A vehicle stabilizer bar control method, controller and system

Abstract

This disclosure relates to a vehicle stabilizer bar control method, controller, and system. The method includes controlling the operating state of the stabilizer bar based on vehicle information. The operating states of the stabilizer bar include an active stabilizer bar state, a passive stabilizer bar state, and a stabilizer bar-free state. By controlling the stabilizer bar to operate in different states, this method can meet the vehicle's safety and ride comfort requirements under different operating conditions. Furthermore, the rules for controlling the stabilizer bar's operating state are relatively simple and do not require significant computational resources.

Description

Technical Field

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

[0002] There are two main causes of vehicle roll: first, roll caused by centrifugal force when the vehicle is turning; and second, roll caused by bumpy road surfaces. Small rolls provide the driver with feedback on the vehicle's current status, improving driving safety. However, excessive roll not only reduces vehicle safety and driving comfort, but can also lead to rollovers and traffic accidents.

[0003] Currently, most vehicles are equipped with passive stabilizer bars. The stabilizer bars reduce the vehicle's roll angle by outputting a fixed torque from the motor connected to them, thereby reducing safety hazards caused by vehicle roll. However, the fixed torque means that the degree to which the passive stabilizer bars can reduce the vehicle's roll angle is fixed, which cannot meet the safety and ride comfort requirements of different vehicle driving conditions. Summary of the Invention

[0004] This application discloses a vehicle stabilizer bar control method, controller, and system. By controlling the working state of the stabilizer bar according to vehicle information, 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 under different roll conditions and ensure the safety and ride comfort requirements of the vehicle.

[0005] In a first aspect, this application provides a vehicle stabilizer bar control method, the method comprising: controlling 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.

[0006] During the above process, the working state of the stabilizer bar is controlled according to the vehicle information. The working state of the stabilizer bar includes active stabilizer bar state, passive stabilizer bar state, and no stabilizer bar state, so as to meet the needs of the vehicle under different roll conditions and ensure the safety and ride comfort requirements of the vehicle.

[0007] For example, the vehicle information includes off-road signals; the specific process of controlling the working state of the stabilizer bar based on the vehicle information is as follows: when it is determined that the vehicle is in off-road mode based on the off-road signals, the working state of the stabilizer bar is controlled to be either passive stabilizer bar state or no stabilizer bar state.

[0008] For example, the vehicle information includes off-road signals and 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 it is determined that the vehicle roll angle is greater than the first vehicle roll angle threshold, the working state of the stabilizer bar is controlled to be the passive stabilizer bar state.

[0009] During the above process, if the vehicle roll angle is greater than the first roll angle threshold, the vehicle's safety hazard is significant. By controlling the stabilizer bar to operate in passive stabilizer bar mode, it is possible to avoid focusing too much on vehicle safety and continuously increasing the output torque of the stabilizer bar motor to reduce the vehicle roll angle, which could lead to a significant impact on the vehicle's ride comfort.

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

[0011] For example, when it is determined that the vehicle is in off-road mode based on the off-road signal, and the vehicle roll angle is less than the first vehicle roll angle threshold and greater than the second vehicle roll angle threshold, the control stabilizer bar does not change its current operating state.

[0012] In the above process, when the vehicle roll angle is less than the second vehicle roll angle threshold, there are fewer safety hazards related to vehicle roll. By controlling the stabilizer bar not to reduce the vehicle roll angle, the vehicle's suspension travel can be increased, the vehicle's tracking index can be improved, and the vehicle can drive more accurately according to the driver's instructions. This improves the vehicle's ability to pass through obstacles and uneven road surfaces, and can improve the vehicle's ride smoothness under safe conditions.

[0013] Depending on the vehicle's current driving conditions, the stabilizer bar can be controlled to operate in different stabilizer bar states, such as passive stabilizer bar state and no stabilizer bar state. This avoids the situation where the stabilizer bar is always controlled to operate in active stabilizer bar state, thereby reducing vehicle energy consumption.

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

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

[0016] For example, 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 the same as the fixed torque output by the rear axle stabilizer bar motor.

[0017] During the above process, when the welcome signal indicates that the vehicle's welcome mode is activated, the vehicle is confirmed to be in welcome mode, the vehicle is stationary, and the doors are open. By controlling the motor of the stabilizer bar to output a fixed torque, the vehicle can be tilted towards the side where the doors are open, making it easier for passengers to get on and off the vehicle and improving the comfort of the ride.

[0018] For example, the specific process of controlling the working state of the stabilizer bar according to vehicle information is as follows: when it is determined that the vehicle is in a state of no roll according to the vehicle information, the working state of the stabilizer bar is controlled to be either passive stabilizer bar state or stabilizer bar-free state.

[0019] For example, the vehicle information also includes 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 that the vehicle is in a state of no roll according to the vehicle information, 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 the passive stabilizer bar state.

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

[0021] During the above process, when the vehicle speed exceeds the first speed threshold, the vehicle is more likely to sideslip. By controlling the stabilizer bar to operate in passive stabilizer bar mode, the front controller can be prevented from focusing too much on vehicle safety and continuously increasing the stabilizer bar's roll stiffness, which would significantly affect the vehicle's ride comfort.

