Control method, stabilizer bar system, and vehicle

Abstract

The application relates to a control method, a stabilizer bar system and a vehicle, wherein the control method determines a target parameter of a hydraulic system according to a vehicle driving state when an action state between a first stabilizer bar and a second stabilizer bar is a semi-coupling state; and controls the hydraulic system by using a PID control algorithm according to the target parameter and an actual parameter of the hydraulic system to adjust the rigidity of the stabilizer bar, thereby at least solving the technical problem that the stabilizer bar cannot effectively cope with various working conditions and cannot balance the steering stability and the comfort because the rigidity of the stabilizer bar is single and unadjustable in the prior art.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a control method, a stabilizer bar system, and a vehicle. Background Technology

[0002] The function of a stabilizer bar is to prevent excessive lateral roll of the vehicle body when cornering, and to keep the vehicle body as balanced as possible.

[0003] In current technologies, stabilizer bars, due to their single and non-adjustable stiffness, cannot effectively cope with various working conditions and cannot balance handling stability and comfort. Summary of the Invention

[0004] This application provides a control method, a stabilizer bar system, and a vehicle to at least partially solve the above-mentioned technical problems.

[0005] To achieve the above objectives, according to a first aspect of this application, a control method is provided for controlling a hydraulic system, wherein the hydraulic system is used to control the stiffness between a first stabilizer bar and a second stabilizer bar in a vehicle stabilizer bar assembly; the control method includes: when the interaction state between the first stabilizer bar and the second stabilizer bar is a semi-coupled state, determining a target parameter of the hydraulic system based on the vehicle driving state; and using a PID control algorithm to control the hydraulic system to adjust the stiffness of the stabilizer bar based on the target parameter and the actual parameter of the hydraulic system.

[0006] Optionally, the hydraulic system includes a first oil chamber, a second oil chamber, and a proportional valve, wherein the proportional valve is connected to both the first and second oil chambers; the step of controlling the hydraulic system using a PID control algorithm based on the target and actual parameters of the hydraulic system includes: controlling the opening of the proportional valve using a PID control algorithm based on the target and actual parameters of the hydraulic system to adjust the stiffness of the stabilizer bar.

[0007] Optionally, before controlling the opening of the proportional valve according to the target parameters and actual parameters of the hydraulic system (200), the method further includes: adjusting the opening of the proportional valve to a preset opening.

[0008] Optionally, the target parameter includes the target hydraulic pressure; the step of controlling the opening of the proportional valve using a PID control algorithm based on the target and actual parameters of the hydraulic system includes: controlling the opening of the proportional valve using a PID control algorithm based on the target and actual hydraulic pressure of the hydraulic system so that the difference between the actual hydraulic pressure and the target hydraulic pressure is less than or equal to a preset difference.

[0009] Optionally, controlling the opening degree of the proportional valve through the PID control algorithm includes: adjusting the control current of the proportional valve through the PID control algorithm to control the opening degree of the proportional valve; wherein the control current of the proportional valve is proportional to the opening degree of the proportional valve.

[0010] Optionally, adjusting the control current of the proportional valve through the PID control algorithm includes: determining the control current of the proportional valve based on the oil pressure difference, the operation time of the differential unit, and the operation time of the integral unit; wherein the oil pressure difference is the difference between the target oil pressure and the actual oil pressure.

[0011] Optionally, determining the control current of the proportional valve based on the oil pressure difference, the operation time of the differential unit, and the operation time of the integral unit includes calculating the proportional valve control current according to the following formula:

[0012] Where P(t) is the proportional valve control current, e(t) is the oil pressure difference, and K p T is the preset scaling factor, T1 is the computation time of the integration unit, and T... D This represents the computation time for the differential unit.

[0013] Optionally, the method further includes: acquiring the real-time oil pressure of the first oil chamber and the real-time oil pressure of the second oil chamber, and determining the actual oil pressure by comparing the magnitudes of the real-time oil pressure of the first oil chamber and the real-time oil pressure of the second oil chamber; wherein the larger of the real-time oil pressures is the actual oil pressure.

