Vehicle stabilizer bar control method, controller and system

Abstract

The invention relates to a vehicle stabilizer bar control method, controller and system, and the method comprises the steps that the working state of a stabilizer bar is controlled according to vehicle information, and the working state of the stabilizer bar comprises an active stabilizer bar state, a passive stabilizer bar state and a non-stabilizer bar state. According to the method, the stabilizer bar is controlled to work in different working states, the requirements of the vehicle for safety and driving smoothness under different working conditions can be met, the rule for controlling the working states of the stabilizer bar is simple, and a large number of computing resources do not need to be consumed.

Description

Technical Field

[0001] The present application relates to the field of vehicle safety control, and in particular to a vehicle stabilizer bar control method, controller and system. Background Art

[0002] There are two main reasons for vehicle roll: one is the roll caused by centrifugal force when the vehicle turns; the other is the roll caused by the input of bumpy road surface. A small roll angle of the vehicle can give the driver feedback on the current vehicle status and improve the safety of vehicle driving. However, an excessive roll angle of the vehicle not only reduces the safety of the vehicle, but also reduces the driving comfort, and even worse, it may cause the vehicle to roll over and cause a traffic accident.

[0003] Currently, most vehicles are equipped with passive stabilizer bars, which use the fixed torque output by the motor connected to the stabilizer bar to reduce the vehicle's roll angle and reduce safety hazards caused by vehicle roll. However, the fixed torque makes the degree to which the passive stabilizer bar can reduce the vehicle's roll angle fixed, which cannot meet the safety and smoothness requirements of the vehicle under different driving conditions. Summary of the invention

[0004] The present application discloses a vehicle stabilizer bar control method, controller and system, which control the working state of the stabilizer bar according to vehicle information, wherein the working state includes an active stabilizer bar state, a passive stabilizer bar state and a stabilizer bar-free state, so as to meet the needs of the vehicle in different roll states and ensure the safety requirements and driving smoothness requirements of the vehicle.

[0005] In a first aspect, the present application provides a vehicle stabilizer bar control method, the method comprising: controlling a working state of the stabilizer bar according to vehicle information, the working state of the stabilizer bar comprising an active stabilizer bar state, a passive stabilizer bar state, and a stabilizer bar-free state.

[0006] In the above process, the working state of the stabilizer bar is controlled according to the vehicle information, wherein the working state of the stabilizer bar includes the active stabilizer bar state, the passive stabilizer bar state and the stabilizer bar-free state, so as to meet the needs of the vehicle in different roll states and ensure the safety requirements and driving smoothness requirements of the vehicle.

[0007] Exemplarily, the vehicle information includes an off-road signal; the specific process of controlling the working state of the stabilizer bar according to the vehicle information is as follows: when it is determined that the vehicle is in off-road mode according to the off-road signal, the working state of the stabilizer bar is controlled to be a passive stabilizer bar state or a no stabilizer bar state.

[0008] Exemplarily, the vehicle information includes an off-road signal and a vehicle roll angle; the specific process of controlling the working state of the stabilizer bar according to the vehicle information is as follows: when it is determined that the vehicle is in off-road mode according to the off-road signal, and when it is determined that the vehicle roll angle is greater than a first vehicle roll angle threshold value, the working state of the stabilizer bar is controlled to be a passive stabilizer bar state.

[0009] In the above process, when the vehicle roll angle is greater than the first roll angle threshold, the vehicle has a greater safety hazard. By controlling the stabilizer bar to work in a passive stabilizer bar state, it is possible to avoid paying too much attention to vehicle safety, continuously increasing the output torque of the stabilizer bar motor, and reducing the vehicle's roll angle, which will cause the vehicle's driving smoothness to be greatly affected.

[0010] Exemplarily, when it is determined according to the off-road signal that the vehicle is in off-road mode and it is determined that the vehicle roll angle is less than a second vehicle roll angle threshold value, the stabilizer bar is controlled to operate in a stabilizer bar-free state, wherein the second vehicle roll angle threshold value is less than the first vehicle roll angle threshold value.

[0011] Exemplarily, when it is determined according to the off-road signal that the vehicle is in off-road mode, and it is determined that the vehicle roll angle is less than a first vehicle roll angle threshold value, and the vehicle roll angle is greater than a second vehicle roll angle threshold value, the control stabilizer bar does not change the current working state.

[0012] During the above process, when the vehicle roll angle is less than the second vehicle roll angle threshold, there are fewer safety hazards of vehicle roll. By controlling the stabilizer bar to not work on reducing the vehicle's roll angle, the vehicle's suspension travel can be increased, and the vehicle's tracking index can be improved, so that the vehicle can travel more accurately according to the driver's instructions, and the vehicle's ability to pass obstacles and uneven roads can be improved, which can improve the vehicle's driving smoothness while ensuring safety.

[0013] According to the current driving state of the vehicle, the stabilizer bar is controlled to work in different stabilizer bar states, for example, working in a passive stabilizer bar state and a stabilizer bar-free state, so as to avoid the situation where the stabilizer bar is always controlled to work in an active stabilizer bar state, thereby reducing the energy consumption of the vehicle.

[0014] Exemplarily, the vehicle information includes a welcome signal; the specific process of controlling the working state of the stabilizer bar according to the vehicle information is as follows: when it is determined that the vehicle is in the welcome mode according to the welcome signal, the working state of the stabilizer bar is controlled to be an active stabilizer bar state.

[0015] Exemplarily, the specific process of controlling the working state of the stabilizer bar according to the vehicle information is as follows: when it is determined that the vehicle is in the welcome mode according to the welcome signal, the motor of the stabilizer bar is controlled to output a fixed preset torque.

[0016] Exemplarily, the vehicle includes a front axle stabilizer bar motor and a rear axle stabilizer bar motor; the specific process of controlling the stabilizer bar motor to output a fixed preset torque is as follows: the fixed torque output by the front axle stabilizer bar motor is controlled to be the same as the fixed torque output by the rear axle stabilizer bar motor.

[0017] In the above process, when the welcome signal indicates that the vehicle's welcome mode is on, it is determined that the vehicle is in the welcome mode, the vehicle is stationary, and the door is in the open state. By controlling the motor of the stabilizer bar to output a fixed torque, the vehicle can be tilted toward the door opening side, which is convenient for passengers to get on and off the vehicle and improves the riding comfort.

[0018] Exemplarily, the specific process of controlling the working state of the stabilizer bar according to the vehicle information is as follows: when it is determined according to the vehicle information that the vehicle is in a non-rolling state, the working state of the stabilizer bar is controlled to be a passive stabilizer bar state or a non-stabilizer bar state.

[0019] Exemplarily, the vehicle information also includes the vehicle speed; the specific process of controlling the working state of the stabilizer bar according to the vehicle information is as follows: when it is determined according to the vehicle information that the vehicle is in a non-roll state, and when it is determined that the vehicle speed is greater than a first vehicle speed threshold, the working state of the stabilizer bar is determined to be a passive stabilizer bar state.

