer bar 100;

[0065] S3: comparing the predicted gear position with the current gear position of the stabilizer bar 100;

[0066] S5: After the vehicle moves to meet the set conditions, the gear position of the stabilizer bar 100 is adjusted according to the comparison result between the predicted gear position and the current gear position.

[0067] That is, when the vehicle is traveling on the current road surface, the stabilizer bar 100 is in a gear position to adapt to the current road surface parameters of the current road surface. The gear position of the stabilizer bar 100 on the current road surface is called the current gear position.

[0068] There is a road ahead in front of the current road, and the condition of the road ahead may be the same as or different from the condition of the current road. Therefore, when the vehicle is traveling on the current road, the road ahead condition can be obtained in advance in a certain way to obtain the road ahead parameters. The gear that the stabilizer bar 100 should select under the predicted road parameters is the predicted gear. Then, after the set conditions are met, the gear of the stabilizer bar 100 is adjusted so that the stabilizer bar 100 can remain in the predicted gear when the vehicle travels on the road ahead, so that the gear of the stabilizer bar 100 is adapted to the road ahead parameters of the road ahead. Such a setting is equivalent to pre-judging the gear adjustment of the stabilizer bar 100 in advance and leaving time for adjustment, which is conducive to more accurate gear selection of the stabilizer bar 100 when the vehicle travels on different roads.

[0069] It should be noted that when the vehicle is driving normally on the road, even when driving in a straight line, the excitation of the left and right wheels contacting the road surface is inconsistent, resulting in the wheel hop of the left and right wheels affecting each other, reducing the comfort of the whole vehicle. Taking the vehicle driving in a straight line as an example, the stabilizer bar needs to be ensured not to play a role when the vehicle is driving in a straight line, and the stabilizer bar disconnects the mutual influence of the left and right wheels. When the vehicle is driving in a straight line on different roads, there is a large difference in the vertical displacement change of the wheels on one side. Therefore, it is hoped that no matter what kind of road the vehicle is driving in a straight line on, it is hoped that the left and right wheels of the vehicle will not interfere with each other, that is, the stabilizer bar will not work. However, when the vehicle turns while moving, in order to ensure the stability of the vehicle and the coordination of the body posture, it is hoped that the stabilizer bar will take effect immediately, increase the roll stiffness of the whole vehicle and the proportion of the front axle roll stiffness, so as to ensure that the vehicle has a smaller roll angle during the turning process and ensure the vehicle's steering ability.

[0070] Since the amount of wheel bounce varies significantly on different road conditions, the vehicle needs to ensure that the stabilizer bar does not work when the vehicle is driving straight, and that the stabilizer bar can engage and function in time when the vehicle is turning on different road conditions.

[0071] In other words, in the present application, the stabilizer bar 100 has a plurality of gears, and in different gears, the engagement degree of the stabilizer bar 100 is different, and the stabilizing effect degree of the stabilizer bar 100 is different. For example, the stabilizer bar 100 has a fully engaged gear, an intermediate gear, and a fully separated gear. In the fully engaged gear, the stabilizing effect of the stabilizer bar 100 on the left and right wheels reaches 100%, and in the fully separated gear, the stabilizing effect of the stabilizer bar 100 on the left and right wheels reaches 0%. The intermediate gear can be one or more, and in the intermediate gear, the stabilizing effect of the stabilizer bar 100 on the left and right wheels is between 0% and 100%.

[0072] When the vehicle is traveling in a straight line, when traveling on a smooth road, the wheel jump of the left and right wheels of the vehicle is small. At this time, adjusting the stabilizer bar 100 to the fully engaged gear position will not affect the comfort of the vehicle. At this time, if the vehicle makes a sharp turn, since the stabilizer bar 100 is in the fully engaged gear position, the stabilizer bar 100 takes effect immediately, and the roll stiffness of the whole vehicle and the roll stiffness ratio of the front axle can be immediately increased.

[0073] When the vehicle is traveling in a straight line, when traveling on a damaged road surface, the wheel jump of the left and right wheels of the vehicle is large. At this time, the stabilizer bar 100 is adjusted to the fully separated gear, and the stabilizing effect of the stabilizer bar 100 on the left and right wheels reaches 0%, and the left and right wheels do not affect each other, thereby ensuring the comfort of the vehicle. It is understandable that the vehicle usually travels at a slow speed on a damaged road surface. Therefore, even if the vehicle turns sharply, due to the slow speed, the driver or the vehicle controller has a certain amount of time to adjust the state of the stabilizer bar 100, and the roll stiffness of the whole vehicle and the proportion of the front axle roll stiffness can be increased after the adjustment.

[0074] That is to say, on a smooth road, since the vehicle speed is usually faster and the road surface is smoother, the left and right wheel jumps are smaller during the vehicle driving. Therefore, the stabilizer bar 100 can be set to a fully engaged gear position at this time, so that the stabilizer bar 100 can take effect immediately when the vehicle turns without affecting the comfort of the vehicle. On a damaged road, since the vehicle speed is usually slower and the road surface is bumpy, the left and right wheel jumps are larger during the vehicle driving. Therefore, the stabilizer bar 100 can be set to a fully separated gear position at this time, so that the left and right wheels of the vehicle can maintain the comfort of the vehicle when driving in a straight line without affecting each other. The slower speed allows the vehicle to have a certain reaction time when turning, so that the stabilizer bar 100 can be returned to the fully engaged gear position. When the road surface is between the smooth road surface and the damaged road surface, the stabilizer bar 100 can be set to an intermediate gear position to balance the comfort of straight-line driving and the timeliness of steering adjustment.

[0075] The stabilizer bar 100 is arranged in this way to ensure that when the vehicle is driving straight on different roads, the stabilizer bar 100 has different stabilizing effects, so as to achieve more detailed control according to road conditions and take into account the comfort and handling performance of the vehicle on different roads, so as to meet the passengers' requirements for stable and smooth vehicle handling in various scenarios.

[0076] The above solution is only an example. In the solution of the present application, the number of gear positions of the stabilizer bar 100 is at least two, and the specific number is not limited. For the convenience of description, the following description is based on the example that the gear positions of the stabilizer bar 100 include a fully engaged gear position, an intermediate gear position, and a fully disengaged gear position. Fig.15 The coupling components 20 of the stabilizer bar 100 have different degrees of engagement. Fig.15 (a) shows the fully engaged gear position, (b) shows the intermediate gear position, and (c) shows the fully disengaged gear position.

[0077] Since the gear position of the stabilizer bar 100 needs to be adjusted according to the road parameters of different road surfaces, how to adjust it accurately and flexibly becomes another key of the present application.

[0078] According to the control method of the vehicle stabilizer bar of the embodiment of the present invention, by obtaining the predicted road parameters of the road ahead in advance, it is possible to obtain in advance whether the road ahead is smooth or damaged, thereby pre-judging the appropriate gear position of the stabilizer bar 100. In this way, when the vehicle is on the road ahead, the stabilizer bar 100 has a certain amount of time to select the appropriate gear position, reducing the probability of misjudgment of the gear position of the stabilizer bar 100. This helps to balance the comfort of vehicle driving and the timeliness of the stabilizer bar 100 being able to adjust when the vehicle is turning.

[0079] It should be noted that in the present application, the road surface parameter refers to the degree of road bumps, or the degree of road undulation or road smoothness. It can be a bumpiness parameter obtained from the physical parameters of the road surface itself, or a bumpiness parameter fed back by other vehicles.

[0080] The bumpiness parameters of the road surface itself, such as Fig.14 As shown, it can be measured directly by the vehicle (such as the vehicle-mounted camera 42) or by an external device (such as the road camera 43). When the camera collects the road surface data in front, the time history data can be converted into the road surface distance dimension through the RoadProfile algorithm software, and then the data is calculated and processed. It can be understood that the method of obtaining the road surface bump degree parameter through image processing is a prior art and will not be described here.

[0081] The bumpiness parameters fed back by other vehicles can be fed back to the big data after other vehicles drive on the road, forming a road parameter database for each road. When the vehicle is driving, the big data calls out the road ahead of the vehicle according to the vehicle's driving path, and then calls out the bumpiness parameters of other vehicles on the road ahead as the predicted road parameters of the vehicle.

[0082] In some specific examples, the bumpiness parameter obtained from the physical parameters of the road surface itself may be the height difference between two points at set intervals on the road surface, or the mean square deviation of the heights of multiple points at set intervals on the road surface, etc.