[0014] Optionally, the method further includes: measuring the hydraulic pressure of the hydraulic system in real time, and multiplying the measured hydraulic pressure by the area of ​​the piston in the stabilizer bar to obtain the actual hydraulic pressure.

[0015] Optionally, the first hydraulic pressure and the second hydraulic pressure are measured in the first hydraulic chamber and the second hydraulic chamber, respectively, and the larger of the first hydraulic pressure and the second hydraulic pressure is taken as the hydraulic pressure obtained in real time.

[0016] Optionally, the method further includes: determining the target hydraulic pressure based on the vehicle's driving state, vehicle parameters, and stabilizer bar parameters.

[0017] Optionally, the driving state includes at least one of the following: the vehicle's lateral acceleration, roll angle, travel of the steering knuckle after roll, and height difference between the vehicle's center of gravity and the roll axis; the vehicle parameters include at least one of the following: sprung mass, spring stiffness, and wheel spacing; the stabilizer bar parameters include at least one of the following: system parameters, torsional stiffness of the torsion bar, and damping force of the fluid at a preset temperature.

[0018] Optionally, the method further includes: obtaining the oil temperature, determining a compensation value for the target oil pressure based on the oil temperature and the damping coefficient of the oil at a preset temperature, and using the compensation value to compensate for the target oil pressure.

[0019] Optionally, obtaining the oil temperature includes: measuring the first oil temperature and the second oil temperature in the first oil chamber and the second oil chamber respectively, and taking the larger of the first oil temperature and the second oil temperature as the oil temperature obtained in real time.

[0020] Optionally, the interaction states between the first stabilizer bar and the second stabilizer bar may also include: a coupled state and a disconnected state.

[0021] Optionally, the method further includes: generating a control signal based on the vehicle's driving state; and controlling the switching state of the on / off valve and the proportional valve in the hydraulic system based on the control signal to control the interaction state between the first stabilizer bar and the second stabilizer bar.

[0022] Optionally, controlling the switching state of the switching valve and the proportional valve according to the control signal to control the operating state between the first stabilizer bar and the second stabilizer bar includes: controlling the switching valve to open and the proportional valve to close, so as to control the first stabilizer bar and the second stabilizer bar to be in an open state; controlling the switching valve to close and the proportional valve to open, so as to control the first stabilizer bar and the second stabilizer bar to be in a semi-coupled state; and controlling the switching valve to close and the proportional valve to close, so as to control the first stabilizer bar and the second stabilizer bar to be in a coupled state.

[0023] According to a second aspect of this application, a computer-readable storage medium is also provided, on which a computer program is stored, which, when executed by a processor, implements the steps of the control method described in any of the above embodiments.

[0024] According to a third aspect of this application, a computer program product is also provided, comprising a computer program that, when executed by a processor, implements the steps of the control method described in any of the above embodiments.

[0025] According to a fourth aspect of this application, an electronic device is also provided, comprising: a memory having a computer program stored thereon; and a processor for executing the computer program in the memory to implement the control method described in any of the above embodiments.

[0026] According to a fifth aspect of this application, a stabilizer bar system is also provided, including a stabilizer bar assembly and the aforementioned electronic equipment.

[0027] According to a sixth aspect of this application, a vehicle is also provided, the vehicle comprising: electronic equipment as described in any of the foregoing embodiments; and / or a stabilizer bar system as described in any of the foregoing embodiments.

[0028] The advantages of this application are as follows: by determining the target parameters of the hydraulic system based on the vehicle's driving state when the interaction state between the first and second stabilizer bars is in a semi-coupled state; and by using a PID control algorithm to control the hydraulic system to adjust the stiffness of the stabilizer bars based on the target and actual parameters of the hydraulic system, this at least solves the technical problem in related technologies that stabilizer bars cannot effectively cope with various working conditions and cannot balance handling stability and comfort due to their single and unadjustable stiffness. By using a PID control algorithm to control the hydraulic system to adjust the stiffness of the stabilizer bars, the damping force provided by the stabilizer bar assembly can be stably and accurately controlled to adapt to different driving conditions and to balance handling stability and ride comfort.