[0020] Specifically, the working state of the stabilizer bar is controlled to be a passive stabilizer bar state by controlling the three-phase short circuit of the motor of the stabilizer bar.

[0021] In the above process, when the vehicle speed is greater than the first vehicle speed threshold, the possibility of vehicle skidding is relatively high. By controlling the stabilizer bar to work in the passive stabilizer bar state, it is possible to avoid the front controller paying too much attention to vehicle safety and continuously increasing the stabilizer bar roll stiffness, which will cause the vehicle's driving smoothness to be greatly affected.

[0022] Exemplarily, when it is determined based on vehicle information that the vehicle is in a non-rolling state and when it is determined that the vehicle speed is less than a second vehicle speed threshold, the stabilizer bar is controlled to operate in a non-stabilizer bar state, wherein the second vehicle speed threshold is less than the first vehicle speed threshold.

[0023] Specifically, the motor of the stabilizer bar is controlled not to work so as to control the stabilizer bar to work in a stabilizer bar-free state.

[0024] In the above process, when the vehicle speed is less than the second vehicle speed threshold, the possibility of the vehicle skidding is low. By controlling the stabilizer bar to not play a role in reducing the roll angle of the vehicle, the driving smoothness of the vehicle can be improved in a safe manner.

[0025] Exemplarily, when it is determined according to vehicle information that the vehicle is in a non-rolling state, and when it is determined that the vehicle speed is less than a first vehicle speed threshold, and the vehicle speed is greater than a second vehicle speed threshold, the control stabilizer bar does not change the current working state.

[0026] According to the current driving state of the vehicle, the stabilizer bar is controlled to work in different stabilizer bar states, for example, working in a passive stabilizer bar state and a stabilizer bar-free state, so as to avoid the situation where the stabilizer bar is always controlled to work in an active stabilizer bar state, thereby reducing the energy consumption of the vehicle.

[0027] Exemplarily, the vehicle information includes the vehicle roll angle, the steering angle, and the vehicle lateral acceleration; when it is determined that the vehicle roll angle is less than a first roll angle threshold value, the steering angle is less than a first steering angle threshold value, and the vehicle lateral acceleration is less than a first lateral acceleration threshold value, it is determined that the vehicle is in a non-roll state.

[0028] Specifically, the vehicle roll angle is compared with the first roll angle threshold value and the second roll angle threshold value, wherein the second roll angle threshold value is smaller than the first roll angle threshold value. When the vehicle roll angle is smaller than the first roll angle threshold value, it is determined that the vehicle is in a non-rolling state; when the vehicle roll angle is larger than the second roll angle threshold value, it is determined that the vehicle is in a rolling state; when the vehicle roll angle is larger than the first roll angle threshold value but smaller than the second roll angle threshold value, the vehicle state is the same as the vehicle state determined last time. Therefore, when the vehicle was determined to be in a non-rolling state last time, it is determined that the vehicle is also in a non-rolling state at this time, which is equivalent to the case where the vehicle roll angle is smaller than the first roll angle threshold value.

[0029] The determination of the steering angle and the lateral acceleration of the vehicle is similar to the determination of the vehicle roll angle described above, and will not be described in detail here.

[0030] Exemplarily, a specific process of controlling the working state of the stabilizer bar according to the vehicle information is as follows: when it is determined according to the vehicle information that the vehicle is in a roll state, the working state of the stabilizer bar is controlled to be an active stabilizer bar state.

[0031] Exemplarily, the vehicle includes a front axle stabilizer bar motor and a rear axle stabilizer bar motor; controlling the working state of the stabilizer bar to be an active stabilizer bar state includes: when it is determined that the vehicle speed is less than a third vehicle speed threshold, controlling the front axle stabilizer bar motor and the rear axle stabilizer bar motor to output the same torque.

[0032] Exemplarily, when it is determined that the vehicle speed is greater than the third vehicle speed threshold, the output torque of the front axle stabilizer bar motor is made greater than the output torque of the rear axle stabilizer bar motor.

[0033] In the above process, by configuring different output torques for the front axle stabilizer bar and the rear axle stabilizer bar according to different vehicle speeds, the vehicle's anti-roll control can be better performed, thereby improving the vehicle's driving stability while ensuring the vehicle's safety.

[0034] Exemplarily, the vehicle information also includes vehicle speed, lateral acceleration, steering angle and vehicle fixed parameters, the vehicle fixed parameters including one or more of vehicle wheelbase, yaw angular velocity, vehicle mass, vehicle center of mass height, gravitational acceleration, vehicle roll center height and vehicle roll stiffness; a first anti-roll moment of the vehicle is obtained according to the vehicle speed, vehicle fixed parameters, lateral acceleration and steering angle, and a second anti-roll moment of the vehicle is obtained according to a difference between the vehicle roll angle and a target roll angle determined according to the lateral acceleration, and a proportional-integral-derivative (PID) control algorithm; a total torque is obtained according to the first anti-roll moment and the second anti-roll moment, and the total torque is distributed to the front axle stabilizer bar motor and the rear axle stabilizer bar motor.

[0035] In the above process, by combining the feedforward control algorithm and the PID control algorithm, the anti-roll torque required for the vehicle as a whole can be predicted, and then the appropriate output torque is allocated to the front axle stabilizer bar motor and the rear axle stabilizer bar motor according to the anti-roll torque required for the vehicle as a whole and the vehicle speed, thereby ensuring the safety of the vehicle and the smoothness of the vehicle's driving at the same time.

[0036] Exemplarily, the vehicle information includes steering angle, vehicle roll angle and lateral acceleration. When the conditions that the vehicle roll angle is less than a first roll angle threshold value, the steering angle is less than a first steering angle threshold value, and the vehicle lateral acceleration is less than a first lateral acceleration threshold value are not met at the same time, it is determined that the vehicle is in a roll state.

[0037] In a second aspect, the present application provides a controller, comprising a processor and a memory, wherein the memory stores a computer program, and the processor executes the computer program so that the controller executes the method provided in the first aspect.

[0038] In a third aspect, the present application provides a computer program product, which includes instructions. When the instructions are executed by a controller, the controller executes the method provided in the first aspect.

[0039] In a fourth aspect, the present application provides a computer-readable storage medium, in which a program is stored. When the program runs on a controller, the controller executes the method provided in the first aspect.

[0040] In a fifth aspect, the present application provides a vehicle stabilizer bar control system, which includes a stabilizer bar, a stabilizer bar motor for driving the stabilizer bar to move, and a controller for controlling the stabilizer bar motor, and the vehicle stabilizer bar control system is used to execute the method provided in the first aspect.