[0083] In other specific examples, the bumpiness parameter fed back by other vehicles may be the mean square deviation of the road surface height calculated by the heights measured by the height sensors on the left and right sides of other vehicles, or may be the mean square deviation of the tire pressures obtained by the tire pressures on the left and right sides of other vehicles, etc.

[0084] Of course, the road surface parameters may also be other parameters in the prior art that reflect the degree of road surface bumpiness, which are not limited here.

[0085] In some embodiments, when the vehicle travels to meet a set condition, the condition includes:

[0086] Get the current distance between the front road and the vehicle;

[0087] Get the current speed of the vehicle;

[0088] Get the predicted time based on the current distance and current vehicle speed;

[0089] When the vehicle's travel time reaches the predicted time, the set conditions are met.

[0090] That is to say, when obtaining the predicted gear position, the time it takes for the vehicle to reach the road ahead from the current road surface must also be calculated, and this time is the predicted time. When the vehicle has traveled at the current speed for the predicted time, it indicates that the vehicle has reached the road ahead, and at this time the current gear position of the stabilizer bar 100 can be adjusted to the predicted gear position. In this way, the gear position is adjusted to match the gear shifting timing with the road surface change.

[0091] Of course, the setting conditions in the present application are not limited to this. For example, the gear position can be adjusted to the predicted gear position a certain time in advance when the vehicle reaches the road ahead. This early adjustment allows a certain error tolerance modification time. Alternatively, the gear position can be adjusted to the predicted gear position a certain time after the vehicle reaches the road ahead.

[0092] In the present application, the detection work can be completed by the detection device 40, which can include a vehicle condition sensor 41, a vehicle camera 42, etc., or an external detection device, such as a road camera 43, etc. The vehicle condition sensor 41 includes a vehicle height sensor, an acceleration sensor, a roll sensor, etc., a tire pressure sensor, etc.

[0093] In some embodiments, obtaining the predicted road surface parameters of the road ahead and obtaining the predicted gear position of the stabilizer bar 100 includes:

[0094] Collect an image of the road ahead and obtain predicted road parameters through image processing, where the predicted road parameters include the mean square error of the vertical height of the road ahead;

[0095] The predicted gear position of the stabilizer bar 100 is obtained according to the mean square error range of the mean square error of the vertical height of the road ahead.

[0096] The images here can be collected by the vehicle-mounted camera 42 and the road camera 43. Considering that the degree of road bumps will change in different weather and at different time periods, and even different vehicles passing the road will change the degree of road bumps, the road surface parameters ahead obtained by the vehicle-mounted camera 42 are more real-time and accurate. In addition, it is only necessary to collect the road surface parameters of the vehicle itself, and it is not necessary to collect all road surface parameters. The amount of data calculation is relatively small, and the calculation result is more accurate. In some embodiments, the current gear position of the stabilizer bar 100 is obtained based on the current road surface parameters of the current road surface;

[0097] The current road surface parameters are detected and obtained by the vehicle condition sensor 41 on the vehicle.

[0098] This solution complements two aspects. On the one hand, when the vehicle is just started, the current road surface is not measured and predicted in advance. At this time, the vehicle condition sensor 41 detects and obtains the current road surface parameters, so that the stabilizer bar 100 is adjusted to a suitable gear position. In this way, the vehicle can also obtain a suitable stable gear position during the starting stage.

[0099] On the other hand, when the vehicle drives onto the road ahead, the road ahead becomes the current road. Although the stabilizer bar 100 has been adjusted to the pre-judgment gear position, after driving onto the current road, the vehicle condition sensor 41 detects the degree of bumpiness of the vehicle again and can adjust the gear position according to the degree of bumpiness. This is equivalent to checking and adjusting the pre-judgment gear position.

[0100] In some specific embodiments, the vehicle condition sensor 41 includes: height sensors located on both sides of the vehicle's suspension, and the current road surface parameter includes the mean square error of the road surface height calculated from the heights measured by the height sensors on both sides. In other specific embodiments, the vehicle condition sensor 41 includes: tire pressures on both sides of the vehicle, and the current road surface parameter includes the mean square error of the tire pressures obtained from the tire pressures on both sides. In other words, the degree of road bumps is fed back through the conditions on the left and right sides of the vehicle, and the real-time performance is relatively strong.

[0101] Of course, the present application may not be limited to this. For example, a single-sided height sensor or a single-sided tire pressure sensor may be used to obtain the mean square error of data at equal time intervals, and the degree of road bumps may also be fed back.

[0102] In some embodiments, adjusting the gear position of the stabilizer bar 100 according to the comparison result between the predicted gear position and the current gear position includes:

[0103] When the current gear position is higher than the predicted gear position, the gear position of the stabilizer bar 100 is adjusted to the predicted gear position.

[0104] When the current gear position is lower than the predicted gear position and after the vehicle meets the set conditions, the verified gear position of the stabilizer bar 100 is verified, and the gear position of the stabilizer bar 100 is adjusted according to the verified gear position and the predicted gear position.

[0105] That is to say, when the gear position of the stabilizer bar 100 is adjusted from a high gear position to a low gear position, after the vehicle meets the set conditions, the stabilizer bar 100 is directly adjusted to the pre-judged gear position. When the gear position of the stabilizer bar 100 is adjusted from a low gear position to a high gear position, after the vehicle meets the set conditions, a review is required. After the review is true, the stabilizer bar 100 is adjusted to the pre-judged gear position.

[0106] It can be understood that the high gear refers to a gear where the stabilizer bar 100 has a high degree of stability for the left and right wheels. The low gear refers to a gear where the stabilizer bar 100 has a low degree of stability for the left and right wheels. Fig.15 In the example, according to the different degrees of engagement of the coupling assembly 20 of the stabilizer bar 100, the gear positions of the stabilizer bar 100 are, from high to low, a fully engaged gear position, an intermediate gear position, and a fully separated gear position.

[0107] When the stabilizer bar 100 is adjusted from high to low, the influence of the stabilizer bar 100 on the stability of the left and right wheels is reduced, that is, the influence on the left and right wheels is removed, and this adjustment reduces the interference of the left and right wheels, so the adjustment is easy. Therefore, it is easier to adjust the stabilizer bar 100 directly to the predicted gear position.

[0108] Since the stabilizer bar 100 increases the stability of the left and right wheels when the gear is adjusted from low to high, that is, the influence on the left and right wheels is increased, this adjustment increases the interference of the left and right wheels. Therefore, when the stabilizer bar 100 needs to be adjusted to a higher gear, it is best to check it again to reduce unnecessary wear caused by misadjustment.

[0109] Specifically, the verified gear position of the stabilizer bar 100 is obtained by reviewing, and the gear position of the stabilizer bar 100 is adjusted according to the verified gear position and the predicted gear position, including:

[0110] The height sensors on both sides of the vehicle suspension are used to obtain the mean square error of the road surface height calculated from the heights measured by the height sensors on both sides, and the recheck gear position is obtained;

[0111] When the predicted gear position is the same as the verified gear position, the gear position of the stabilizer bar 100 is adjusted to the predicted gear position;

[0112] When the predicted gear position is different from the verified gear position, the verified gear position of the stabilizer bar 100 is verified again after a set time interval, and the gear position of the stabilizer bar 100 is adjusted according to the verified gear position and the predicted gear position.

[0113] That is to say, when the predicted gear is higher than the current gear, let the vehicle drive to the road ahead for recheck. At this time, the road ahead is also transformed into the current road. After rechecking, it is found that the current road parameters are determined to be the predicted road parameters. At this time, the gear can be adjusted to a higher gear. If the recheck finds that the current road parameters do not reach the predicted road parameters, it may be because the vehicle speed is insufficient and has not yet reached the road ahead. Then wait for the set time and do another recheck. Repeat this process until the vehicle drives to the road ahead and the recheck result shows that the current road parameters are equal to the predicted road parameters. At this time, the gear can be adjusted to a higher gear.

[0114] According to the control method of the stabilizer bar 100 of the present application, the vehicle can be adjusted to a suitable gear on different road surfaces during straight-line driving, taking into account both vehicle comfort and controllability.

[0115] In some embodiments, when performing the above operation, the lateral acceleration of the vehicle is also kept within a set range. That is, the above control method is an operation when the vehicle is kept in a straight-line driving state. Here, for the vehicle to keep in a straight-line driving state, the setting range of the lateral acceleration is not limited.