[0022] For example, when it is determined from vehicle information that the vehicle is in a state of no roll, 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 state without stabilizer bar, wherein the second vehicle speed threshold is less than the first vehicle speed threshold.

[0023] Specifically, the stabilizer bar is controlled to operate in a stabilizer-free state by controlling the stabilizer bar motor to not operate.

[0024] During the above process, when the vehicle speed is less than the second speed threshold, the possibility of vehicle sideslip is low. By controlling the stabilizer bar to not reduce the vehicle's roll angle, the ride smoothness of the vehicle can be improved under safe conditions.

[0025] For example, if it is determined from the vehicle information that the vehicle is in a state of no roll, and it is determined that the vehicle speed is less than a first vehicle speed threshold and greater than a second vehicle speed threshold, the control stabilizer bar does not change its current working state.

[0026] Depending on the vehicle's current driving conditions, the stabilizer bar can be controlled to operate in different stabilizer bar states, such as passive stabilizer bar state and no stabilizer bar state. This avoids the situation where the stabilizer bar is always controlled to operate in active stabilizer bar state, thereby reducing vehicle energy consumption.

[0027] For example, the vehicle information includes vehicle roll angle, steering angle, and vehicle lateral acceleration; if it is determined that the vehicle roll angle is less than a first roll angle threshold, the steering angle is less than a first steering angle threshold, and the vehicle lateral acceleration is less than a first lateral acceleration threshold, then the vehicle is determined to be in a roll-free state.

[0028] Specifically, the vehicle roll angle is compared not only with a first roll angle threshold but also with a second roll angle threshold, where the second roll angle threshold is less than the first roll angle threshold. If the vehicle roll angle is less than the first roll angle threshold, the vehicle is determined to be in a no-roll state. If the vehicle roll angle is greater than the second roll angle threshold, the vehicle is determined to be in a roll state. If the vehicle roll angle is greater than the first roll angle threshold but less than the second roll angle threshold, the vehicle state is the same as the previously determined state. Therefore, if the vehicle was previously determined to be in a no-roll state, it is now determined to be in a no-roll state, equivalent to the case where the vehicle roll angle is less than the first roll angle threshold.

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

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

[0031] For example, the vehicle includes a front axle stabilizer bar motor and a rear axle stabilizer bar motor; controlling the stabilizer bar to operate in an active stabilizer bar state includes: when the vehicle speed is determined to be 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] For example, when the vehicle speed is determined to be greater than a third vehicle speed threshold, the output torque of the front axle stabilizer bar motor is made to be 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 and rear axle stabilizer bars according to different vehicle speeds, the anti-roll control of the vehicle can be better achieved, ensuring vehicle safety while improving the stability of the vehicle's ride.

[0034] For example, the vehicle information also includes vehicle speed, lateral acceleration, steering angle, and vehicle fixed parameters. The vehicle fixed parameters include one or more of the following: vehicle wheelbase, yaw rate, vehicle mass, vehicle center of gravity height, gravitational acceleration, vehicle roll center height, and vehicle roll stiffness. Based on the vehicle speed, vehicle fixed parameters, lateral acceleration, and steering angle, the first anti-roll moment of the vehicle is obtained. Based on the difference between the vehicle roll angle and the target roll angle determined based on the lateral acceleration, and a proportional-integral-derivative (PID) control algorithm, the second anti-roll moment of the vehicle is obtained. The total moment is obtained based on the first and second anti-roll moments and 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 overall anti-roll torque required by the vehicle can be predicted. Then, based on the overall anti-roll torque required by the vehicle and the vehicle speed, appropriate output torque is allocated to the front axle stabilizer bar motor and the rear axle stabilizer bar motor, thereby ensuring both vehicle safety and vehicle ride stability.

[0036] For example, the vehicle information includes steering angle, vehicle roll angle, and lateral acceleration. If the conditions that the vehicle roll angle is less than a first roll angle threshold, the steering angle is less than a first steering angle threshold, and the vehicle lateral acceleration is less than a first lateral acceleration threshold are not simultaneously met, the vehicle is determined to be in a roll state.

[0037] In a second aspect, this application provides a controller including a processor and a memory, the memory storing a computer program and the processor executing the computer program to cause the controller to perform the method provided in the first aspect.

[0038] Thirdly, this application provides a computer program product including instructions that, when executed by a controller, cause the controller to perform the method provided in the first aspect.

[0039] Fourthly, this application provides a computer-readable storage medium storing a program that, when run on a controller, executes the method provided in the first aspect.

[0040] Fifthly, this application provides a vehicle stabilizer bar control system, which includes a stabilizer bar, a stabilizer bar motor for driving the stabilizer bar's movement, and a controller for controlling the stabilizer bar motor. The vehicle stabilizer bar control system is used to execute the method provided in the first aspect.

[0041] For example, the vehicle stabilizer bar control system includes a front axle stabilizer bar system and a rear axle stabilizer bar system. The front controller of the front axle stabilizer bar system and the rear controller of the rear axle stabilizer bar system are connected via a bus. The front controller is the master controller, which is used to execute the method provided in the first aspect. When the front controller fails, the rear controller is used to execute the method provided in the first aspect.

[0042] Sixthly, this application provides a vehicle that includes the vehicle stabilizer bar control system provided in the fifth aspect.