[0041] Exemplarily, a vehicle stabilizer bar control system includes a front axle stabilizer bar system and a rear axle stabilizer bar system, wherein a front controller of the front axle stabilizer bar system is connected to a rear controller of the rear axle stabilizer bar system via a bus, wherein the front controller is a main controller for executing the method provided in the first aspect, and when a failure occurs in the front controller, the rear controller is used to execute the method provided in the first aspect.

[0042] In a sixth aspect, the present application provides a vehicle, comprising the vehicle stabilizer bar control system provided in the fifth aspect.

[0043] Based on the implementations provided in the above aspects, this application can also be further combined to provide more implementations. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following briefly introduces the drawings required for describing the embodiments.

[0045] Figure 1 is a structural schematic diagram of a vehicle stabilizer bar control system provided in an embodiment of the present application;

[0046] Figure 2 is a flow chart of a vehicle stabilizer bar control method provided by an embodiment of the present application;

[0047] Figure 3 It is a flow chart of a method for controlling a front axle stabilizer bar and a rear axle stabilizer bar when a vehicle is in a roll state, provided by an embodiment of the present application;

[0048] Figure 4 is a schematic diagram of the structure of a controller provided in an embodiment of the present application;

[0049] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0050] The technical solutions in the embodiments of the present invention will be described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0051] In order to reduce the impact of vehicle roll on vehicle comfort and safety, a passive stabilizer bar is usually installed in the vehicle to reduce the vehicle roll angle when the vehicle turns and reduce the impact of vehicle roll. If the vehicle is actually driving, there are driving conditions such as a high speed when driving in a straight line, or a high steering wheel angle, vehicle roll acceleration or vehicle speed when turning, or a very bumpy road surface (such as a vehicle driving in off-road scenes such as mountains), the vehicle has a high risk of roll, side slip and rollover in the above driving conditions. Since the degree to which the above passive stabilizer bar can reduce the vehicle roll angle is fixed, the stabilizer bar motor with a large fixed torque output can control the passive stabilizer bar to reduce the vehicle roll angle to a large extent, but it will increase the vibration of the vehicle on bumpy roads, high-speed driving or turning. The stabilizer bar motor with a small fixed torque output can control the passive stabilizer bar to reduce the vibration of the vehicle on bumpy roads, high-speed driving or turning, but it cannot effectively reduce the vehicle roll angle. Therefore, the passive stabilizer bar cannot meet the safety requirements and driving smoothness requirements of the vehicle at the same time.

[0052] Therefore, in order to solve the above problems, a vehicle stabilizer bar control method is proposed, which controls the working state of the stabilizer bar according to vehicle information, wherein the working state includes an active stabilizer bar state, a passive stabilizer bar state and a stabilizer bar-free state, thereby meeting the requirements of vehicle stability and safety.

[0053] like Figure 1 As shown, Figure 1 It is a structural schematic diagram of a vehicle stabilizer bar control system provided in an embodiment of the present application, wherein the vehicle stabilizer bar control system 100 includes a front controller 110, a rear controller 120, a front axle stabilizer bar 111, a rear axle stabilizer bar 121, a private bus 130 and a vehicle controller area network (CAN) bus 140, wherein the front controller and the rear controller are respectively connected to the vehicle CAN bus, the front controller and the rear controller are connected via a private bus, the front controller is connected to the front axle stabilizer bar, and the rear controller is connected to the rear axle stabilizer bar.

[0054] The vehicle stabilizer bar control system provided in the present application also includes a front axle stabilizer bar motor 112, a front axle reducer 113, a rear axle stabilizer bar motor 122 and a rear axle reducer 123, wherein the front axle stabilizer bar motor and the front controller are bidirectionally connected, the front axle stabilizer bar motor and the front axle reducer, and the front axle reducer and the front axle stabilizer bar are both unidirectional mechanically connected, the rear axle stabilizer bar motor and the rear controller are bidirectionally connected, the rear axle stabilizer bar motor and the rear axle reducer, and the rear axle reducer and the rear axle stabilizer bar are both unidirectional mechanically connected.

[0055] The front axle stabilizer bar motor and the rear axle stabilizer bar motor may be three-phase permanent magnet synchronous motors, which are used to receive a power signal sent by a controller and determine a working state and output torque according to the power signal, thereby controlling the working state of the stabilizer bar.

[0056] The front axle reducer and the rear axle reducer are used to receive the torque sent by the front axle stabilizer bar motor and the rear axle stabilizer bar motor, amplify the torque, and then control the front axle stabilizer bar and the rear axle stabilizer bar according to the torque output by the motor.

[0057] In a specific implementation, the front axle stabilizer bar and the rear axle stabilizer bar are respectively connected to the vehicle body and the wheels, and are used to suppress the vehicle roll according to different working conditions.

[0058] In a specific implementation, the vehicle CAN bus 140 is used to input the vehicle's steering angle, lateral acceleration, vehicle speed, vehicle roll angle, door opening signal, off-road signal, welcome signal, and fault signal to the front controller or the rear controller according to a certain time interval. The off-road signal can be generated according to the driver's manual input, or can be determined according to the vehicle's driving data such as the vehicle roll angle and the vehicle's lateral acceleration, and is used to indicate whether the vehicle's off-road mode is turned on; the welcome signal is used to indicate whether the vehicle is in a stationary state; the time interval can be determined based on experience, and the vehicle CAN bus can also send more types and quantities of data to the front controller or the rear controller, which is not specifically limited in this application.

[0059] The front controller is used to communicate with the rear controller via the private bus 130. The front controller is used to control the output torque of the front axle stabilizer bar motor and the rear axle stabilizer bar motor according to the vehicle driving data, vehicle fixed parameters, and vehicle fault signals inputted from the vehicle CAN bus 140, thereby controlling the working states of the front axle stabilizer bar and the rear axle stabilizer bar.

[0060] The rear controller is used to replace the front controller and execute the operations of controlling the working states of the front axle stabilizer bar and the rear axle stabilizer bar performed by the above-mentioned front controller when it is determined that there is a fault in the front controller.

[0061] It should be understood that Figure 1 This is only a possible implementation provided by the embodiment of the present application. The vehicle stabilizer bar control system may include more or fewer components, and the present application does not make any specific limitation on this.

[0062] The vehicle stabilizer bar control system provided in the embodiment of the present application has a redundant design compared to the existing vehicle stabilizer bar control system. By deploying two stabilizer bar controllers, a front controller and a rear controller, the rear controller can control the working status of the front axle stabilizer bar and the rear axle stabilizer bar based on data obtained from the on-board CAN bus in the event of a failure of the front controller, thereby avoiding the problem of the vehicle losing control of the stabilizer bar due to the failure of a single controller.

[0063] Furthermore, unlike the existing vehicle stabilizer bar control system in which the front controller and the rear controller are connected via the vehicle CAN bus, in the vehicle stabilizer bar control system provided in the embodiment of the present application, the front controller and the rear controller are connected via a private bus. Compared with the vehicle CAN bus, the private bus has a higher bandwidth and a more flexible communication protocol, which can ensure the performance and reliability of the system, thereby improving the versatility of the system.