[0116] The reason for such arrangement is that when the vehicle is in a straight-line driving state, the vehicle uses the above method to control the gear position of the stabilizer bar 100. Once the vehicle is about to turn, other methods can be used to control the gear position of the stabilizer bar 100. In this way, misjudgment is reduced.

[0117] Of course, the present application may not require detection of the lateral acceleration of the vehicle.

[0118] like Figure 1 As shown, the stabilizer bar 100 according to the embodiment of the present invention comprises: a stabilizer bar assembly 10, a coupling assembly 20 and a hydraulic drive device 30. In the stabilizer bar applied to the vehicle, the coupling assembly 20 drives the engagement and disengagement of the stabilizer bar assembly 10, and the hydraulic drive device 30 provides the necessary power, that is, the coupling assembly 20 switches the clutch state of the stabilizer bar under the drive of the hydraulic drive device 30, so the coupling assembly 20 of the present application is a clutch.

[0119] like Figure 1 As shown, the stabilizer bar assembly 10 includes: a first rod body 101 and a second rod body 102. The first rod body 101 and the second rod body 102 are two independent rod bodies, and one end of the first rod body 101 and the second rod body 102 away from each other is connected to the suspension of the vehicle.

[0120] When the vehicle is in a stable driving state, the first rod body 101 and the second rod body 102 rotate freely relative to each other, and when there is no significant roll moment acting on the vehicle body, the first rod body 101 and the second rod body 102 will remain relatively still or slightly rotate relative to each other in the circumferential direction. At this time, they will not be involved with each other, and will not have a significant impact on the driving state of the vehicle. Therefore, the driver and passengers can enjoy a stable and comfortable riding experience.

[0121] like Figure 2 - Figure 3 As shown, the coupling assembly 20 according to the embodiment of the present invention includes: a first coupling body 21 , a second coupling body 24 and a housing 22 .

[0122] The first coupling body 21 includes a first rotating body 210 and a first gear ring 212. The first rotating body 210 is connected to the first rod 101. The first gear ring 212 surrounds the first rotating body 210 and is movable in the axial direction. The second coupling body 24 includes a second rotating body 240 and a second gear ring 242. The second rotating body 240 is connected to the second rod 102. The second rotating body 240 is coaxially rotatably connected with the first rotating body 210. The second gear ring 242 is arranged around the second rotating body 240. The housing 25 at least surrounds the outer sides of the first gear ring 212 and the second gear ring 242.

[0123] When the first coupling body 21 and the second coupling body 24 are locked by the gear ring engagement, the coupling assembly 20 enters the coupled state. Conversely, when the first coupling body 21 and the second coupling body 24 are disengaged by the gear ring and can rotate freely so that they rotate without interfering with each other, the coupling assembly 20 enters the uncoupled state.

[0124] Combination Figure 1 In the present invention, the direction in which the first rotating body 210 extends along the length of the stabilizer bar is called the axial direction, the direction perpendicular to the axial direction is called the radial direction, and the direction surrounding the axial direction is called the circumferential direction.

[0125] The first gear ring 212 is located outside the first rotating body 210 and is arranged around the first rotating body 210, and the first gear ring 212 is movable in the axial direction. The second coupling body 24 includes a second rotating body 240 and a second gear ring 242, and the second gear ring 242 is arranged around the second rotating body 240. The second rotating body 240 is coaxially connected to the first rotating body 210 for rotation, that is, the second rotating body 240 is connected to the first rotating body 210, but can rotate with each other without restriction. When the first gear ring 212 moves along the axial direction of the first rotating body 210, it can achieve locking or unlocking of the second coupling body 24.

[0126] The clutch function is realized by setting a matching structure between the first coupling body 21 and the second coupling body 24. By adjusting the axial position of the first gear ring 212, the coupling assembly 20 can be freely switched between two states: when the first gear ring 212 is tightly meshed with the second gear ring 242, the coupling assembly 20 is in a coupled state and can efficiently transmit power or torque; and when the first gear ring 212 is axially away from the second gear ring 242 and the two are out of contact, the coupling assembly 20 enters a decoupled state, at which time the transmission of power or torque is cut off.

[0127] By surrounding the first gear ring 212 on the outside of the first rotating body 210 and the second gear ring 242 on the outside of the second rotating body 240, the tooth matching diameter is large, the bending moment resistance is strong when combined, and the two teeth are not prone to slippage or breakage at the meshing point. This clutch has strong resistance to external impact in the coupled state and high reliability.

[0128] like Figure 4 - Figure 5 As shown, the first coupling body 21 includes a matching cylinder 211 and a first gear ring 212, and a matching cavity 2112 is formed in the matching cylinder 211. Figure 3 - Figure 4 The axial ends of the matching cylinder 211 are the cylinder bottom wall 2115 and the matching opening 2111 respectively, and the first gear ring 212 is arranged around the matching cylinder 211.

[0129] like Figure 6 As shown, the second coupling body 24 includes a matching column 241 and a second gear ring 242 . The matching column 241 is assembled in the matching cavity 2112 through the matching opening 2111 . The second gear ring 242 is located outside the matching cylinder 211 and is arranged around the matching column 241 .

[0130] The mating cavity 2112 provides a certain movement space for the mating column 241, which can prevent the mating column 241 from being interfered by the outside world during the movement, thereby ensuring the mating effect.

[0131] The mating column 241 of the second coupling body 24 is configured to be inserted into the mating cavity 2112 of the first coupling body 21. This arrangement allows the two coupling bodies to achieve relative rotation while maintaining a certain connection strength. The mating cylinder 211 and the mating column 241 are in axial cooperation, and the two can rotate relative to each other but cannot move relative to each other in the axial direction. This restriction is conducive to ensuring a reliable rotation connection between the first coupling body 21 and the second coupling body 24 in the clutch disengagement state.

[0132] Specifically, the bottom wall 2115 of the matching cylinder 211 is connected to the first rod body 101 at one end of the bottom wall 2115, the matching column 241 is connected to the second rod body 102, and the fluid delivery pipe 31 of the hydraulic drive device 30 is connected to the coupling assembly 20. When the driving state of the vehicle changes, such as turning or driving on an uneven road, the vehicle body will generate a roll moment. At this time, the hydraulic drive device 30 delivers hydraulic medium to the coupling assembly 20 through its fluid delivery pipe 31 to activate the operation of the coupling assembly 20. As the hydraulic medium flows in the coupling assembly 20, the interaction between the first coupling body 21 and the second coupling body 24 begins to increase.

[0133] Optionally, at least one of the outer surface of the mating column 241 and the inner surface of the mating cavity 2112 is provided with a coating. The coating is a lubricating layer to reduce friction and extend the service life. Of course, in some other embodiments, the material of the mating column 241 and the mating cavity 2112 is a wear-resistant material to extend the service life of the coupling assembly 20.

[0134] Combination Figure 3 The second gear ring 242 surrounds the matching column 241 and is located outside the matching cylinder 211. It is arranged opposite to the first gear ring 212. The tooth shape and arrangement of the second gear ring 242 match the first gear ring 212 to ensure that the two can be accurately engaged or disengaged. When the clutch needs to switch to the coupling state to limit the relative rotation of the two ends of the coupling assembly 20, the first gear ring 212 and the second gear ring 242 are engaged.

[0135] The housing 22 at least surrounds the outside of the first gear ring 212 and the second gear ring 242. Figure 1 - Figure 2 The shell 22 surrounds and covers the outside of the first gear ring 212 and the second gear ring 242 to form a closed cavity. The construction of this closed cavity can accurately control and maintain the pressure environment inside the cavity, ensuring that the hydraulic medium can stably and efficiently transmit power within a preset pressure range, thereby realizing the dynamic adjustment function of the stabilizer bar. At the same time, the closed design of the shell 22 also enhances the protection effect of the first gear ring 212 and the second gear ring 242. It can isolate foreign matter, dust and impurities in the external environment and prevent them from invading between the first gear ring 212 and the second gear ring 242, thereby avoiding the potential impact of these adverse factors on the meshing effect of the gear rings. This protection mechanism not only ensures the cleanliness and working accuracy of the coupling assembly 20, but also extends its service life and reduces maintenance costs.