[0043] Based on the implementation methods provided in the above aspects, this application can be further combined to provide more implementation methods. Attached Figure Description

[0044] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below.

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

[0046] Figure 2 This is a flowchart of a vehicle stabilizer bar control method provided in an embodiment of this application;

[0047] Figure 3 This is a flowchart of a method for controlling the front axle stabilizer bar and the rear axle stabilizer bar when the vehicle is in a rollover state, provided by an embodiment of this application.

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

[0049] Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0050] The technical solutions of the embodiments of the present invention will now be described with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0051] To reduce the impact of vehicle roll on comfort and safety, passive stabilizer bars are typically installed in vehicles to reduce the roll angle during cornering and mitigate the effects of roll. However, in actual driving conditions, such as high speeds while driving straight, high steering wheel angles, high vehicle roll acceleration, or high speeds while cornering, or driving on very bumpy roads (e.g., off-road driving), the risk of roll, sideslip, and rollover is higher. Since the degree to which passive stabilizer bars reduce the roll angle is fixed, a stabilizer bar motor with a large fixed torque output can control the passive stabilizer bar to significantly reduce the roll angle, but this will increase vibrations on bumpy roads, at high speeds, or during cornering. Conversely, a stabilizer bar motor with a smaller fixed torque output can control the passive stabilizer bar to reduce vibrations on bumpy roads, at high speeds, or during cornering, but it cannot effectively reduce the roll angle. Therefore, passive stabilizer bars cannot simultaneously meet the requirements for vehicle safety and ride comfort.

[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. The working state includes active stabilizer bar state, passive stabilizer bar state, and no stabilizer bar state, thereby meeting the requirements of vehicle stability and safety.

[0053] like Figure 1 As shown, Figure 1 This is a schematic diagram of a vehicle stabilizer bar control system provided in an embodiment of this application. 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. The front controller and the rear controller are respectively connected to the vehicle CAN bus, and the front controller and the rear controller are connected to each other through the 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 this 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. The front axle stabilizer bar motor is bidirectionally connected to the front controller, and the connection between the front axle stabilizer bar motor and the front axle reducer, as well as the connection between the front axle reducer and the front axle stabilizer bar, are unidirectional mechanical connections. The rear axle stabilizer bar motor is bidirectionally connected to the rear controller, and the connection between the rear axle stabilizer bar motor and the rear axle reducer, as well as the connection between the rear axle reducer and the rear axle stabilizer bar, are unidirectional mechanical connections.

[0055] The front and rear stabilizer bar motors can be three-phase permanent magnet synchronous motors, used to receive power signals sent by the controller and determine the working state and output torque based on the power signals, 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 practice, the front axle stabilizer bar and the rear axle stabilizer bar are each connected to the vehicle body and the wheels, and are used to suppress vehicle roll according to different operating conditions.

[0058] In specific implementation, the vehicle CAN bus 140 is used to input vehicle 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 rear controller at certain time intervals. The off-road signal can be generated manually by the driver or determined based on vehicle driving data such as vehicle roll angle and lateral acceleration, and is used to indicate whether the vehicle's off-road mode is activated. The welcome signal indicates whether the vehicle is stationary. The time interval can be determined empirically. The vehicle CAN bus can also send more types and quantities of data to the front or rear controller, which is not specifically limited in this application.

[0059] The front controller is used to communicate with the rear controller via a proprietary bus 130. The front controller controls the output torque of the front and rear stabilizer bar motors based on vehicle driving data, vehicle stationary parameters, and vehicle fault signals input from the vehicle's CAN bus 140, thereby controlling the operating status of the front and rear stabilizer bars.

[0060] The rear controller is used to replace the front controller and perform the operations of controlling the working state of the front and rear axle stabilizer bars, which are performed by the front controller, in the event that a fault is determined to be in the front controller.

[0061] It should be understood that Figure 1 This is merely one possible implementation provided by the embodiments of this application. The vehicle stabilizer bar control system may include more or fewer components, and this application does not specifically limit it.

[0062] The vehicle stabilizer bar control system provided in this application embodiment adds redundancy design compared to existing vehicle stabilizer bar control systems. By deploying two stabilizer bar controllers, a front controller and a rear controller, the rear controller can control the working state of the front and rear axle stabilizer bars based on data obtained from the vehicle's CAN bus, even if the front controller fails. This avoids the problem of the vehicle losing control of the stabilizer bars due to the failure of a single controller.

[0063] Furthermore, unlike existing vehicle stabilizer control systems where the front and rear controllers are connected via the vehicle CAN bus, the vehicle stabilizer control system provided in this application embodiment connects the front and rear controllers via a private bus. Compared to the vehicle CAN bus, the private bus has higher bandwidth and a more flexible communication protocol, which can ensure the system's performance and reliability, thereby improving the system's versatility.

[0064] Currently, the vehicle stabilizer bar control methods applied to the above systems are mainly aimed at the scenario of vehicle turning. They cannot cover various working conditions such as off-road conditions, and cannot simultaneously meet the requirements of vehicle safety and driving smoothness. Furthermore, with complex control algorithms, the computing power requirements of the controller are also high, which increases the system cost.