[0064] Currently, the vehicle stabilizer bar control method applied to the above-mentioned system is mainly aimed at the scenario of vehicle turning. It has the problem of being unable to cover various working conditions such as off-road conditions and being unable to meet the requirements of vehicle safety and ride smoothness at the same time. In addition, when the control algorithm is complex, the computing power requirements for the controller are also high, which increases the system cost.

[0065] In order to solve the above problems, the present application provides a new vehicle stabilizer bar control method, which controls the working state of the stabilizer bar according to vehicle information, wherein the working state of the stabilizer bar includes an active stabilizer bar state, a passive stabilizer bar state and a stabilizer bar-free state, so as to meet the anti-roll requirements in various vehicle states such as the vehicle being in an off-road state, reduce the risk of vehicle rollover, and ensure the safety and driving stability requirements of the vehicle.

[0066] like Figure 2 As shown, Figure 2 is a flow chart of a vehicle stabilizer bar control method provided in an embodiment of the present application, the method is applied to Figure 1 The system shown in the embodiment of the present application is described by taking the previous controller executing the method as an example, and the method includes the following steps.

[0067] S200: Controlling the working state of the stabilizer bar according to the vehicle information, the working state of the stabilizer bar including an active stabilizer bar state, a passive stabilizer bar state and a stabilizer bar-free state.

[0068] Vehicle information includes vehicle driving parameters and vehicle fixed parameters. Vehicle driving parameters include the vehicle's steering angle, vehicle lateral acceleration, vehicle roll angle, off-road signal, welcome signal, vehicle speed, and fault signal. Among them, the off-road signal can be generated according to the driver's manual input, or it can be determined according to vehicle driving data such as vehicle roll angle and vehicle lateral acceleration, and is used to indicate whether the vehicle's off-road mode is turned on; the welcome signal can also be generated according to the driver's manual input, or it can be determined according to the vehicle speed and door opening signal, and is used to indicate whether the vehicle is in a stationary state and the door is open; the steering angle can be the steering wheel angle, or the wheel angle, which is not specifically limited in this application. Vehicle fixed parameters include vehicle wheelbase, yaw angular velocity, vehicle mass, vehicle center of mass height, gravity acceleration, vehicle roll center height, and vehicle roll stiffness.

[0069] It is understandable that the vehicle information in the present application may be the steering angle, vehicle speed, wheel acceleration, roll angle and lateral acceleration obtained one by one from the sensor, wherein the working state of the stabilizer bar system is controlled according to the vehicle state information, that is, the steering angle, vehicle speed, wheel acceleration, roll angle and lateral acceleration information are preliminarily processed (such as compared), and then the working state of the stabilizer bar system is controlled based on the processed result. It is also possible to directly obtain the processed result (the preliminary processing in the early stage is other third parties) to control the working state of the stabilizer bar system.

[0070] In a possible implementation manner, the vehicle driving parameters and the vehicle fixed parameters may also include more types and quantities of data, which are not specifically limited in this application.

[0071] In a possible implementation manner, when it is determined according to the off-road signal that the vehicle is in the off-road mode, the working state of the stabilizer bar is controlled to be a passive stabilizer bar state or a stabilizer bar-free state.

[0072] When it is determined according to the off-road signal that the vehicle is in the off-road mode and when it is determined that the vehicle roll angle is greater than a first vehicle roll angle threshold value, the working state of the control stabilizer bar is a passive stabilizer bar state.

[0073] Specifically, according to the vehicle roll angle θ in the vehicle driving parameters and the first roll angle threshold θ1, the control operation for the front axle stabilizer bar motor and the rear axle stabilizer bar motor is determined: when |θ|>θ1, it is determined that the vehicle is in danger of rollover, and the front axle stabilizer bar motor and the rear axle stabilizer bar motor are controlled to be short-circuited in three phases.

[0074] Through the above process, when the vehicle roll angle is greater than the first vehicle roll angle threshold, the vehicle has a greater safety hazard. By controlling the front axle stabilizer bar motor and the rear axle stabilizer bar motor to short-circuit, the stabilizer bar works in a passive stabilizer bar state. This can avoid the situation where the controller pays too much attention to vehicle safety and continuously increases the output torque of the front axle stabilizer bar motor and the rear axle stabilizer bar motor when the stabilizer bar works in an active stabilizer bar state, resulting in a situation where the vehicle's driving smoothness is greatly affected.

[0075] When it is determined according to the off-road signal that the vehicle is in the off-road mode and when it is determined that the vehicle roll angle is less than a second vehicle roll angle threshold value, the stabilizer bar is controlled to operate in a stabilizer bar-free state, wherein the second vehicle roll angle threshold value is less than the first vehicle roll angle threshold value.

[0076] Specifically, according to the vehicle roll angle θ in the vehicle driving parameters and the second roll angle threshold θ2, the control operation for the front axle stabilizer bar motor and the rear axle stabilizer bar motor is determined: when |θ|<θ2, the front controller determines that the vehicle has no risk of rollover and controls the front axle stabilizer bar motor and the rear axle stabilizer bar motor to stop working.

[0077] Through the above process, when the vehicle roll angle is less than the second vehicle roll angle threshold, the vehicle has fewer safety hazards. The front controller instructs the front axle stabilizer bar motor and the rear axle stabilizer bar motor to stop running, so that the working state of the stabilizer bar is a stabilizer bar-free state, which can increase the suspension travel of the vehicle, improve the vehicle's tracking index, enable the vehicle to travel more accurately according to the driver's instructions, improve the vehicle's ability to pass obstacles and uneven roads, and improve the vehicle's driving smoothness in a safe manner.

[0078] When it is determined according to the off-road signal that the vehicle is in the off-road mode and when it is determined that the vehicle roll angle is less than a first vehicle roll angle threshold value and the vehicle roll angle is greater than a second vehicle roll angle threshold value, the stabilizer bar is controlled not to change the current working state.

[0079] Specifically, according to the vehicle roll angle θ, the first roll angle threshold θ1 and the second roll angle threshold θ2 in the vehicle driving parameters, the control operation for the front axle stabilizer bar motor and the rear axle stabilizer bar motor is determined: when θ2≤|θ|≤θ1, the front controller maintains the control operation of the front axle stabilizer bar motor and the rear axle stabilizer bar motor at the previous moment unchanged, so that the front axle stabilizer bar and the rear axle stabilizer bar maintain the current working state.

[0080] In another possible implementation manner, when it is determined according to the welcome signal that the vehicle is in the welcome mode, the working state of the stabilizer bar is controlled to be an active stabilizer bar state.