[0136] Here, the housing 22 may be a single part or may be composed of multiple parts. Figure 2For example, one end of the shell 22 is sleeved on the outside of the first coupling body 21, and the other end is connected to the second coupling body 24. The two ends of the shell 22 are sealed and connected to the first coupling body 21 and the second coupling body 24 respectively. For example, the shell 22 is welded to the first coupling body 21, and the shell 22 is rotatably connected to the second coupling body 24, and a seal is provided between the two. For another example, the shell 22 is rotatably connected to the first coupling body 21, and the shell 22 is rotatably connected to the second coupling body 24, and a seal is provided at the rotatable connection, which can be a sealing ring. A bearing can also be provided at the rotatable connection, as long as it does not affect the sealing and relative rotation. Further optionally, the rotating connection is also provided with a clamping ring for limiting the seal.

[0137] like Figure 2 As shown, inside the housing 22, a first control liquid chamber 27 is formed on the side of the first gear ring 212 away from the second gear ring 242, and a second control liquid chamber 26 is formed between the first gear ring 212 and the second gear ring 242 to drive the first gear ring 212 to move axially when there is a hydraulic pressure difference between the second control liquid chamber 26 and the first control liquid chamber 27.

[0138] like Figure 1 As shown, the hydraulic drive device 30 has a first connecting end 301 and a second connecting end 302. The first connecting end 301 is connected to the first control liquid chamber 27, and the second connecting end 302 is connected to the second control liquid chamber 26, so as to drive the first gear ring 212 to move between the meshing state and the disengagement state through the hydraulic difference. In the meshing state, the first gear ring 212 is meshed with the second gear ring 242, and in the disengagement state, the first gear ring 212 is disengaged from the second gear ring 242.

[0139] It can be understood that the second control liquid chamber 26 is filled with hydraulic medium for directly transmitting power to the first gear ring 212. At the same time, the side of the first gear ring 212 away from the second gear ring 242 constitutes the first control liquid chamber 27. This arrangement makes the two liquid chambers independent of each other in structure and together constitute the clutch switching implementation structure of the coupling assembly 20.

[0140] When there is a hydraulic pressure difference between the second control liquid chamber 26 and the first control liquid chamber 27, this pressure difference will immediately be converted into a power source for driving the axial movement of the first gear ring 212. Specifically, if a high pressure is applied to the first control liquid chamber 27 by an external hydraulic drive device 30, assuming that the pressure of the first control liquid chamber 27 is P1, while the pressure of the second control liquid chamber 26 is maintained or reduced, assuming that the pressure of the second control liquid chamber 26 is P2, so that P1>P2, then the hydraulic pressure difference between the two liquid chambers, i.e. (P1-P2), will generate a thrust that pushes the first gear ring 212 toward the direction of the second gear ring 242, driving the first gear ring 212 to move axially until it meshes with the second gear ring 242. Conversely, if the direction of the hydraulic pressure difference is adjusted, the reverse movement of the first gear ring 212 can also be achieved, thereby releasing the meshing state.

[0141] In some optional embodiments, such as 4- Figure 6 As shown, the second gear ring 242 is integrally formed on the matching column 241 or the matching cylinder 211. For example, the second gear ring 242 is integrally formed on the outer peripheral surface of the matching column 241. By providing the integrally formed second gear ring 242, problems such as insufficient connection strength and easy loosening that may be caused by assembling together by welding, bolting, etc. in the traditional design are avoided. It can be seen that in the process of one-piece molding, the material parts are directly molded in the mold, so that the bonding surface between the gear ring and the cylinder or column is almost non-existent, thereby achieving seamless connection. This seamless connection method greatly enhances the integrity and stability of the structure, so that the stabilizer bar 100 can remain stable and reliable when subjected to a variety of complex working conditions.

[0142] Secondly, one-piece molding also improves the utilization rate of raw materials. Since the gear ring and the cylinder or column are molded at the same time, there is no need to process additional connecting parts, thus saving material costs and production time.

[0143] In addition, since the connection parts do not have the potential weaknesses of traditional connection methods, such as welding cracks, loose bolts, etc., they can maintain stable performance output for a long time and reduce failures and maintenance costs caused by connection failure.

[0144] Combination Figure 7 - Figure 8 As shown, according to some embodiments of the coupling assembly 20 of the present invention, a plurality of liquid flow channels 28 distributed in sequence along the annular direction are formed between the inner wall of the matching cylinder 211 and the outer wall of the matching column 241, and they are respectively: a high-pressure channel 281, a low-pressure channel 282, a first regulating channel 283 and a second regulating channel 284.

[0145] The high-pressure channel 281 is used to connect the high-pressure end of the hydraulic drive device 30, and the low-pressure channel 282 is used to connect the low-pressure end of the hydraulic drive device 30. It should be noted that in this application, "high pressure" and "low pressure" are relative relationships of hydraulic pressure, and the entire text does not give a specific limitation on the hydraulic value at a certain point. For example, the hydraulic pressure at the high-pressure end of the hydraulic drive device 30 is higher than that at the low-pressure end of the hydraulic drive device 30, the hydraulic pressure of the high-pressure channel mentioned below is higher than that of the low-pressure channel, and the hydraulic pressure of the high-pressure liquid mentioned below is higher than the hydraulic pressure of the low-pressure liquid. For example, in Figure 7 In the embodiment, the hydraulic drive device 30 includes a hydraulic box 34, and the hydraulic box 34 has two fluid flow ports, namely a first connection end 301 and a second connection end 302. One of them constitutes a low-pressure port, i.e., the low-pressure end mentioned above. The other is provided with a hydraulic pump 33, so that it constitutes a high-pressure port, i.e., the high-pressure end mentioned above.

[0146] like Figure 7 As shown, the two sides of the high-pressure channel 281 in the annular direction are the first regulating channel 283 and the second regulating channel 284, respectively, and the two sides of the low-pressure channel 282 in the annular direction are the second regulating channel 284 and the first regulating channel 283, respectively. That is to say, in the clockwise direction, the upstream of the high-pressure channel 281 is the first regulating channel 283, and the downstream is the second regulating channel 284; in the clockwise direction, the upstream of the low-pressure channel 282 is the second regulating channel 284, and the downstream is the first regulating channel 283. Alternatively, in the counterclockwise direction, the upstream of the high-pressure channel 281 is the first regulating channel 283, and the downstream is the second regulating channel 284; in the counterclockwise direction, the upstream of the low-pressure channel 282 is the second regulating channel 284, and the downstream is the first regulating channel 283.

[0147] Combination Figure 7 , when the angular difference between the mating cylinder 211 and the mating column 241 is zero, the multiple fluid channels 28 are not connected to each other. Each fluid channel 28 remains independent and not connected to each other, ensuring the stability of the hydraulic system in a static state. At this time, the coupling assembly 20 maintains the current state. Specifically, when the angular difference between the mating cylinder 211 and the mating column 241 is zero, the first gear ring 212 and the second gear ring 242 are disengaged, and the multiple fluid channels 28 are not connected to each other, maintaining the stability of the clutch separation state.

[0148] Combination Figure 8When the matching cylinder 211 rotates to the first rotation angle range α1 relative to the matching column 241, the high-pressure channel 281 is connected to the first adjustment channel 283, and the low-pressure channel 282 is connected to the second adjustment channel 284. Since the high-pressure channel 281 is used to connect the high-pressure end of the hydraulic drive device 30, when the matching cylinder 211 rotates to the first rotation angle range α1 relative to the matching column 241, a high-pressure channel is formed in the first adjustment channel 283. That is, the hydraulic medium at the high-pressure end can directly flow into the first adjustment channel 283, and then the pressure is transmitted according to the requirements of the coupling component 20. At the same time, since the low-pressure channel 282 is used to connect the low-pressure end of the hydraulic drive device 30, when the matching cylinder 211 rotates to the first rotation angle range α1 relative to the matching column 241, a low-pressure channel is formed in the second adjustment channel 284. That is, the hydraulic medium at the low-pressure end is guided to the second adjustment channel 284, and then the pressure is transmitted according to the requirements of the coupling component 20. Here, the range of the first rotation angle range α1 can be specifically set according to actual needs.

[0149] Combination Fig. 9 When the matching cylinder 211 rotates to the second rotation angle range α2 relative to the matching column 241, the high-pressure channel 281 is connected to the second regulating channel 284, and the low-pressure channel 282 is connected to the first regulating channel 283. Since the high-pressure channel 281 is used to connect the high-pressure end of the hydraulic drive device 30, when the matching cylinder 211 rotates to the second rotation angle range α2 relative to the matching column 241, a high-pressure channel is formed in the second regulating channel 284. Since the low-pressure channel 282 is used to connect the low-pressure end of the hydraulic drive device 30, when the matching cylinder 211 rotates to the second rotation angle range α2 relative to the matching column 241, a low-pressure channel is formed in the first regulating channel 283. Here, the range of the second rotation angle range α2 can be specifically set according to actual needs.