[0029] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0030] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0031] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0032] Figure 1 This is a schematic diagram of the overall structure of the stabilizer bar assembly provided in an exemplary embodiment of this application;

[0033] Figure 2 yes Figure 1 The diagram shows the internal structure of the actuator in the stabilizer bar assembly.

[0034] Figure 3 yes Figure 1 The diagram shows the structure of the control valve group in the stabilizer bar assembly.

[0035] Figure 4 This is a schematic diagram of the hydraulic system provided in the exemplary embodiment of this application in the connection mode;

[0036] Figure 5 This is a flowchart of the control method for the stabilizer bar provided in an exemplary embodiment of this application;

[0037] Figure 6 This is a flowchart of the adjustment process of the proportional valve in a semi-coupled state provided in an exemplary embodiment of this application;

[0038] Figure 7 This is a flowchart of the PID control algorithm provided in an exemplary embodiment of this application;

[0039] Figure 8 This is a schematic diagram of the structure of the stabilizer bar system provided in an exemplary embodiment of this application;

[0040] Figure 9 This is a flowchart of a fault self-testing method provided in an exemplary embodiment of this application;

[0041] Figure 10 This is a flowchart illustrating the three working states provided in the exemplary embodiments of this application;

[0042] Figure 11 This is a schematic diagram of a vehicle in an exemplary embodiment of this application.

[0043] Explanation of reference numerals in the attached figures:

[0044] 1. Vehicle; 10. Stabilizer bar assembly; 100. Bar system; 110. First stabilizer bar; 120. Second stabilizer bar; 200. Hydraulic system; 300. Actuator; 310. Actuating cylinder; 310a. Cylinder body cavity; 310b. First variable chamber; 310c. Second variable chamber; 310e. First cylinder port; 310f. Second cylinder port; 310g. Third cylinder port; 311. First end cap; 311a. End cap keyway; 312. Second end cap; 312a. Cylinder body through hole; 313. Intermediate housing; 313a. Ball nut groove; 314. Cylinder body sealing assembly; 320. Actuating piston; 320a. Ball screw groove; 321. Piston section; 322. Connecting rod; 330. Actuating spindle; 340. Connecting sleeve; 340a. Sleeve keyway; 351. First reverser; 352. Second reverser; 360. Piston sealing assembly; 370. Spindle sealing assembly; 380. First bearing; 390. Second bearing; 400. Control valve assembly; 411. First check valve; 412. Second check valve; 413. Third check valve; 414. Fourth check valve; 423. Switch valve; 430. Accumulator; 441. First pressure sensor; 442. Second pressure sensor; 451. First oil pipe; 452. Second oil pipe; 453. Third oil pipe; 460. Hydraulic valve block; 470. Proportional valve. Detailed Implementation

[0045] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0046] Reference Figures 1 to 4 As shown, as one aspect of this application, this application provides a stabilizer bar assembly 10. The stabilizer bar assembly 10 includes: a rod system 100, an actuator 300, and a control valve assembly 400.

[0047] Specifically, the linkage 100 includes a first stabilizer 110 and a second stabilizer 120; the actuator 300 is provided with multiple variable chambers; and the control valve group 400 is connected to the multiple variable chambers to adjust the flow direction and / or flow rate of the pressure medium in the variable chambers.

[0048] The actuator 300 is connected to the first stabilizer bar 110 and the second stabilizer bar 120 respectively, so that the actuator 300 adjusts the relative rotation state between the first stabilizer bar 110 and the second stabilizer bar 120 under the drive of the control valve group 400.