[0065] To address the aforementioned issues, this application provides a novel vehicle stabilizer bar control method. This method controls the operating state of the stabilizer bar based on vehicle information. The operating state of the stabilizer bar includes an active stabilizer bar state, a passive stabilizer bar state, and a stabilizer bar-free state. This method aims to meet the anti-rollback requirements under various vehicle conditions, such as off-road driving, reduce the risk of vehicle rollover, and ensure the vehicle's safety and driving stability.

[0066] like Figure 2 As shown, Figure 2 This is a flowchart of a vehicle stabilizer bar control method provided in an embodiment of this application. The method is applied to... Figure 1 The system shown in this application is illustrated by taking the method executed by the controller as an example. The method includes the following steps.

[0067] S200: Controls the working state of the stabilizer bar based on vehicle information. The working state of the stabilizer bar includes active stabilizer bar state, passive stabilizer bar state, and no stabilizer bar state.

[0068] Vehicle information includes vehicle driving parameters and vehicle stationary parameters. Vehicle driving parameters include steering angle, lateral acceleration, roll angle, off-road signal, welcome signal, vehicle speed, and fault signals. The off-road signal can be generated manually by the driver or determined based on vehicle driving data such as roll angle and lateral acceleration, and is used to indicate whether the off-road mode is activated. The welcome signal can also be generated manually by the driver or determined based on vehicle speed and door opening signals, and is used to indicate whether the vehicle is stationary and whether the doors are open. The steering angle can be the steering wheel angle or the wheel angle; this application does not specifically limit this. Vehicle stationary parameters include wheelbase, yaw rate, vehicle mass, vehicle center of gravity height, gravitational acceleration, vehicle roll center height, and vehicle roll stiffness.

[0069] It is understood that the vehicle information in this application can be steering angle, vehicle speed, wheel acceleration, roll angle, and lateral acceleration obtained one by one from sensors. Controlling the stabilizer bar system's operating state based on vehicle status information involves preliminary processing (e.g., comparison) of the steering angle, vehicle speed, wheel acceleration, roll angle, and lateral acceleration information, followed by control of the stabilizer bar system's operating state based on the processed results. Alternatively, the processed results can be directly obtained (with the preliminary processing performed by another third party) to control the stabilizer bar system's operating state.

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

[0071] In one possible implementation, when the vehicle is determined to be in off-road mode based on off-road signals, the stabilizer bar is controlled to operate in either a passive stabilizer bar state or a stabilizer bar-free state.

[0072] When the off-road signal determines that the vehicle is in off-road mode and the vehicle roll angle is greater than the first vehicle roll angle threshold, the stabilizer bar is controlled to operate in passive stabilizer bar mode.

[0073] Specifically, based on the vehicle roll angle θ and the first roll angle threshold θ1 in the vehicle driving parameters, the control operations for the front axle stabilizer bar motor and the rear axle stabilizer bar motor are determined: if |θ|>θ1, it is determined that the vehicle is at risk of rollover, and the front axle stabilizer bar motor and the rear axle stabilizer bar motor are controlled to have a three-phase short circuit.

[0074] Through the above process, when the vehicle roll angle is greater than the first vehicle roll angle threshold, the vehicle's safety hazard is significant. By controlling the front axle stabilizer bar motor and the rear axle stabilizer bar motor to short-circuit, the stabilizer bar's working state is set to passive stabilizer bar state. This avoids the situation where, when the stabilizer bar is in active stabilizer bar state, the controller focuses too much on vehicle safety and continuously increases the output torque of the front axle stabilizer bar motor and the rear axle stabilizer bar motor, which would significantly affect the vehicle's ride comfort.

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

[0076] Specifically, based on the vehicle roll angle θ and the second roll angle threshold θ2 in the vehicle driving parameters, the control operations for the front axle stabilizer bar motor and the rear axle stabilizer bar motor are determined: when |θ|<θ2, the front controller determines that there is no risk of the vehicle rolling over and controls the front axle stabilizer bar motor and the rear axle stabilizer bar motor to not work.

[0077] Through the above process, when the vehicle roll angle is less than the second vehicle roll angle threshold, there are fewer safety hazards. The front controller instructs the front axle stabilizer bar motor and the rear axle stabilizer bar motor to stop operating, so that the stabilizer bar is in a stabilizer bar-free state. This can increase the vehicle's suspension travel, improve the vehicle's tracking index, and enable the vehicle to drive more accurately according to the driver's instructions. It also improves the vehicle's ability to pass through obstacles and uneven road surfaces, and can improve the ride smoothness of the vehicle while ensuring safety.

[0078] When the vehicle is determined to be in off-road mode based on the off-road signal, and the vehicle roll angle is determined to be less than the first vehicle roll angle threshold and greater than the second vehicle roll angle threshold, the stabilizer bar does not change its current operating state.

[0079] Specifically, based on 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 operations for the front axle stabilizer bar motor and the rear axle stabilizer bar motor are determined: when θ2≤|θ|≤θ1, the front controller maintains the control operations for the front axle stabilizer bar motor and the rear axle stabilizer bar motor from the previous moment, so that the front axle stabilizer bar and the rear axle stabilizer bar maintain their current working state.

[0080] In another possible implementation, when the vehicle is determined to be in welcome mode based on the welcome signal, the stabilizer bar is controlled to operate in active stabilizer bar mode.