[0150] The multiple liquid flow channels 28 between the inner wall of the matching cylinder 211 and the outer wall of the matching column 241 of the present application are distributed and arranged in this way, so that when the matching cylinder 211 and the matching column 241 have different rotation angles, different feedback can be obtained through the pressure difference change of the first adjustment channel 283 and the second adjustment channel 284. That is, the rotation angle difference signal of the first coupling body 21 and the second coupling body 24 is converted into a hydraulic pressure difference signal.

[0151] Therefore, the hydraulic pressure difference signal can be used to control the hydraulic pressure difference between the second control liquid chamber 26 and the first control liquid chamber 27, thereby controlling the movement of the first gear ring 212 to achieve the state switching of the clutch. This signal conversion method can directly feedback the torque change at the left and right ends of the stabilizer bar when it is affected by the external environment to the angular difference between the mating cylinder 211 and the mating column 241, and finally control the movement of the first gear ring 212 to achieve the clutch switching from the separation state to the coupling state. This control method is direct and has high reliability.

[0152] It is understandable that the pressure difference change between the first regulating channel 283 and the second regulating channel 284, and how to control the hydraulic pressure difference between the second control liquid chamber 26 and the first control liquid chamber 27, involves the hydraulic control part. However, the hydraulic control part is not the key point of protection of this application, so how the pressure difference between the first regulating channel 283 and the second regulating channel 284 affects the second control liquid chamber 26 and the first control liquid chamber 27 is not limited or explained.

[0153] Of course, to facilitate understanding of the feasibility of the present application, an example is listed here. Specifically, Figure 7 As shown, the first regulating channel 283 and the second regulating channel 284 are both connected to the hydraulically controlled one-way valve 50. The hydraulically controlled one-way valve 50 includes: a first input port 51, a second input port 52 and a high-pressure output port 53. The first input port 51 is connected to the first regulating channel 283, the second input port 52 is connected to the second regulating channel 284, the high-pressure output port 53 is connected to the first input port 51 and the second input port 52, and the high-pressure output port 53 is connected to the first control liquid chamber 27. The structure of the hydraulically controlled one-way valve 50 is the prior art and will not be described in detail here.

[0154] In this way, the matching cylinder 211 rotates to the first rotation angle range α1 relative to the matching column 241, the first regulating channel 283 is a high-pressure channel, the second regulating channel 284 is a low-pressure channel, the high-pressure output port 53 is connected to the first input port 51, and the first control liquid chamber 27 becomes a high-pressure chamber. At this time, the hydraulic pressure of the first control liquid chamber 27 is higher than the hydraulic pressure of the second control liquid chamber 26, driving the two gear rings to mesh, and the clutch switches to the coupling state.

[0155] When the matching cylinder 211 rotates to the second rotation angle range α2 relative to the matching column 241, the first regulating channel 283 is a low-pressure channel, the second regulating channel 284 is a high-pressure channel, the high-pressure output port 53 is connected to the second input port 52, and the first control liquid chamber 27 becomes a high-pressure chamber. At this time, the hydraulic pressure of the first control liquid chamber 27 is higher than the hydraulic pressure of the second control liquid chamber 26, driving the two gear rings to mesh, and the clutch switches to the coupling state.

[0156] On this basis, in some specific embodiments, the low-pressure end of the hydraulic drive device 30 is connected to the second control liquid chamber 26 and the first control liquid chamber 27 at the same time, and there is a driving member on the coupling assembly 20 to drive the first gear ring 212 to move in the direction of disengaging from the second gear ring 242. When no high-pressure liquid flows into the first control liquid chamber 27 of the hydraulic control one-way valve 50, the second control liquid chamber 26 and the first control liquid chamber 27 are both kept in a low-pressure state, and the hydraulic pressure at both ends of the first gear ring 212 is balanced. At this time, the first gear ring 212 is kept in a disengaged state by the driving member. When the matching cylinder 211 has a certain range of angular difference relative to the matching column 241 (such as the first angular range α1 and the second angular range α2), high-pressure liquid flows into the first control liquid chamber 27 at the hydraulic control one-way valve 50, the second control liquid chamber 26 is still kept in a low-pressure state, and the hydraulic pressure in the first control liquid chamber 27 rises rapidly, and a hydraulic pressure difference is generated at both ends of the first gear ring 212. The hydraulic pressure difference overcomes the driving force of the driving member, and the first gear ring 212 is driven to switch to a coupled state.

[0157] Once the mating cylinder 211 is restored to have no angular difference relative to the mating column 241, no high-pressure liquid will flow into the first control liquid chamber 27 of the hydraulically controlled one-way valve 50, and the second control liquid chamber 26 will still remain in a low-pressure state. As the high-pressure liquid in the first control liquid chamber 27 slowly flows toward the low-pressure end of the hydraulic drive device 30, the first control liquid chamber 27 gradually returns to a low-pressure state, and the two ends of the first gear ring 212 are hydraulically balanced. At this time, the first gear ring 212 is driven by the drive member and switched to a disengaged state.

[0158] Furthermore, combined with the pipe diameter design of the inlet and outlet of the first control liquid chamber 27 (its inlet is connected to the high-pressure output port 53 of the hydraulic control one-way valve 50, and its outlet is connected to the low-pressure end of the hydraulic drive device 30), or the flow resistance design of the inlet and outlet, it is also possible to allow the first control liquid chamber 27 to quickly obtain high-pressure liquid through the hydraulic control one-way valve 50 and increase the pressure when there is a certain range of angular difference between the matching cylinder 211 and the matching column 241, so that the clutch can be quickly switched to the coupling state when there is an angular difference. When the matching cylinder 211 is restored to have no angular difference relative to the matching column 241, the first control liquid chamber 27 slowly reduces the pressure through the low-pressure end of the hydraulic drive device 30, so that the clutch can be slowly switched to the separation state when there is no angular difference. In this way, the clutch can have different engagement speeds and separation speeds.

[0159] Of course, the above scheme can also be exchanged, that is, the hydraulically controlled one-way valve 50 includes: a first input port 51, a second input port 52 and a low-pressure output port, the first input port 51 is connected to the first regulating channel 283, the second input port 52 is connected to the second regulating channel 284, the low-pressure output port is connected to the hydraulic pressure of the first input port 51 and the second input port 52, and the low-pressure output port is connected to the first control liquid chamber 27. The high-pressure end of the hydraulic drive device 30 is connected to the second control liquid chamber 26 and the first control liquid chamber 27 at the same time, and there is a driving member on the coupling assembly 20 to drive the first gear ring 212 to move in the direction of engaging with the second gear ring 242.

[0160] According to some embodiments of the coupling assembly 20 of the present invention, there are at least two high-pressure channels 281 which are spaced apart in the circumferential direction, and the number of low-pressure channels 282 is the same as that of high-pressure channels 281 and they are alternately distributed in the circumferential direction.

[0161] In this way, not only can the flow of the hydraulic medium be guaranteed, but also the pressure and power can be transmitted more evenly when the matching cylinder 211 rotates relative to the matching column 241.

[0162] Corresponding to the high-pressure channel 281, the number of low-pressure channels 282 is also the same as that of the high-pressure channel 281, and they are distributed alternately with the high-pressure channels 281 in the annular direction. This alternating distribution ensures the balance of the high-pressure channel 281 and the low-pressure channel 282 in the annular direction, avoiding system performance degradation or failure caused by uneven pressure distribution. At the same time, the low-pressure channel 282 serves as a channel for pressure release and hydraulic medium reflux, and its alternating distribution also helps to improve the overall stability and response speed of the hydraulic system.

[0163] In addition, the circumferentially spaced alternating distribution of the high pressure channels 281 and the low pressure channels 282 also makes the coupling assembly 20 more compact and reasonable in structure. By optimizing the layout of the fluid flow channels 28, the integration and power density of the hydraulic system can be improved.

[0164] Combination Figure 7 - Fig. 9 , there are two high-pressure channels 281 distributed annularly at intervals, there are two low-pressure channels 282 distributed annularly at intervals, and the low-pressure channels 282 and the high-pressure channels 281 are distributed alternately at intervals.