[0081] When the vehicle is determined to be in the welcome mode according to the welcome signal, the motor of the stabilizer bar is controlled to output a fixed preset torque. When the vehicle includes a front axle stabilizer bar motor and a rear axle stabilizer bar motor, the fixed torque output by the front axle stabilizer bar motor and the fixed torque output by the rear axle stabilizer bar motor are controlled to be the same, wherein the fixed torque can be determined according to the vehicle model, experience, etc., and this application does not make any specific limitation on this.

[0082] Specifically, when it is determined that the right door is open according to the welcome signal, the front controller controls the front axle stabilizer bar motor and the rear axle stabilizer bar motor to output the same torque, so that the front axle stabilizer bar and the rear axle stabilizer bar control the entire vehicle to tilt to the right.

[0083] When the vehicle is in the welcome mode, the corresponding operating rules of the stabilizer bar motor can make the whole vehicle tilt toward the door opening side, actively lower the vehicle height on the door opening side, and facilitate passengers to get on and off the vehicle.

[0084] In another possible implementation, when it is determined according to the vehicle information that the vehicle is in a non-rolling state, the working state of the control stabilizer bar is a passive stabilizer bar state or a stabilizer bar-free state.

[0085] When it is determined that the vehicle is in a non-rolling state, according to the vehicle speed v and the first vehicle speed threshold v in the vehicle driving parameters H , determine the vehicle driving state, and the operation performed by the front controller: when v>v H In this case, it is determined that the vehicle is in a high-speed driving state, and the front axle stabilizer bar motor and the rear axle stabilizer bar motor are controlled to be short-circuited in three phases.

[0086] Through the above process, when the vehicle speed is greater than the first vehicle speed threshold, the possibility of vehicle skidding is greater, and the front controller controls the front axle stabilizer bar motor and the rear axle stabilizer bar motor to short-circuit, disconnects the control of the stabilizer bar, and makes the working state of the stabilizer bar a passive stabilizer bar state. This can avoid the situation where the front controller pays too much attention to vehicle safety and continuously increases the output torque of the stabilizer bar motor when the stabilizer bar works in the active stabilizer bar state, resulting in a significant impact on the vehicle's driving smoothness.

[0087] When it is determined that the vehicle is in a non-rolling state, according to the vehicle speed v and the second vehicle speed threshold v in the vehicle driving parameters L , determine the vehicle driving state and the operation performed by the front controller, where v l Greater than

[0088] v H : In v <v L In this case, it is determined that the vehicle is in a low-speed driving state, and the front axle stabilizer bar motor and the rear axle stabilizer bar motor are controlled not to work.

[0089] Through the above process, when the vehicle speed is less than the second vehicle speed threshold, the possibility of the vehicle skidding is low, and the front controller instructs the front axle stabilizer bar motor and the rear axle stabilizer bar motor to stop running, so that the working state of the front axle stabilizer bar and the rear axle stabilizer bar is a stabilizer bar-free state, which can improve the driving smoothness of the vehicle under safe conditions.

[0090] When it is determined that the vehicle is in a non-rolling state, according to the vehicle speed v and the first vehicle speed threshold v in the vehicle driving parameters H and the second vehicle speed threshold v L , determine the vehicle driving state, and the operation performed by the front controller: L ≤|θ|≤v H In this case, the front controller maintains the control operation of the front axle stabilizer bar motor and the rear axle stabilizer bar motor at the previous moment unchanged, so that the front axle stabilizer bar and the rear axle stabilizer bar maintain the current working state.

[0091] The vehicle is determined to be in a non-rolling state based on the vehicle roll angle, steering angle and lateral acceleration of the vehicle.

[0092] Specifically, the front controller determines the vehicle roll angle θ, the first roll angle threshold value θ L and the second roll angle threshold value θ H , determine the vehicle state, where θ H Greater than θ L . Substitute |θ| with θ H In contrast, when |θ|>θ H In the case of |θ|≤θ, it is determined that the vehicle is in a rolling state. H In the case of |θ| and θ L In contrast, when |θ|<θ L In the case of θ, it is determined that the vehicle is in a non-rolling state. In addition, L ≤|θ|≤θ H In this case, it is determined that the vehicle maintains the state determined at the last moment.

[0093] The front controller adjusts according to the steering angle The first steering angle threshold and the second steering angle threshold Determine if the vehicle has a steering angle input, where Greater than Will and In comparison, In the case of , it is determined that the vehicle has a steering angle input. In the case of and In comparison, In the case of , it is determined that the vehicle has no steering angle input. In addition, In this case, it is determined that the vehicle maintains the state determined at the last moment.

[0094] The front controller determines the vehicle lateral acceleration g and the first vehicle lateral acceleration threshold g according to the vehicle lateral acceleration g. L and the second vehicle lateral acceleration threshold g H , determine whether the vehicle has lateral acceleration, where g H Greater than g L . Replace |g| with g L In comparison, when |g|>g H In the case of |g|≤g H In the case of |g| and g L In comparison, in |g| <g L In the case of g L ≤|g|≤g H In this case, it is determined that the vehicle maintains the state determined at the last moment.

[0095] According to the above comparison process, the front controller determines that the vehicle is in a non-rolling state when the vehicle roll angle is less than the first roll angle threshold value, the steering angle is less than the first steering angle threshold value, and the vehicle lateral acceleration is less than the first lateral acceleration threshold value.

[0096] In another possible implementation manner, when it is determined according to the vehicle information that the vehicle is in a roll state, the working state of the control stabilizer bar is an active stabilizer bar state.

[0097] Specifically, in the case where the vehicle includes a front-axle stabilizer bar motor and a rear-axle stabilizer bar motor, a first anti-roll moment of the vehicle is obtained according to the vehicle speed, vehicle fixed parameters, lateral acceleration and steering angle, and a second anti-roll moment of the vehicle is obtained according to a difference between the vehicle roll angle and a target roll angle determined according to the lateral acceleration, and a proportional-integral-derivative (PID) control algorithm; a total torque is obtained according to the first anti-roll moment and the second anti-roll moment, and the total torque is distributed to the front-axle stabilizer bar motor and the rear-axle stabilizer bar motor.

[0098] like Figure 3 As shown, Figure 3 A flow chart of a method for controlling a front axle stabilizer bar and a rear axle stabilizer bar when a vehicle is in a roll state is provided in an embodiment of the present application. The method includes the following steps.

[0099] S310: Calculate a first anti-roll moment according to vehicle information and a feedforward control algorithm.

[0100] The front controller obtains the vehicle speed, vehicle fixed parameters and steering angle to obtain the first anti-roll moment of the vehicle.

[0101] Specifically, the front controller divides the vehicle wheelbase by the tangent of the vehicle's steering angle to calculate the vehicle's neutral turning radius, where the vehicle's neutral turning radius refers to the minimum turning radius formed when starting from a straight-line driving state and reaching the full steering maximum limit (the vehicle's front wheels or rear wheels are fully turned) in the absence of vehicle steering input (for example, the steering wheel is not turned).