[0081] When the vehicle is determined to be in welcome mode based on a welcome signal, the motor controlling the stabilizer bar outputs a fixed preset torque. If the vehicle includes both a front axle stabilizer bar motor and a rear axle stabilizer bar motor, the fixed torque output by the front axle stabilizer bar motor is the same as the fixed torque output by the rear axle stabilizer bar motor. This fixed torque can be determined based on the vehicle model, experience, etc., and this application does not impose specific limitations on it.

[0082] Specifically, when the right door is opened based on 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 whole vehicle to tilt to the right.

[0083] When the vehicle is in welcome mode, the corresponding operation rules of the stabilizer bar motor can tilt the entire vehicle towards the door opening side, actively lowering the vehicle height on the door opening side to facilitate passengers getting on and off the vehicle.

[0084] In another possible implementation, when it is determined from vehicle information that the vehicle is in a no-roll state, the control stabilizer bar is in either a passive stabilizer bar state or a stabilizer bar-free state.

[0085] Assuming the vehicle is in a tilt-free state, based on the vehicle speed v and the first vehicle speed threshold v in the vehicle driving parameters. H To determine the vehicle's driving status and the operations performed by the front controller: when v>v H In the case where the vehicle is determined to be traveling at high speed, a three-phase short circuit is controlled between the front axle stabilizer bar motor and the rear axle stabilizer bar motor.

[0086] Through the above process, when the vehicle speed exceeds the first speed threshold, the possibility of vehicle sideslip is relatively high. The front controller disconnects the control of the stabilizer bar by short-circuiting the front axle stabilizer bar motor and the rear axle stabilizer bar motor, so that the stabilizer bar is in passive stabilizer bar mode. This avoids the situation where the front controller focuses too much on vehicle safety and continuously increases the output torque of the stabilizer bar motor when the stabilizer bar is in active stabilizer bar mode, which would greatly affect the ride smoothness of the vehicle.

[0087] Assuming the vehicle is in a no-tilt state, based on the vehicle speed v and the second speed threshold v in the vehicle driving parameters. L To determine the vehicle's driving status and the operations performed by the front controller, where v l Greater than

[0088] v H : in v <v L In cases where the vehicle is traveling at low speed, the front and rear axle stabilizer bar motors are deactivated.

[0089] Through the above process, when the vehicle speed is less than the second speed threshold, the possibility of vehicle sideslip is low. The front controller instructs the front axle stabilizer bar motor and the rear axle stabilizer bar motor to stop operating, so that the front axle stabilizer bar and the rear axle stabilizer bar are in a stabilizer bar-free state, which can improve the ride smoothness of the vehicle in a safe manner.

[0090] Assuming the vehicle is in a tilt-free state, based on the vehicle speed v and the first speed threshold v in the vehicle driving parameters... H And the second vehicle speed threshold v L To determine the vehicle's driving status and the operations performed by the front controller: in v 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 from the previous moment, so that the front axle stabilizer bar and the rear axle stabilizer bar maintain their current working state.

[0091] The vehicle is in a state of no roll based on its roll angle, steering angle, and lateral acceleration.

[0092] Specifically, the front controller determines the vehicle roll angle θ and the first roll angle threshold θ based on the vehicle roll angle θ. L Second roll angle threshold θ H Determine the vehicle status, where θ H Greater than θ L Compare |θ| with θ H In comparison, when |θ|>θ H In the case where it is determined that the vehicle is in a tilting state, and |θ|≤θ H In the case of |θ| and θ L In comparison, when |θ| < θ L Under these circumstances, it is determined that the vehicle is in a state of no roll. Additionally, at θ... L ≤|θ|≤θ H In this case, the vehicle is determined to maintain the state determined at the previous moment.

[0093] The front controller adjusts according to the steering angle. First steering angle threshold Second steering angle threshold Determine if the vehicle has a steering angle input, among which, Greater than Will and In comparison, In this case, it is determined that the vehicle has a steering angle input, In the case of, and In comparison, In the case of no steering angle input from the vehicle, in addition, In this case, the vehicle is determined to maintain the state determined at the previous moment.

[0094] The front controller uses the vehicle's lateral acceleration g and the first vehicle lateral acceleration threshold g. L Second vehicle lateral acceleration threshold g H To determine whether the vehicle experiences lateral acceleration, where g H Greater than g L . (The last part is a repetition of the first part and can be omitted.) L In comparison, when |g|>g H In the case where it is determined that the vehicle has lateral acceleration, and |g|≤g H In the case of |g| and g L In comparison, in |g| <g L In the case of determining that the vehicle does not have lateral acceleration, and also, in g L ≤|g|≤g H In this case, the vehicle is determined to maintain the state determined at the previous moment.

[0095] Based on the above comparison process, the front controller determines that the vehicle is in a no-roll state when the vehicle roll angle is less than the first roll angle threshold, the steering angle is less than the first steering angle threshold, and the vehicle lateral acceleration is less than the first lateral acceleration threshold.

[0096] In another possible implementation, when it is determined from vehicle information that the vehicle is in a tilt state, the control stabilizer bar is in an active stabilizer bar state.

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

[0098] like Figure 3 As shown, Figure 3 This application provides a flowchart of a method for controlling the front and rear axle stabilizer bars when a vehicle is in a rollover state. The method includes the following steps.