[0165] Each high-pressure channel 281 has a first regulating channel 283 disposed between the adjacent low-pressure channel 282 along the first direction, and a second regulating channel 284 disposed between the adjacent low-pressure channel 282 along the second direction. The first direction and the second direction are opposite in the annular direction.

[0166] First, the first regulating channel 283 and the second regulating channel 284 are located on different sides of the high-pressure channel 281 and the low-pressure channel 282, respectively, so that the hydraulic medium can adjust the pressure and flow through different paths during the flow process. This diversified adjustment method enhances the flexibility and adaptability of the system and can be precisely controlled according to the needs of the coupling component 20.

[0167] Secondly, since the first direction and the second direction are opposite in the annular direction, the layout of the first regulating channel 283 and the second regulating channel 284 forms a staggered network structure, which improves the flow efficiency of the hydraulic medium and helps to reduce energy loss and pressure fluctuations during the flow process.

[0168] In some embodiments, in combination Figure 5 , Figure 7 - Fig. 9 The plurality of high-pressure channels 281 are centrally symmetrically distributed relative to the axis of the coupling component 20. The plurality of low-pressure channels 282 are centrally symmetrically distributed relative to the axis of the coupling component 20. The plurality of first regulating channels 283 are centrally symmetrically distributed relative to the axis of the coupling component 20. The plurality of second regulating channels 284 are centrally symmetrically distributed relative to the axis of the coupling component 20.

[0169] The centrally symmetrical layout ensures that the coupling assembly 20 is subjected to balanced forces and consistent performance in all directions. Under various working conditions, the coupling assembly 20 can maintain a stable operating state.

[0170] Secondly, the central symmetric layout simplifies the design and manufacturing process of the coupling assembly 20. Since the channels are structurally similar, a unified processing technology and assembly process can be used, which reduces the production cost and cycle. At the same time, this layout also helps to improve the interchangeability and maintainability of the components, facilitating rapid operation during maintenance and replacement.

[0171] In addition, since the forces of the various fluid channels 28 are balanced, the risk of damage due to stress concentration is reduced. At the same time, the uniform hydraulic pressure distribution also reduces the impact and vibration inside the coupling assembly 20, extending the service life.

[0172] like Figure 4 As shown, according to some embodiments of the coupling assembly 20 of the present invention, at least two grooves 2113 are arranged on the inner wall of the matching cylinder 211. The inner wall of the matching cylinder 211 between two adjacent grooves 2113 is a spacer 2114, and some grooves 2113 constitute a high-pressure channel 281, and some grooves 2113 constitute a low-pressure channel 282.

[0173] These grooves 2113 not only provide channels for the flow of hydraulic medium, but also realize the division of high-pressure channels 281 and low-pressure channels 282 through their different configurations. Specifically, part of the grooves 2113 are configured as high-pressure channels 281 for transmitting high-pressure hydraulic medium, while another part of the grooves 2113 are configured as low-pressure channels 282 for returning low-pressure hydraulic medium or releasing pressure.

[0174] Combination Figure 7 When the relative rotation angle difference between the matching cylinder 211 and the matching column 241 is zero, the outer wall of the matching column 241 closes all the grooves 2113, and the outer wall of the matching column 241 fits tightly against the inner wall of the matching cylinder 211, thereby closing all the grooves 2113. This design ensures that in the absence of relative rotation, the hydraulic medium cannot flow through these grooves 2113, thereby maintaining the stable state of the system.

[0175] When the mating column 241 rotates relative to the mating cylinder 211, Figure 8 - Fig. 9 As shown, the outer wall of the mating column 241 will no longer completely close all the grooves 2113. As the angle difference increases, the high-pressure channel 281 and the low-pressure channel 282 will successively form an open or closed state with the outer wall of the mating column 241, thereby allowing the hydraulic medium to flow between the high-pressure channel 281 and the low-pressure channel 282. This flow process realizes the transmission and conversion of hydraulic energy.

[0176] Reference Figure 7 The matching column 241 includes: two protrusions 2411 and two partitions 2412. The two protrusions 2411 are arranged on the outer wall of the matching column 241, and the two protrusions 2411 are spaced apart along the circumferential direction, and a partition 2412 is formed between two adjacent protrusions 2411, and part of the partition 2412 constitutes the first adjustment channel 283, and part of the partition 2412 constitutes the second adjustment channel 284.

[0177] Reference Figure 7 When the rotation angle difference between the matching cylinder 211 and the matching column 241 is zero, the outer wall of the matching column 241 closes all the grooves 2113. Each protrusion 2411 is arranged opposite to a groove 2113, and each partition 2412 is arranged opposite to a partition block 2114.

[0178] In some embodiments, the high pressure channel 281 is connected to the second control liquid chamber 26 through the first regulating channel 283, and the low pressure channel 282 is connected to the first control liquid chamber 27 through the second regulating channel 284. Alternatively, the high pressure channel 281 is connected to the second control liquid chamber 26 through the second regulating channel 284, and the low pressure channel 282 is connected to the first control liquid chamber 27 through the first regulating channel 283.

[0179] like Figure 4 As shown, according to some embodiments of the coupling assembly 20 of the present invention, the surfaces of the plurality of spacers 2114 facing the axis of the matching cylinder 211 are located on the same cylindrical surface, and the surfaces of the plurality of protrusions 2411 facing away from the axis of the matching cylinder 211 are located on the same cylindrical surface, and the diameters of the two cylindrical surfaces are equal. This design is not only simple in structure, but also convenient for sealing all the liquid flow channels 28 when there is no angular difference, and the matching of the cylindrical surfaces helps to improve the reliability of the rotation connection between the matching cylinder 211 and the matching column 241, which is conducive to ensuring the coaxiality of the two, and is conducive to the stabilizer bar 100 to withstand the vibration and bumps during vehicle driving.

[0180] According to some embodiments of the present invention, the coupling assembly 20 is combined with Figure 3 - Figure 4 The opening of each liquid flow channel 28 is arranged on the bottom wall 2115 of the cylinder and is distributed at intervals along the annular direction.

[0181] like Figure 5 As shown, these fluid channels 28 include: a high pressure channel 281, a low pressure channel 282, a first regulating channel 283 and a second regulating channel 284. The opening of the fluid channel 28 is arranged on the bottom wall 2115 of the cylinder, which is conducive to the smooth flow and effective management of the hydraulic medium.

[0182] First, when the matching cylinder 211 and the matching column 241 rotate relative to each other, the hydraulic medium can quickly enter or leave each liquid flow channel 28 through the opening on the bottom wall, thereby realizing the transmission and regulation of pressure. This design reduces the resistance and energy loss of the hydraulic medium during the flow process and improves the efficiency of the hydraulic system.

[0183] Secondly, the layout of the openings distributed at intervals along the annular direction ensures the uniformity and stability of the hydraulic medium during the flow process. Since the openings are evenly distributed in the annular direction, the hydraulic medium can flow in multiple directions at the same time, avoiding pressure fluctuations and instability caused by excessive or insufficient local flow. This design helps to maintain the smooth operation of the system and improves its ability to cope with various working conditions. In addition, the openings are provided here so that the connecting pipe at the opening interferes with the housing 22, thereby improving the reliability of the connecting pipe connection.

[0184] In some embodiments, a sealing ring (not shown) is provided at the mating opening 2111 of the mating cylinder 211 to match the mating column 241. Optionally, a clamping ring (not shown) is provided at the mating opening 2111 of the mating cylinder 211 to match the mating column 241, and the clamping ring is used to limit the sealing ring.

[0185] The slidably clutchable coupling assembly 20 of some embodiments of the present invention further includes a guide structure 25, which includes a guide rib 251 and a guide groove 252 extending along the axial direction. The guide structure 25 is provided to ensure that the first gear ring 212 can move smoothly and accurately during the coupling and decoupling process.

[0186] In some embodiments not shown in the figures, the guide ribs 251 are provided on the inner circumference of the first gear ring 212. The guide ribs 251 are arranged in such a way that they can directly act on the rotating body in contact with the first gear ring 212. This direct action mechanism enables the first gear ring 212 to smoothly move along a preset path when moving, reducing the possibility of deviation and shaking.

[0187] The guide groove 252 is disposed on the outer circumference of at least one of the first rotating body 210 and the second rotating body 240 . Then, the first gear ring 212 can achieve a stable and reliable guiding effect with at least one of the first rotating body 210 and the second rotating body 240 through the guide groove 252 .