[0102] After calculating the neutral turning radius of the vehicle, the steady-state lateral acceleration of the vehicle is determined according to the neutral turning radius. The target roll angle is determined according to the lateral acceleration calculated by the above process and the ideal roll angle table of the vehicle. The steady state of the vehicle refers to the equilibrium state reached by the vehicle during driving, without acceleration and deceleration. When the turning radius of the vehicle is equal to the neutral turning radius, the vehicle is in a steady state and no lateral acceleration will be generated. As the difference between the turning radius of the vehicle and the neutral turning radius increases, the possibility of the vehicle generating lateral acceleration also increases, and the maximum lateral acceleration also increases.

[0103] After determining the target roll angle, the front controller calculates the first anti-roll moment required for the vehicle as a whole according to the vehicle fixed parameters and the following roll single-degree-of-freedom vehicle data model:

[0104] M AF +M AR =m g (a y cosθ+gsinθ)*(H g -H r )-H θ θ

[0105] Among them, M AF Indicates the torque provided by the front axle stabilizer bar, M AR Indicates the torque provided by the rear axle stabilizer bar, m g represents the vehicle mass, a y represents the lateral acceleration of the vehicle, g represents the acceleration due to gravity, θ represents the target roll angle, H g Indicates the height of the vehicle's center of mass, H r Indicates the vehicle roll center height, H θ Indicates the vehicle roll angle stiffness. In the above formula, M AF With M ARThe sum is the first anti-roll moment required for the vehicle as a whole, and except for the target roll angle θ, the remaining data in the formula are vehicle fixed parameters sent to the front controller via the vehicle bus, wherein the vehicle fixed parameters may also include more types and quantities of data, which is not specifically limited in this application.

[0106] The feedforward control algorithm can calculate the ideal first anti-roll moment based on the above-mentioned known data model and inputs such as vehicle fixed parameters.

[0107] During the execution of step S310, step S320 may be executed simultaneously.

[0108] S320: Calculate a second anti-roll moment according to the vehicle information and the PID control algorithm.

[0109] The front controller obtains the second anti-roll moment of the vehicle according to the difference between the vehicle roll angle and the target roll angle determined according to the lateral acceleration, and the proportional-integral-differential PID control algorithm.

[0110] Specifically, the front controller determines the ideal roll angle corresponding to the current vehicle according to the vehicle lateral acceleration input by the vehicle CAN bus and the ideal roll angle table of the vehicle, wherein the ideal roll angle table is predetermined by the vehicle and includes different vehicle lateral accelerations and the ideal roll angle corresponding to each vehicle lateral acceleration. Afterwards, the front controller calculates the error between the ideal roll angle corresponding to the current vehicle and the actual vehicle roll angle input by the vehicle CAN bus, and calculates the second anti-roll moment according to the error and the PID control algorithm.

[0111] The specific operation process of calculating the torque based on the error and PID control algorithm is as follows:

[0112] The error is input into the PID control link. First, the error is multiplied by the proportional gain to obtain the proportional output. Then, the integral of the error over time is multiplied by the integral gain to obtain the integral output. Then, the rate of change of the error over time, that is, the time derivative of the error, is multiplied by the differential gain to obtain the differential output. Finally, the proportional output, integral output and differential output are added together to obtain the second anti-roll moment.

[0113] The forward controller combines the feedforward control algorithm with the PID control algorithm to improve stability and robustness.

[0114] S330: Controlling the front axle stabilizer bar and the rear axle stabilizer bar according to the second anti-roll moment and the first anti-roll moment.

[0115] The front controller superimposes the calculated second anti-roll moment and the first anti-roll moment to obtain the total torque required for the entire vehicle. Thereafter, the output torque of the front axle stabilizer bar motor and the output torque of the rear axle stabilizer bar motor are determined according to the total torque required for the vehicle and the distribution coefficient, thereby controlling the front axle stabilizer bar and the rear axle stabilizer bar respectively according to the output torque of the front axle stabilizer bar motor and the output torque of the rear axle stabilizer bar motor.

[0116] For example, the corresponding distribution coefficient is determined according to the vehicle speed and the distribution coefficient table in the vehicle fixed parameters, wherein the distribution coefficient is used to determine the distribution ratio of the torque between the front axle stabilizer bar and the rear axle stabilizer bar when turning. The distribution coefficient table used in the above process is pre-calibrated according to the vehicle speed, including different vehicle speeds and the distribution coefficients corresponding to the different vehicle speeds. The distribution coefficient decreases monotonically according to the increase of the vehicle speed. When the vehicle speed increases and the distribution coefficient decreases, the vehicle tends to understeer, that is, when the vehicle turns, the wheel steering angle is not enough to meet the steering input, resulting in a larger turning radius of the vehicle than expected, and the steering system needs to provide more steering input to better control the vehicle steering so that the vehicle can remain stable when driving at high speed.

[0117] The corresponding expected stability factor is determined according to the vehicle lateral acceleration in the vehicle fixed parameters and the expected stability factor table, wherein the expected stability factor table is pre-calibrated according to the vehicle lateral acceleration, including different vehicle lateral accelerations and the expected stability factors corresponding to different vehicle lateral accelerations. The expected stability factor increases with the increase of the vehicle's lateral acceleration. The stability factor refers to the ability of the vehicle to maintain vehicle stability in situations such as turning. The larger the stability factor, the less likely the vehicle is to roll when turning.

[0118] The vehicle speed is divided by the yaw rate to calculate the actual turning radius of the vehicle. The actual stability factor is calculated based on the vehicle's turning radius, neutral turning radius and vehicle speed.

[0119] Afterwards, the distribution coefficient correction value is calculated based on the expected stability factor and the actual stability factor.

[0120] Specifically, the difference between the actual stability factor and the expected stability factor is calculated, and the difference is used as the distribution coefficient correction value. It should be understood that the distribution coefficient correction value can also be determined according to other methods, and this application does not make specific limitations on this.

[0121] The final distribution coefficient is obtained by adding the distribution coefficient correction value and the distribution coefficient determined according to the vehicle speed and the distribution coefficient table. The torque corresponding to the front axle stabilizer bar and the torque corresponding to the rear axle stabilizer bar are determined according to the final distribution coefficient and the torque required by the vehicle previously calculated according to the second anti-roll moment and the first anti-roll moment.

[0122] In a possible implementation, when it is determined that the vehicle speed is less than the third vehicle speed threshold, the front axle stabilizer bar motor and the rear axle stabilizer bar motor are controlled to output the same torque. Alternatively, when it is determined that the vehicle speed is greater than the third vehicle speed threshold, the output torque of the front axle stabilizer bar motor is greater than the output torque of the rear axle stabilizer bar motor, wherein the third vehicle speed threshold is determined according to the vehicle model, and different vehicles have different corresponding third vehicle speed thresholds. For example, the third vehicle speed threshold may be 60 km / h. It should be understood that the third vehicle speed threshold may also be a speed less than or greater than 60 km / h, and this application does not specifically limit this.