[0049] By adopting the above scheme, the flow direction and flow rate of the pressure medium in the variable chamber of the actuator 300 can be changed, thereby enabling the first stabilizer bar 110 and the second stabilizer bar 120 to have multiple relative rotation states, and ultimately enabling the stabilizer bar assembly 10 to have multiple anti-torsional capabilities to adapt to changing road conditions or driving conditions.

[0050] Reference Figures 1 to 2 As shown, the actuator 300 of this application includes: an actuator cylinder 310, an actuator piston 320, and an actuator spindle 330.

[0051] The actuator cylinder 310 forms a cylinder inner cavity 310a; the actuator piston 320 is movably disposed inside the actuator cylinder 310 and divides the cylinder inner cavity 310a into multiple variable chambers.

[0052] Specifically, the actuating piston 320 includes a piston portion 321 and a connecting rod portion 322. The piston portion 321 divides the cylinder inner cavity 310a into two variable chambers, defined as a first variable chamber 310b and a second variable chamber 310c. The volume of the first variable chamber 310b and the second variable chamber 310c changes as the piston portion 321 moves. The connecting rod portion 322 primarily forms the ball screw groove 320a. The actuating piston 320 can be viewed as a combination of a piston and a ball screw; that is, the actuating piston 320 simultaneously possesses the functions of both a piston and a ball screw, and these two functions are realized by the piston portion 321 and the connecting rod portion 322 of the actuating piston 320.

[0053] Specifically, the movement of the actuating piston 320 within the actuating cylinder 310 is a composite movement, meaning that the actuating piston 320 simultaneously forms a sliding connection and a rotational connection with the actuating cylinder 310. The direction of relative sliding between the actuating piston 320 and the actuating cylinder 310 is parallel to the axis of relative rotation between the actuating piston 320 and the actuating cylinder 310.

[0054] Specifically, since the piston 320 both slides and rotates within the cylinder 310, a piston sealing assembly 360 is provided on the outer side of the piston portion 321 to ensure the sealing performance of both sides of the piston portion 321. The sealing effect is ensured through the flexible contact between the piston sealing assembly 360 and the inner wall of the cylinder 310. More specifically, the piston sealing assembly 360 may include a sealing ring, etc.; the piston portion 321 has a corresponding sealing groove (not shown in the figure) to accommodate the piston sealing assembly 360.

[0055] The inner wall of the actuator cylinder 310 has a ball nut groove 313a, which can cooperate with the ball screw groove 320a formed in the actuator piston 320 to accommodate multiple balls, thereby forming a ball screw mechanism between the actuator piston 320 and the actuator cylinder 310. The balls are essentially positioned between the actuator piston 320 and the actuator cylinder 310 to realize the ball screw pair transmission, that is, to kinematically link the sliding and rotation of the actuator piston 320 relative to the actuator cylinder 310. When the actuator piston 320 slides relative to the actuator cylinder 310, relative rotation also occurs simultaneously, or when the actuator piston 320 rotates relative to the actuator cylinder 310, relative sliding also occurs simultaneously.

[0056] Reference Figure 2 As shown, in some embodiments of this application, the actuator 310 is further provided with a reverser to guide the movement of the balls. Specifically, the actuator 310 is provided with a first reverser 351 and a second inverter, which respectively guide the movement of the balls when the actuator piston 320 moves to its limit position.

[0057] Reference Figure 2 As shown, in some embodiments of this application, the actuating spindle 330 is at least partially disposed inside the actuating cylinder 310, while another portion of it passes through the cylinder through hole 312a provided in the actuating cylinder 310 and is disposed outside the actuating cylinder 310. The actuating spindle 330 and the actuating cylinder 310 are only rotatably connected, that is, the actuating spindle 330 can only rotate relative to the actuating cylinder 310.

[0058] The actuator piston 320 and the actuator spindle 330 form an anti-rotation connection and a sliding connection. That is, the actuator piston 320 and the actuator spindle 330 can slide relative to each other, but the actuator piston 320 and the actuator spindle 330 cannot rotate relative to each other, but rotate synchronously.