[0188] Specifically, when a coupling operation is required, the first gear ring 212 moves axially along the guide groove 252 on the first rotating body 210. During this process, the guide rib 251 is tightly embedded in the guide groove 252, providing stable guidance and support for the first gear ring 212. As the first gear ring 212 continues to move, it gradually approaches and eventually meshes with the second gear ring 242 on the second rotating body 240. This meshing process becomes accurate and reliable due to the presence of the guide structure 25, ensuring the continuity and stability of power transmission.

[0189] Alternatively, the guide rib 251 is disposed on the outer circumference of at least one of the first rotating body 210 and the second rotating body 240 , and the guide groove 252 is disposed on the inner circumference of the first gear ring 212 .

[0190] In the design of the slidable clutch coupling assembly 20, there is another configuration scheme of the guide structure 25, that is, the guide rib 251 is arranged on the outer circumference of at least one of the first rotating body 210 or the second rotating body 240, and the corresponding guide groove 252 is arranged on the inner circumference of the first gear ring 212. This reverse configuration can also achieve a stable and reliable guiding function.

[0191] Specifically, when the first gear ring 212 needs to slide axially to couple or decouple with the second gear ring 242 on the rotating body, the guide groove 252 on its inner circumference will closely cooperate with the guide rib 251 on the outer circumference of the rotating body. The guide rib 251 slides along the track of the guide groove 252, providing a clear movement path and stable support for the first gear ring 212. This matching mechanism ensures the accuracy and stability of the first gear ring 212 during movement, reducing the negative impact caused by position offset or shaking.

[0192] Combination Fig.10 and Fig.11 The guide ribs 251 are arranged on the outer peripheral surface of the first rotating body 210 .

[0193] Specifically, a plurality of guide ribs 251 are arranged at intervals along the circumferential direction on the outer circumferential surface of the first rotating body 210, so that the portion of the first rotating body 210 provided with the guide ribs 251 constitutes a spline shaft, and a plurality of guide grooves 252 are provided on the inner circumferential surface of the first gear ring 212, and the plurality of guide grooves 252 are arranged one-to-one correspondingly to the plurality of guide ribs 251.

[0194] By providing 251 guide ribs arranged at intervals in the circumferential direction, not only the structural strength of the rotating body is enhanced, but also this part of the rotating body is functionally similar to a spline shaft, providing a precise guide path for the components that cooperate with it.

[0195] Correspondingly, guide grooves 252 corresponding to the guide ribs 251 are provided on the inner circumference of the first gear ring 212. The shape, size and position of the guide grooves 252 are adapted to the guide ribs 251 to ensure that they can perfectly match the guide ribs 251 on the first rotating body 210. When the first gear ring 212 needs to slide axially, the guide grooves 252 on its inner circumference will slide along the guide ribs 251 on the outer circumference of the rotating body, thereby achieving a stable and reliable guiding function.

[0196] This arrangement not only improves the transmission efficiency and precision of the slidable clutch coupling assembly 20, but also enhances its durability and reliability. By ensuring the close fit between the guide rib 251 and the guide groove 252, the friction and wear during the sliding process can be effectively reduced, and the service life of the assembly can be extended.

[0197] Optionally, the dimension of the guide groove 252 along the circumferential direction is a width dimension, and the width of the guide groove 252 is greater than the width of the guide rib 251 .

[0198] First, the wider width of the guide groove 252 provides a larger sliding space for the guide rib 251, reducing the jamming phenomenon caused by slight dimensional deviations or manufacturing tolerances, thereby ensuring smooth axial sliding between the first gear ring 212 and the first rotating body 210 (or the second rotating body 240).

[0199] Secondly, even when affected by adverse factors such as external vibration, impact or load change, the wider guide groove 252 can effectively maintain the stable position of the guide rib 251 therein, preventing it from deviating from the predetermined sliding trajectory, thereby ensuring the reliable operation of the coupling assembly 20.

[0200] In addition, in some optional embodiments, lubricant is also filled between the guide groove 252 and the guide rib 251. Then the wider guide groove 252 is conducive to the accommodation and distribution of the lubricant. During the sliding process, the lubricant is filled in the gap between the guide groove 252 and the guide rib 251, reducing the friction coefficient, reducing the wear rate, and further improving the sliding efficiency and component life.

[0201] In some specific embodiments, Fig.10 As shown, the end surface of the first gear ring 212 facing the second gear ring 242 forms the first meshing teeth 2121, the inner circumference of the first gear ring 212 forms the guide groove 252, and the inner circumference of the first gear ring 212 between two adjacent guide grooves 252 is the partition rib. The first meshing teeth 2121 are arranged one by one with the partition ribs.

[0202] In the above technical solution, these spacer ribs not only play the role of separating the guide grooves 252, but also enhance the overall structural strength of the first gear ring 212. They are arranged one-to-one with the first meshing teeth 2121, which means that each meshing tooth corresponds to a spacer rib. This layout helps to optimize the stress condition of the first gear ring 212, reduce stress concentration, and improve the bearing capacity and service life of the component.

[0203] In addition, the provision of the spacer ribs also facilitates the assembly and positioning of the coupling assembly 20. During the assembly process, the spacer ribs can be used to ensure that the relative position between the first gear ring 212 and the first rotating body 210 (or the second rotating body 240) is correct to avoid misalignment or deflection. At the same time, the spacer ribs can also be used as reference points for adjusting the gap or compensating for wear, so that the coupling assembly 20 can maintain stable performance during long-term use.

[0204] In some embodiments, surfaces of all first meshing teeth 2121 and all spacer ribs facing the axis of the first gear ring 212 are located on the same cylindrical surface.

[0205] From the axial direction of the first gear ring 212, the edges or contact surfaces of the first meshing teeth 2121 for transmitting power and the ribs for separation, support or gap adjustment are perfectly fitted on the surface of an imaginary cylinder. This alignment ensures high precision, low noise and long-term stability of the coupling assembly 20 during operation.

[0206] This setup also simplifies the manufacturing and assembly process because all related parts follow the same cylindrical surface standards, reducing assembly difficulties caused by dimensional deviations or position errors.

[0207] According to some embodiments of the slidable clutch coupling assembly 20 of the present invention, the meshing teeth of the first gear ring 212 and the second gear ring 242 are trapezoidal teeth or triangular teeth.

[0208] In some embodiments, Fig.10 As shown, the meshing teeth of the first gear ring 212 and the second gear ring 242 are trapezoidal teeth. This is because the wider tooth surface and gradual tooth shape of the trapezoidal teeth can withstand larger normal loads and tangential loads, and are suitable for transmitting high power and high torque. The involute tooth shape design of the trapezoidal teeth makes the meshing between teeth more stable, reduces impact and vibration, and improves transmission efficiency and service life. The processing of trapezoidal teeth is relatively simple, and can be achieved through various methods such as hobbing and gear shaping, thereby reducing manufacturing costs.

[0209] In some optional embodiments, the meshing teeth of the first gear ring 212 and the second gear ring 242 are triangular teeth. This is because the tooth surfaces of the triangular teeth overlap to a large extent, which can not only improve the transmission efficiency, but also ensure good stability during the transmission process, and are not prone to impact and vibration. Therefore, the triangular teeth have low noise and long service life.

[0210] like Fig.10 As shown, the slidably clutchable coupling assembly 20 according to some embodiments of the present invention further includes: an elastic member 23 , which is connected between the first rotating body 210 and the first gear ring 212 to drive the first gear ring 212 to engage with or disengage from the second gear ring 242 .

[0211] Specifically, when the first gear ring 212 needs to be disengaged from the second gear ring 242, the elastic member 23 can store and release energy to drive the first gear ring 212 to slide axially, thereby disengaging from the second gear ring 242. This design makes the clutch operation simple and quick. During the clutch process, the elastic member 23 can also play a role in buffering and shock absorption, reducing the impact and vibration caused by sudden disengagement, and protecting other components of the coupling assembly 20 from damage.

[0212] Of course, in other embodiments, the elastic member 23 is connected between the first rotating body 210 and the first gear ring 212 , and can also be used to drive the first gear ring 212 and the second gear ring 242 to approach and mesh with each other.

[0213] In some optional embodiments, the elastic member 23 includes but is not limited to a spring member, a rubber member, etc.