[0123] Specifically, when it is determined that the vehicle speed is less than or equal to the third vehicle speed threshold, the calculated distribution coefficient may be 1, and the calculated total torque required by the vehicle is evenly distributed to the front axle stabilizer bar motor and the rear axle stabilizer bar motor, thereby controlling the front axle stabilizer bar and the rear axle stabilizer bar. When it is determined that the vehicle speed is greater than the third vehicle speed threshold, the calculated distribution coefficient may be a value less than 1, and the distribution coefficient is multiplied by the calculated total torque required by the vehicle, and the output torque allocated to the front axle stabilizer bar motor is greater than the output torque allocated to the rear axle stabilizer bar motor, thereby controlling the front axle stabilizer bar and the rear axle stabilizer bar.

[0124] In the above process, when the vehicle is in a roll state, the front controller combines feedforward control with PID control, and determines the torque corresponding to the front axle stabilizer bar and the torque corresponding to the rear axle stabilizer bar based on the rule-based control strategy, thereby controlling the front axle stabilizer bar and the rear axle stabilizer bar to meet the vehicle's safety and ride smoothness requirements.

[0125] When the vehicle roll angle is less than the first roll angle threshold value, the steering angle is less than the first steering angle threshold value, and the vehicle lateral acceleration is less than the first lateral acceleration threshold value, the vehicle is determined to be in a roll state. The specific comparison process is described in the above case of determining that the vehicle is in a non-roll state, and will not be repeated here.

[0126] To sum up, the vehicle stabilizer bar control method provided in the present application controls the working state of the stabilizer bar through vehicle information, so that the stabilizer bar can work in different working states when the vehicle is in an off-road state, a non-rolling state, a rolling state, etc., and can meet the vehicle's requirements for safety and driving smoothness. The rules based on the above method are relatively simple, which can reduce the consumption of computing resources, and the stabilizer bar is in different working states, so the controller does not need to control the stabilizer bar motor all the time, which can save vehicle energy consumption.

[0127] The above method is a possible example of the front controller executing the method. When the front controller is determined to be in a fault state according to the fault signals of the front controller and the rear controller in the vehicle information, the rear controller Figure 2 The vehicle stabilizer bar control method shown.

[0128] like Figure 4 As shown, Figure 4 is a schematic diagram of a controller provided in an embodiment of the present application, which can be applied to Figure 1 The front controller or the rear controller in the system shown, the controller 400 includes a bus 410, a processor 420, a memory 430 and a communication interface 440. The processor 420, the memory 430 and the communication interface 440 communicate with each other through the bus 410. It should be understood that the present application does not limit the number of processors and memories in the controller 400.

[0129] The bus 410 may be a peripheral component interconnect (PCI) bus or an extended industry standard architecture (EISA) bus. The bus may be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 4 The bus 410 is represented by only one line, but it does not mean that there is only one bus or one type of bus. The bus 410 may include a path for transmitting information between various components of the controller 400 (eg, the processor 420, the memory 430, and the communication interface 440).

[0130] The processor 420 may include any one or more of a central processing unit (CPU), a microprocessor (MP), or a digital signal processor (DSP), etc., for executing program codes.

[0131] The memory 430 may include a volatile memory, such as a random access memory (RAM). The memory 430 may also include a non-volatile memory, such as a read-only memory (ROM), a flash memory, a hard disk drive (HDD) or a solid state drive (SSD). The memory may also include a combination of the above types. The memory 430 stores executable program code, and the processor 420 executes the executable program code to implement Figure 2 , Figure 3 In addition, the memory 430 may store more types and quantities of data, such as vehicle driving parameters, vehicle fixed parameters, etc., which are not specifically limited in this application.

[0132] The communication interface 440 uses a transceiver module such as, but not limited to, a network interface card or a transceiver to implement communication between the controller 400 and other devices or a communication network.

[0133] Need to explain, Figure 4 This is only a possible implementation of the embodiment of the present application. In actual applications, the controller may also include more or fewer components, and the present application does not make any specific limitations on this.

[0134] Specific as Figure 5 As shown, Figure 5 is a schematic diagram of a vehicle structure provided by the present application, the vehicle 500 includes Figure 1 A vehicle stabilizer bar control system 100 is shown.

[0135] Need to explain, Figure 5 This is only one possible implementation of the embodiment of the present application. The vehicle actually includes more types and numbers of components, and the present application does not make any specific limitations on this.

[0136] The present application also provides a computer program product including instructions. The computer program product may be a software or program product including instructions that can be run on a storage service device or stored in any available medium. When the computer program product is run on at least one computing device, the at least one computing device executes Figure 2 The vehicle stabilizer bar control method shown.

[0137] The present application also provides a computer-readable storage medium. The computer-readable storage medium may be any available medium that can be stored by a computing device or a data storage device such as a data center that includes one or more available media. The computer-readable storage medium includes instructions that instruct the computing device to execute Figure 2 The vehicle stabilizer bar control method shown.

[0138] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the protection scope of the technical solutions of the embodiments of the present invention.

Claims

1. A vehicle stabilizer bar control method, characterized in that: The method comprises: The working state of the stabilizer bar is controlled according to vehicle information, and the working state of the stabilizer bar includes an active stabilizer bar state, a passive stabilizer bar state and a stabilizer bar-free state.

2. The method according to claim 1, characterized in that The vehicle information includes an off-road signal; The controlling the working state of the stabilizer bar according to the vehicle information comprises: In a case where it is determined according to the off-road signal that the vehicle is in the off-road mode, the working state of the stabilizer bar is controlled to be a passive stabilizer bar state or a stabilizer bar-free state.

3. The method according to claim 1, characterized in that The vehicle information includes an off-road signal and a vehicle roll angle; The controlling the working state of the stabilizer bar according to the vehicle information comprises: When it is determined according to the off-road signal that the vehicle is in the off-road mode and when it is determined that the vehicle roll angle is greater than a first vehicle roll angle threshold value, the working state of the stabilizer bar is controlled to be a passive stabilizer bar state.

4. The method according to claim 3, characterized in that The controlling the working state of the stabilizer bar according to the vehicle information comprises: When it is determined that the vehicle is in the off-road mode according to the off-road signal and when it is determined that the vehicle roll angle is less than a second vehicle roll angle threshold value, the stabilizer bar is controlled to operate in a stabilizer bar-free state, wherein the second vehicle roll angle threshold value is less than the first vehicle roll angle threshold value.

5. The method according to claim 4, characterized in that The controlling the working state of the stabilizer bar according to the vehicle information comprises: When it is determined according to the off-road signal that the vehicle is in the off-road mode, and when it is determined that the vehicle roll angle is less than a first vehicle roll angle threshold value, and the vehicle roll angle is greater than a second vehicle roll angle threshold value, the stabilizer bar is controlled not to change the current working state.