[0059] As a specific solution, the actuating spindle 330 is provided with a spline (not shown in the figure), the actuating piston 320 is formed with a mounting shaft hole (not shown in the figure), and the inner wall of the mounting shaft hole is formed with a keyway (not shown in the figure) that matches the spline. The anti-rotation connection between the actuating spindle 330 and the actuating piston 320 is achieved through the cooperation of the spline and the keyway.

[0060] Reference Figure 2 As shown, in order to prevent the pressure medium from leaking along the main shaft 330, a main shaft sealing assembly 370 is provided on the main shaft 330 to prevent the pressure medium from leaking along the main shaft.

[0061] Reference Figure 2As shown, in order to realize the rotational connection between the execution spindle 330 and the execution housing, a first bearing 380 and a second bearing 390 are also sleeved on the execution spindle 330; the first bearing 380 and the second bearing 390 are disposed inside the execution housing and supported between the execution spindle 330 and the inner wall of the execution housing.

[0062] Reference Figure 2 As shown, to connect the actuator spindle 330 and the second stabilizer bar 120, a connecting sleeve is fitted onto the exposed end of the actuator spindle 330. This connecting sleeve forms an anti-rotation connection with the actuator spindle 330 and is provided with a sleeve keyway 340a. The end of the second stabilizer bar 120 is provided with a spline structure that can mate with the sleeve keyway 340a, thus indirectly forming an anti-rotation connection between the second stabilizer bar 120 and the actuator spindle 330 through the connecting sleeve. That is, the actuator spindle 330 and the second stabilizer bar 120 can rotate synchronously.

[0063] The purpose of using the actuator spindle 330 is to adjust the relative rotation of the first stabilizer bar 110 and the second stabilizer bar 120. If the second stabilizer bar 120 is directly connected to the actuator piston 320, it will also slide relative to the actuator, which is not the preset movement of the stabilizer bar assembly 10.

[0064] Reference Figures 1 to 2 As shown, in some embodiments of this application, the actuator housing can be constructed with a split structure. Specifically, the actuator housing includes: a first end cover 311, a second end cover 312, and an intermediate housing 313. The first end cover 311 forms a first cylinder port 310e; the second end cover 312 forms a second cylinder port 310f; and the intermediate housing 313 forms an inner cavity 310a and a third cylinder port 310g. The intermediate housing 313 is disposed between the first end cover 311 and the second end cover 312.

[0065] The third cylinder port 310g is disposed between the first cylinder port 310e and the second cylinder port 310f, so that the actuating piston 320 closes the third cylinder port 310g under the action of the pressure medium of the first cylinder port 310e and / or the second cylinder port 310f.

[0066] As a more specific embodiment, the first end cap 311, the second end cap 312, and the intermediate housing 313 are fixedly connected. To maintain a seal between them, a cylinder sealing assembly 314, such as a sealing ring, is provided between the first end cap 311 and the intermediate housing 313, and between the second end cap 312 and the intermediate housing 313. As a specific embodiment, the intermediate housing 313 forms a ball nut groove 313a; and, in the sliding direction of the actuating piston 320, the third cylinder port 310g is offset from the ball nut groove 313a, which allows the pressure medium to flow into or out of the third cylinder port 310g more smoothly, thereby avoiding jamming during centering.

[0067] In addition, the first end cover 311 has an end cover keyway 311a. The first stabilizer bar 110 can cooperate with the end cover keyway 311a through its spline so that the first stabilizer bar 110 and the first end cover 311 form an anti-rotation connection, that is, the first stabilizer bar 110 and the actuator cylinder 310 form an anti-rotation connection.

[0068] Reference Figure 1 and Figure 2 As shown, based on the above description, the first stabilizer 110 of this application forms an anti-rotation connection with the actuator cylinder 310, the second stabilizer 120 forms an anti-rotation connection with the actuator piston 320, and the actuator piston 320 and the actuator cylinder 310 form an interrelated rotational connection and sliding connection.