[0099] S310: The first anti-rolling moment is calculated based on vehicle information and feedforward control algorithm.

[0100] The vehicle's first anti-roll torque is obtained by using the front controller's vehicle speed, fixed vehicle parameters, and steering angle.

[0101] Specifically, the front controller divides the vehicle's wheelbase by the tangent of the vehicle's steering angle to calculate the vehicle's neutral steering radius. The vehicle's neutral steering radius refers to the minimum turning radius formed when, without any vehicle steering input (e.g., the steering wheel is not turned), starting from a straight-line driving state and reaching the maximum limit of full steering (when the front or rear wheels of the vehicle are fully turned).

[0102] After calculating the vehicle's neutral turning radius, the steady-state lateral acceleration is determined based on this radius. Using the lateral acceleration calculated in the above process and the vehicle's ideal roll angle table, the target roll angle is determined. The vehicle's steady state refers to the equilibrium state achieved during driving, where there is no acceleration or deceleration. When the vehicle's turning radius equals the neutral turning radius, the vehicle is in a steady state and will not experience lateral acceleration. However, as the difference between the vehicle's turning radius and the neutral turning radius increases, the likelihood of lateral acceleration 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 entire vehicle based on the vehicle's fixed parameters and the following single-degree-of-freedom roll 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 M represents the torque provided by the front axle stabilizer bar. AR The torque provided by the rear axle stabilizer bar is expressed in m. g Indicates vehicle mass, a y Let g represent the lateral acceleration of the vehicle, θ represent the gravitational acceleration, and H represent the target roll angle. g H represents the height of the vehicle's center of gravity. r H represents the height of the vehicle's roll center. θ This represents the vehicle's roll stiffness. In the above formula, M... AF With M ARThe sum of these values ​​represents the first anti-roll moment required for the entire vehicle. Apart from the target roll angle θ, the remaining data in the formula are vehicle fixed parameters sent to the front controller via the vehicle bus. These vehicle fixed parameters may also include more types and quantities of data, which are not specifically limited in this application.

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

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

[0108] S320: The second anti-tilting moment is calculated based on vehicle information and PID control algorithm.

[0109] The front controller obtains the vehicle's second anti-roll torque based on the difference between the vehicle's roll angle and the target roll angle determined by the lateral acceleration, and using a proportional-integral-derivative PID control algorithm.

[0110] Specifically, the front controller determines the ideal roll angle for the current vehicle based on the vehicle's lateral acceleration input from the vehicle's CAN bus and the vehicle's ideal roll angle table. The ideal roll angle table is pre-determined for the vehicle and includes different vehicle lateral accelerations and the corresponding ideal roll angle for each lateral acceleration. Then, the front controller calculates the error between the current ideal roll angle and the actual vehicle roll angle input from the vehicle's CAN bus, and uses this error and a PID control algorithm to calculate the second anti-roll moment.

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

[0112] When the error is input into the PID control loop, firstly, 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. Next, the rate of change of the error over time, which 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-tilting torque.

[0113] The front controller combines feedforward control algorithm and PID control algorithm, which can improve stability and robustness.

[0114] S330: Control the front axle stabilizer bar and the rear axle stabilizer bar based on 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 moment required for the entire vehicle. Then, based on the total moment required for the vehicle and the distribution coefficient, it determines the output torque of the front axle stabilizer bar motor and the output torque of the rear axle stabilizer bar motor, and controls the front axle stabilizer bar and the rear axle stabilizer bar respectively based on the output torque of the front axle stabilizer bar motor and the output torque of the rear axle stabilizer bar motor.

[0116] For example, based on the vehicle speed and distribution coefficient table in the vehicle's fixed parameters, a corresponding distribution coefficient is determined. This distribution coefficient is used to determine the torque distribution ratio between the front and rear axle stabilizer bars during cornering. The distribution coefficient table used in the above process is pre-calibrated based on vehicle speed and includes different vehicle speeds and their corresponding distribution coefficients. This distribution coefficient decreases monotonically with increasing vehicle speed. As the vehicle speed increases and the distribution coefficient decreases, the vehicle tends to understeer. This means that when the vehicle is cornering, the wheel steering angle is insufficient to meet the steering input, resulting in a larger turning radius than expected. This requires the steering system to provide more steering input to better control the vehicle's steering and maintain stability at high speeds.

[0117] Based on the vehicle's lateral acceleration and expected stability factor table in the vehicle's fixed parameters, the corresponding expected stability factor is determined. The expected stability factor table is pre-calibrated based on the vehicle's lateral acceleration and includes different vehicle lateral accelerations and their corresponding expected stability factors. The expected stability factor increases as the vehicle's lateral acceleration increases. The stability factor refers to the vehicle's ability to maintain stability in situations such as turning. The larger the stability factor, the less likely the vehicle is to tilt when turning.

[0118] Divide the vehicle speed by the yaw rate to calculate the actual turning radius of the vehicle. Based on the vehicle's turning radius, neutral turning radius, and vehicle speed, calculate the actual stability factor.

[0119] Then, the allocation 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 this difference is used as the allocation coefficient correction value. It should be understood that the allocation coefficient correction value can also be determined in other ways, and this application does not specifically limit it.