6. The method according to claim 1, characterized in that The vehicle information includes a welcome signal; The controlling the working state of the stabilizer bar according to the vehicle information comprises: When it is determined that the vehicle is in the welcome mode according to the welcome signal, the working state of the stabilizer bar is controlled to be the active stabilizer bar state.

7. The method according to claim 1, characterized in that The vehicle information includes a welcome signal; The controlling the working state of the stabilizer bar according to the vehicle information comprises: When it is determined that the vehicle is in the welcome mode according to the welcome signal, the motor of the stabilizer bar is controlled to output a fixed preset torque.

8. The method according to claim 7, characterized in that The vehicle includes a front axle stabilizer bar motor and a rear axle stabilizer bar motor; The motor controlling the stabilizer bar to output a fixed preset torque comprises: The fixed torque output by the front axle stabilizer bar motor is controlled to be the same as the fixed torque output by the rear axle stabilizer bar motor.

9. The method according to claim 1, characterized in that: The controlling the working state of the stabilizer bar according to the vehicle information comprises: When it is determined according to the vehicle information that the vehicle is in a non-rolling state, the working state of the stabilizer bar is controlled to be a passive stabilizer bar state or a stabilizer bar-free state.

10. The method according to claim 1, characterized in that The vehicle information also includes vehicle speed; The controlling the working state of the stabilizer bar according to the vehicle information comprises: When it is determined according to the vehicle information that the vehicle is in a non-rolling state and when it is determined that the vehicle speed is greater than a first vehicle speed threshold, the working state of the stabilizer bar is determined to be a passive stabilizer bar state.

11. The method according to claim 3 or 10, characterized in that: The three-phase short circuit of the motor of the stabilizer bar is controlled to control the working state of the stabilizer bar to be a passive stabilizer bar state.

12. The method according to claim 10, characterized in that The controlling the working state of the stabilizer bar according to the vehicle information comprises: When it is determined according to the vehicle information that the vehicle is in a non-rolling state and when it is determined that the vehicle speed is less than a second vehicle speed threshold, the stabilizer bar is controlled to operate in a non-stabilizer bar state, wherein the second vehicle speed threshold is less than the first vehicle speed threshold.

13. The method according to claim 12, characterized in that The motor for controlling the stabilizer bar does not work so as to control the stabilizer bar to work in a state without the stabilizer bar.

14. The method according to claim 12, characterized in that The controlling the working state of the stabilizer bar according to the vehicle information comprises: When it is determined according to the vehicle information that the vehicle is in a non-rolling state, and when it is determined that the vehicle speed is less than a first vehicle speed threshold, and when the vehicle speed is greater than the second vehicle speed threshold, the stabilizer bar is controlled not to change the current working state.

15. The method according to any one of claims 9 to 14, characterized in that: The vehicle information includes vehicle roll angle, steering angle, and vehicle lateral acceleration; When it is determined that the vehicle roll angle is less than a first roll angle threshold value, the steering angle is less than a first steering angle threshold value, and the vehicle lateral acceleration is less than a first lateral acceleration threshold value, it is determined that the vehicle is in the non-roll state.

16. The method according to claim 1, characterized in that The controlling the working state of the stabilizer bar according to the vehicle information comprises: When it is determined according to the vehicle information that the vehicle is in a roll state, the working state of the stabilizer bar is controlled to be an active stabilizer bar state.

17. The method according to claim 16, characterized in that The vehicle includes a front axle stabilizer bar motor and a rear axle stabilizer bar motor; The controlling the working state of the stabilizer bar to be the active stabilizer bar state includes: When it is determined that the vehicle speed is less than a third vehicle speed threshold, the front axle stabilizer bar motor and the rear axle stabilizer bar motor are controlled to output the same torque.

18. The method according to claim 17, characterized in that The controlling the working state of the stabilizer bar to be the active stabilizer bar state includes: When it is determined that the vehicle speed is greater than the third vehicle speed threshold, the output torque of the front axle stabilizer bar motor is made greater than the output torque of the rear axle stabilizer bar motor.

19. The method according to claim 18, characterized in that The vehicle information also includes vehicle speed, lateral acceleration, steering angle and vehicle fixed parameters, wherein the vehicle fixed parameters include one or more of vehicle wheelbase, yaw angular velocity, vehicle mass, vehicle center of mass height, gravity acceleration, vehicle roll center height and vehicle roll stiffness; The controlling the working state of the stabilizer bar to be the active stabilizer bar state includes: Obtaining a first anti-roll moment of the vehicle according to the vehicle speed, the vehicle fixed parameter, the lateral acceleration and the steering angle, and obtaining a second anti-roll moment of the vehicle according to a difference between the vehicle roll angle and a target roll angle determined according to the lateral acceleration and a proportional-integral-differential PID control algorithm; A total torque is obtained according to the first anti-roll moment and the second anti-roll moment, and the total torque is distributed to the front axle stabilizer bar motor and the rear axle stabilizer bar motor.

20. The method according to any one of claims 16 to 19, characterized in that: The vehicle information includes steering angle, vehicle roll angle and lateral acceleration; When the conditions that the vehicle roll angle is less than the first roll angle threshold value, the steering angle is less than the first steering angle threshold value, and the vehicle lateral acceleration is less than the first lateral acceleration threshold value are not met at the same time, it is determined that the vehicle is in a roll state.

21. A controller, characterized in that: The controller includes a processor and a memory, the memory stores a program, and the processor executes the program so that the controller performs the method according to any one of claims 1 to 20.

22. A computer program product, characterized in that The method comprises instructions, which, when executed by a controller, cause the controller to perform the method according to any one of claims 1 to 20.

23. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a program, and when the program is executed on a controller, the controller is caused to execute the method according to any one of claims 1 to 20.

24. A vehicle stabilizer bar control system, characterized in that: The vehicle stabilizer bar control system comprises a stabilizer bar, a stabilizer bar motor for driving the stabilizer bar to move, and a controller for controlling the stabilizer bar motor. The vehicle stabilizer bar control system is used to execute the method according to any one of claims 1 to 20.

25. The vehicle stabilizer bar control system according to claim 24, characterized in that: The vehicle stabilizer bar control system includes a front axle stabilizer bar system and a rear axle stabilizer bar system, wherein a front controller of the front axle stabilizer bar system is connected to a rear controller of the rear axle stabilizer bar system via a bus, wherein the front controller is a main controller, configured to execute the method described in any one of claims 1 to 20, and when a failure occurs in the front controller, the rear controller executes the method described in any one of claims 1 to 20.

26. A vehicle, characterized in that: The vehicle comprises a vehicle stabilizer bar control system as claimed in claim 24 or 25.

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