[0214] In the above embodiment, when there is an angle difference between the first rod 101 and the second rod 102, the speed at which the hydraulic drive device 30 drives the clutch to engage can be fixed or can be effectively controlled through detection, thereby improving controllability.

[0215] In some embodiments, when the stabilizer bar 100 is in different gear positions, the axial overlap amounts of the first gear ring 212 and the second gear ring 242 are different.

[0216] Specifically, the axial overlap amount between the first gear ring 212 and the second gear ring 242 when the stabilizer bar 100 is in the high gear position is greater than the axial overlap amount between the first gear ring 212 and the second gear ring 242 when the stabilizer bar 100 is in the low gear position.

[0217] Reference below Fig.13 The control logic of the stabilizer bar 100 in a specific embodiment is described.

[0218] P101: The vehicle is powered on and in forward gear;

[0219] P102: Vertical height mean square error measured by the height sensors on the left and right suspensions;

[0220] When the mean square error is less than or equal to 15 mm, enter P103;

[0221] When the mean square error is greater than 15 mm and less than or equal to 40 mm, enter P104;

[0222] When the mean square error is greater than 40 mm, enter P105;

[0223] P103: The vehicle is judged to be driving on a smooth road, and the stabilizer bar 100 is in the fully engaged gear position;

[0224] P104: The vehicle is judged to be driving on a rough road, and the stabilizer bar 100 is in the middle position;

[0225] P105: The vehicle is judged to be driving on a damaged road surface, and the stabilizer bar 100 is in the fully disengaged position;

[0226] P106: Determine whether there is a gear change request for the stabilizer bar 100;

[0227] If yes, go to P107; if no, go to P108;

[0228] P107: Take the current time as zero and record the driving time t;

[0229] When t is greater than or equal to the conversion time, enter P109; when t is less than the conversion time, return to P107;

[0230] The conversion time here is the predicted time obtained from the current distance and the current vehicle speed as mentioned above.

[0231] P109: Determine whether the change request is to change from high gear to low gear;

[0232] If yes, go to P110; if no, go to P111;

[0233] P110: Directly change gears;

[0234] P111: Check whether the vertical height mean square deviation measured by the height sensor on the suspension meets the gear requirements;

[0235] If yes, go to P112; if no, go to P113;

[0236] P112: Directly change gears;

[0237] P113: After an interval of 10 seconds, return to P111;

[0238] P108: Keep the gear position of the stabilizer bar 110 unchanged;

[0239] The above process continues until the vehicle is powered off, reaching P114: the vehicle power-off function exits.

[0240] Other components of the stabilizer bar according to the embodiment of the present invention, such as a vehicle, are known to those skilled in the art and will not be described in detail here.

[0241] In the description of this specification, the description with reference to the terms "embodiment", "example", 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 invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0242] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A method for controlling a vehicle stabilizer bar, characterized in that: include: Acquiring predicted road surface parameters of the road ahead to obtain the predicted gear position of the stabilizer bar; comparing the predicted gear position with the current gear position of the stabilizer bar; After the vehicle travels to meet a set condition, the gear position of the stabilizer bar is adjusted according to a comparison result between the predicted gear position and the current gear position.

2. The method for controlling a vehicle stabilizer bar according to claim 1, characterized in that: The vehicle travels until a set condition is satisfied, including: Acquire the current distance between the front road and the vehicle; Obtaining the current speed of the vehicle; Obtaining a predicted time according to the current distance and the current vehicle speed; When the travel time of the vehicle reaches the predicted time, the set condition is met.

3. The method for controlling a vehicle stabilizer bar according to claim 1, characterized in that: The step of acquiring the predicted road surface parameters of the road ahead and obtaining the predicted gear position of the stabilizer bar includes: Collecting an image of the road ahead, and obtaining the predicted road surface parameters by image processing, wherein the predicted road surface parameters include a mean square error of a vertical height of the road ahead; The predicted gear position of the stabilizer bar is obtained according to a mean square error range within which the mean square error of the vertical height of the road ahead lies.

4. The method for controlling a vehicle stabilizer bar according to claim 1, characterized in that: The current gear position of the stabilizer bar is obtained according to the current road surface parameters of the current road surface; The current road surface parameters are detected and obtained by a vehicle condition sensor on the vehicle.

5. The method for controlling a vehicle stabilizer bar according to claim 4, characterized in that: The vehicle condition sensor comprises: height sensors located on both sides of the suspension of the vehicle, and the current road surface parameter comprises the mean square error of the road surface height calculated from the heights measured by the height sensors on both sides; Alternatively, the vehicle condition sensor includes: tire pressure sensors on both sides of the vehicle, and the current road surface parameter includes the mean square error of tire pressure obtained from the tire pressures on both sides.

6. The method for controlling a vehicle stabilizer bar according to claim 1, characterized in that: The adjusting the gear position of the stabilizer bar according to the comparison result between the predicted gear position and the current gear position includes: When the current gear position is higher than the predicted gear position, adjusting the gear position of the stabilizer bar to the predicted gear position; When the current gear position is lower than the predicted gear position and after the vehicle meets the set condition, the verified gear position of the stabilizer bar is obtained by review, and the gear position of the stabilizer bar is adjusted according to the reviewed gear position and the predicted gear position.

7. The method for controlling a vehicle stabilizer bar according to claim 6, characterized in that: The reviewing obtains a reviewed gear position of the stabilizer bar, and adjusting the gear position of the stabilizer bar according to the reviewed gear position and the predicted gear position, including: By using the height sensors on both sides of the suspension of the vehicle, the mean square error of the road surface height calculated from the heights measured by the height sensors on both sides is obtained to obtain the recheck gear position; When the predicted gear position is the same as the verified gear position, adjusting the gear position of the stabilizer bar to the predicted gear position; When the predicted gear position is different from the verified gear position, the verified gear position of the stabilizer bar is verified again after a set time interval, and the gear position of the stabilizer bar is adjusted according to the verified gear position and the predicted gear position.

8. The method for controlling a vehicle stabilizer bar according to any one of claims 1 to 7, characterized in that: The lateral acceleration of the vehicle is maintained within a set range so that the vehicle keeps traveling in a straight line.

9. The method for controlling a vehicle stabilizer bar according to any one of claims 1 to 7, characterized in that: The stabilizer bar comprises: A stabilizer bar assembly, the stabilizer bar assembly comprising a first bar body and a second bar body; A coupling assembly, the coupling assembly is arranged between the first rod body and the second rod body, and comprises: A first coupling body, the first coupling body comprising a first rotating body and a first gear ring, the first rotating body is connected to the first rod body, and the first gear ring surrounds the first rotating body and is movable in the axial direction; a second coupling body, the second coupling body comprising a second rotating body and a second gear ring, the second rotating body being connected to the second rod body, the second rotating body being coaxially rotatably connected to the first rotating body, and the second gear ring being arranged around the second rotating body; A housing, the housing at least surrounding the outer sides of the first gear ring and the second gear ring, a first control liquid chamber being formed in the housing on a side of the first gear ring away from the second gear ring, and a second control liquid chamber being formed between the first gear ring and the second gear ring; A hydraulic drive device, the hydraulic drive device having a first connection end and a second connection end, the first connection end being connected to the first control fluid chamber, the second connection end being connected to the second control fluid chamber, so as to drive the first gear ring to move between an engaged state and a disengaged state through a hydraulic pressure difference, in which the first gear ring is engaged with the second gear ring, and in which the first gear ring is disengaged from the second gear ring; When the stabilizer bar is in different gear positions, the axial overlap amounts of the first gear ring and the second gear ring are different.

10. The method for controlling a vehicle stabilizer bar according to claim 9, characterized in that: One of the first rotating body and the second rotating body is a matching cylinder and the other is a matching column. A matching cavity is formed in the matching cylinder and one axial end thereof is a matching opening. The matching column is assembled in the matching cavity through the matching opening. A liquid flow channel is formed between the inner wall of the matching cylinder and the outer wall of the matching column, and the first connecting end is connected to the first control liquid chamber through the liquid flow channel. When the rotation angle difference between the matching cylinder and the matching column is zero, the passage from the liquid flow channel to the first control liquid chamber is disconnected, and when the rotation angle difference between the matching cylinder and the matching column reaches a set angle range, the passage from the liquid flow channel to the first control liquid chamber is connected; When the stabilizer bar is in a high gear, the axial overlap amount between the first gear ring and the second gear ring is greater than the axial overlap amount between the first gear ring and the second gear ring when the stabilizer bar is in a low gear.

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