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

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

[0123] Specifically, when the vehicle speed is less than or equal to the third speed threshold, the calculated distribution coefficient can be 1. The total torque required by the vehicle is then evenly distributed to the front axle stabilizer bar motor and the rear axle stabilizer bar motor, thereby controlling both the front and rear axle stabilizer bars. When the vehicle speed is greater than the third speed threshold, the calculated distribution coefficient can be less than 1. The distribution coefficient is multiplied by the calculated total torque required by the vehicle, resulting in a higher output torque allocated to the front axle stabilizer bar motor than allocated to the rear axle stabilizer bar motor, thus controlling both the front and rear axle stabilizer bars.

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

[0125] If the conditions that the vehicle roll angle is less than the first roll angle threshold, the steering angle is less than the first steering angle threshold, and the vehicle lateral acceleration is less than the first lateral acceleration threshold are not simultaneously met, the vehicle is determined to be in a roll state. The specific comparison process was explained above when the vehicle was determined to be in a non-roll state, and will not be repeated here.

[0126] In summary, the vehicle stabilizer bar control method provided in this application controls the working state of the stabilizer bar through vehicle information. This allows the stabilizer bar to operate in different states under various conditions, such as off-road, no-roll, and roll conditions, thus meeting the vehicle's requirements for safety and ride comfort. The rules underlying this method are relatively simple, reducing the consumption of computing resources. Furthermore, by having the stabilizer bar in different working states, the controller does not need to continuously control the stabilizer bar motor, saving vehicle energy.

[0127] The above method is one possible example of execution by the front controller, where the rear controller is determined to be in a fault state based on fault signals from both the front and rear controllers in the vehicle information. Figure 2 The vehicle stabilizer bar control method shown.

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

[0129] Bus 410 can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be divided into address buses, data buses, control buses, etc. For ease of representation, Figure 4 The bus 410 may be represented by a single line, but this 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 (e.g., processor 420, memory 430, communication interface 440).

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

[0131] Memory 430 may include volatile memory, such as random access memory (RAM). Memory 430 may also include non-volatile memory, such as read-only memory (ROM), flash memory, hard disk drive (HDD), or solid-state drive (SSD), or combinations thereof. Executable program code is stored on memory 430, and processor 420 executes the executable program code to achieve... Figure 2 , Figure 3 The method shown. In addition, the memory 430 can also 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 transceiver modules such as, but not limited to, network interface cards and transceivers to enable communication between the controller 400 and other devices or communication networks.

[0133] It needs to be explained that, Figure 4 This is merely one possible implementation of an embodiment of this application. In practical applications, the controller may include more or fewer components, and this application does not impose any specific limitations on this.

[0134] Specifically, such as Figure 5 As shown, Figure 5 This is a structural schematic diagram of a vehicle 500 provided in this application. Figure 1 The vehicle stabilizer bar control system 100 shown is shown.

[0135] It needs to be explained that, Figure 5 This is merely one possible implementation of the embodiments of this application. In reality, a vehicle may include many more types and numbers of components, which are not specifically limited in this application.

[0136] This application also provides a computer program product containing instructions. The computer program product may be a software or program product containing instructions, capable of running on a storage service device or stored on any available medium. When the computer program product is run on at least one computing device, it causes the at least one computing device to perform... Figure 2 The vehicle stabilizer bar control method shown.

[0137] This application also provides a computer-readable storage medium. The computer-readable storage medium can be any available medium capable of being stored by a computing device, or a data storage device such as a data center containing 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, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions 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 includes: Obtain vehicle information, which includes at least off-road signals and vehicle roll angle; The working state of the stabilizer bar is controlled according to the vehicle information. The working state of the stabilizer bar includes active stabilizer bar state, passive stabilizer bar state, and no stabilizer bar state. The step of controlling the working state of the stabilizer bar based on vehicle information includes: If the vehicle is determined to be in off-road mode based on the off-road signal, and the vehicle roll angle is determined to be greater than the first vehicle roll angle threshold, the stabilizer bar is controlled to operate in passive stabilizer bar mode. If the vehicle is determined to be in off-road mode based on the off-road signal, and the vehicle roll angle is determined to be less than the second vehicle roll angle threshold, the stabilizer bar is controlled to operate in a stabilizer bar-free state, wherein the second vehicle roll angle threshold is less than the first vehicle roll angle threshold. If the vehicle is determined to be in off-road mode based on the off-road signal, and the vehicle roll angle is determined to be less than the first vehicle roll angle threshold and greater than the second vehicle roll angle threshold, the stabilizer bar is controlled to not change its current working state.

2. The method according to claim 1, characterized in that, The vehicle information includes off-road signals; The step of controlling the working state of the stabilizer bar based on vehicle information includes: When the off-road signal determines that the vehicle is in off-road mode, the working state of the stabilizer bar is controlled to be either passive stabilizer bar state or no stabilizer bar state.

3. The method according to claim 1, characterized in that, The vehicle information includes welcome signals; The step of controlling the working state of the stabilizer bar based on vehicle information includes: When the vehicle is determined to be in welcome mode based on the welcome signal, the working state of the stabilizer bar is controlled to be the active stabilizer bar state.

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

5. The method according to claim 4, 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 outputs a fixed preset torque, including: The fixed torque output by the front axle stabilizer bar motor is the same as the fixed torque output by the rear axle stabilizer bar motor.