[0069] When the piston 320 is not constrained by the pressure medium and can slide freely, the first stabilizer bar 110 and the second stabilizer bar 120 can rotate freely relative to each other. At this time, the first stabilizer bar 110 and the second stabilizer bar 120 are equivalent to two independent and unrelated components. The mode in which the first stabilizer bar 110 and the second stabilizer bar 120 can rotate freely relative to each other is defined as the disconnected mode. That is, in the disconnected mode, the first stabilizer bar 110 and the second stabilizer bar 120 are equivalent to independently rotating components.

[0070] When the piston 320 slides under the action of the pressure medium on both sides, the first stabilizer 110 and the second stabilizer 120 can rotate relative to each other. This relative rotation needs to overcome the damping required when the piston 320 moves. The mode in which the first stabilizer 110 and the second stabilizer 120 can rotate relative to each other is defined as the semi-coupled mode.

[0071] When the piston 320 cannot slide under the pressure of the medium on both sides, the first stabilizer 110 and the second stabilizer 120 form an anti-rotation connection, that is, they cannot rotate relative to each other. The mode in which the first stabilizer 110 and the second stabilizer 120 cannot rotate relative to each other is defined as the connection mode. In the connection mode, the first stabilizer 110 and the second stabilizer 120 are equivalent to being connected as a single connecting rod that cannot rotate relative to each other.

[0072] It should be noted that in the connected mode, the first stabilizer bar 110 and the second stabilizer bar 120 are in a balanced state, that is, the pressure on both sides of the actuator piston 320 is in a balanced state. Once this balanced state is broken, it will enter the semi-coupled mode or the disconnected mode.

[0073] However, the higher the pressure of the pressure medium balancing the piston 320, the higher the torque required to break this balance. At this time, the torsional resistance of the whole composed of the first stabilizer bar 110 and the second stabilizer bar 120 in the connection mode can be controlled by controlling the pressure of the pressure medium inside the cylinder 310, that is, the "stiffness" of the whole composed of the first stabilizer bar 110 and the second stabilizer bar 120 in the connection mode. Compared with the fixed torsional performance (stiffness) directly relying on the material properties of the stabilizer bar in related technologies, this provides the stabilizer bar assembly 10 with a variety of torsional strength options, thereby adapting to different driving conditions.

[0074] In summary, the stabilizer assembly 10 of this application can be configured to have various stiffnesses by controlling the pressure on both sides of the actuator piston 320.

[0075] As a specific embodiment, the actuator 300 and the control valve assembly 400 constitute the main part of the hydraulic system 200 of this application. In some embodiments of this application, the control valve assembly 400 further includes a check valve. The check valve is used to direct the flow of the pressure medium between the control valve assembly 400 and the variable chamber in a preset direction.

[0076] The control valve assembly 400 may include multiple check valves. These check valves are used to control the flow direction of the pressure medium in different oil circuits of the hydraulic system 200. The hydraulic system 200 of this application can make the pressure medium flow according to a preset flow path through these check valves.

[0077] It should be noted that the "oil circuit" referred to in this application refers to the passage through which the pressure medium flows in the hydraulic system 200. For ease of explanation, these passages are referred to as "oil circuits". It should not be assumed that the "oil circuits" in this application can only be used for "hydraulic oil".

[0078] Reference Figure 3 and Figure 4As shown, in a specific embodiment, the control valve assembly 400 of this application integrates the aforementioned check valve, switching valve 423, accumulator 430, and corresponding pressure sensor into a single unit via a hydraulic valve block 460. The control valve assembly 400 is connected to the first cylinder port 310e, the second cylinder port 310f, and the third cylinder port 310g via first oil pipe 451, second oil pipe 452, and third oil pipe 453, respectively. The advantage of this integrated approach is that the control valve assembly 400 can detect and control the actuator 300 locally, reducing delays and interference caused by remote detection and control. The accumulator 430 is primarily used to store the pressure medium and maintain its pressure within the hydraulic system 200. The pressure of the pressure medium can also be adjusted via the spring in the accumulator 430. Furthermore, the accumulator 430 also functions to stabilize pressure and buffer pressure shocks.