6. The method according to claim 1, characterized in that, The step of controlling the working state of the stabilizer bar based on vehicle information includes: When the vehicle is determined to be in a state of no roll based on the vehicle information, the working state of the stabilizer bar is controlled to be either passive stabilizer bar state or stabilizer bar-free state.

7. The method according to claim 1, characterized in that, The vehicle information also includes vehicle speed; The step of controlling the working state of the stabilizer bar based on vehicle information includes: If the vehicle is determined to be in a state of no roll based on the vehicle information, and if the vehicle speed is determined to be greater than a first vehicle speed threshold, the working state of the stabilizer bar is determined to be the passive stabilizer bar state.

8. The method according to claim 1 or 7, characterized in that, The motor controlling the stabilizer bar is short-circuited in three phases to control the stabilizer bar's operating state to a passive stabilizer bar state.

9. The method according to claim 7, characterized in that, The step of controlling the working state of the stabilizer bar based on vehicle information includes: If the vehicle is determined to be in a state of no roll based on the vehicle information, and if the vehicle speed is determined to be less than a second vehicle speed threshold, the stabilizer bar is controlled to operate in a state without stabilizer bar, wherein the second vehicle speed threshold is less than the first vehicle speed threshold.

10. The method according to claim 9, characterized in that, The motor controlling the stabilizer bar is deactivated to control the stabilizer bar to operate in a stabilizer bar-free state.

11. The method according to claim 9, characterized in that, The step of controlling the working state of the stabilizer bar based on vehicle information includes: If, based on the vehicle information, it is determined that the vehicle is in a state of no roll, and if it is determined that the vehicle speed is less than a first vehicle speed threshold and greater than a second vehicle speed threshold, the stabilizer bar is controlled to not change its current operating state.

12. The method according to any one of claims 9-11, characterized in that, The vehicle information includes vehicle roll angle, steering angle, and vehicle lateral acceleration; If the vehicle roll angle is less than a first roll angle threshold, the steering angle is less than a first steering angle threshold, and the vehicle lateral acceleration is less than a first lateral acceleration threshold, then the vehicle is determined to be in the no-roll state.

13. The method according to claim 1, characterized in that, The step of controlling the working state of the stabilizer bar based on vehicle information includes: When it is determined that the vehicle is in a tilted state based on the vehicle information, the stabilizer bar is controlled to operate in an active stabilizer bar state.

14. The method according to claim 13, characterized in that, The vehicle includes a front axle stabilizer bar motor and a rear axle stabilizer bar motor; The control of the stabilizer bar's operating state is the active stabilizer bar state, including: When the vehicle speed is determined to be 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.

15. The method according to claim 14, characterized in that, The control of the stabilizer bar's operating state is the active stabilizer bar state, including: When the vehicle speed is determined to be 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.

16. The method according to claim 15, characterized in that, The vehicle information also includes vehicle speed, lateral acceleration, steering angle, and vehicle fixed parameters, including one or more of the following: vehicle wheelbase, yaw rate, vehicle mass, vehicle center of gravity height, gravitational acceleration, vehicle roll center height, and vehicle roll stiffness. The control of the stabilizer bar's operating state is the active stabilizer bar state, including: The first anti-roll moment of the vehicle is obtained based on the vehicle speed, the vehicle fixed parameters, the lateral acceleration, and the steering angle. The second anti-roll moment of the vehicle is obtained based on the difference between the vehicle roll angle and the target roll angle determined based on the lateral acceleration, and the proportional-integral-derivative PID control algorithm. The total torque is obtained based on 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.

17. The method according to any one of claims 13-16, characterized in that, The vehicle information includes steering angle, vehicle roll angle, and lateral acceleration; If the conditions that the vehicle roll angle is less than a first roll angle threshold, the steering angle is less than a first steering angle threshold, and the vehicle lateral acceleration is less than a first lateral acceleration threshold are not simultaneously met, the vehicle is determined to be in a roll state.

18. A controller, characterized in that, The controller includes a processor and a memory, the memory storing a program, and the processor executing the program to cause the controller to perform the method as described in any one of claims 1 to 17.

19. A computer program product, characterized in that, Includes instructions that, when executed by the controller, cause the controller to perform the method as described in any one of claims 1 to 17.

20. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a program that, when executed on the controller, causes the controller to perform the method as described in any one of claims 1 to 17.

21. A vehicle stabilizer bar control system, characterized in that, The vehicle stabilizer bar control system includes a stabilizer bar, a stabilizer bar motor for driving the stabilizer bar, and a controller for controlling the stabilizer bar motor. The vehicle stabilizer bar control system is used to perform the method as described in any one of claims 1 to 17.

22. The vehicle stabilizer bar control system according to claim 21, characterized in that, The vehicle stabilizer bar control system includes a front axle stabilizer bar system and a rear axle stabilizer bar system. The front controller of the front axle stabilizer bar system and the rear controller of the rear axle stabilizer bar system are connected via a bus. The front controller is the master controller and is used to execute the method as described in any one of claims 1 to 17. When the front controller fails, the rear controller executes the method as described in any one of claims 1 to 17.

23. A vehicle, characterized in that, The vehicle includes the vehicle stabilizer bar control system as described in claim 21 or 22.

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