[0079] Reference Figure 4 As shown, the hydraulic system 200 provided in this application uses only one switching valve 423 to control the connection and disconnection between the first cylinder port 310e and the second cylinder port 310f, and is connected to the third cylinder port 310g, the second check valve 412 and the fourth check valve 414 respectively through a proportional valve 470; in this way, controlling the flow of the proportional valve 470 can obtain the required damping to resist the sliding of the actuator piston 320, so that the stabilizer assembly 10 can obtain the required stiffness.

[0080] The pressure sensor may include a first pressure sensor 441 and a second pressure sensor 442, which are used to detect the pressure on both sides of the actuator piston 320, respectively. As a specific solution, the pressure detected at the first cylinder port 310e and the second cylinder port 310f can be used instead of the pressure detected inside the actuator cylinder 310.

[0081] As a more specific embodiment, the stabilizer assembly 10 of this application may also be equipped with a first temperature sensor (not shown in the figure) and a second temperature sensor (not shown in the figure) to detect the temperature of different variable chambers inside the actuator cylinder 310 respectively.

[0082] Reference Figure 5 As shown, according to another aspect of the embodiments of this application, a control method is provided for controlling the hydraulic system 200 described above. The hydraulic system 200 is used to control the stiffness between the first stabilizer bar 110 and the second stabilizer bar 120 in the vehicle stabilizer bar assembly 10. The control method includes:

[0083] Step S601: When the interaction state between the first stabilizer bar and the second stabilizer bar is in a semi-coupled state, determine the target parameters of the hydraulic system according to the vehicle driving state.

[0084] Step S602: Based on the target parameters and actual parameters of the hydraulic system, a PID control algorithm is used to control the hydraulic system to adjust the stiffness of the stabilizer bar.

[0085] When the interaction between the first stabilizer bar 110 and the second stabilizer bar 120 is in a semi-coupled state, the target parameters of the hydraulic system are determined according to the vehicle's driving state. Based on the target parameters and actual parameters of the hydraulic system, a PID control algorithm is used to control the hydraulic system to adjust the stiffness of the stabilizer bar. This solves at least the technical problem in related technologies where the stabilizer bar cannot effectively cope with various working conditions and cannot balance handling stability and comfort due to its single and unadjustable stiffness. By using a PID control algorithm to control the hydraulic system to adjust the stiffness of the stabilizer bar, the damping force provided by the stabilizer bar assembly can be stably and accurately controlled to adapt to different driving conditions and to balance handling stability and ride comfort.

[0086] In some embodiments, the hydraulic system 200 includes a first oil chamber, a second oil chamber, and a proportional valve 470, wherein the proportional valve 470 is connected to both the first oil chamber and the second oil chamber.

[0087] In some embodiments, step S602 above can be implemented by the following steps:

[0088] The opening degree of the proportional valve is controlled by a PID control algorithm based on the target parameters and actual parameters of the hydraulic system 200, so as to adjust the stiffness of the stabilizer bar.

[0089] The target parameters of the hydraulic system 200 may include target hydraulic pressure, which can be a preset hydraulic pressure or calculated based on the current driving conditions and various vehicle parameters. The actual parameters of the hydraulic system 200 may include actual hydraulic pressure, i.e., the hydraulic pressure currently measured. When the target parameters differ from the actual parameters, it indicates that the actual parameters have not reached the ideal target parameters. In this case, the opening of the proportional valve can be dynamically adjusted to synchronize the target and actual parameters, dynamically matching them until the difference between the target and actual parameters is less than a preset threshold, approximately equal.

[0090] In some embodiments, before controlling the opening of the proportional valve 470 according to the target parameters and actual parameters of the hydraulic system 200, the control method further includes: adjusting the opening of the proportional valve 470 to a preset opening.

[0091] In an optional example, when the interaction between the first stabilizer bar 110 and the second stabilizer bar 120 is in a semi-coupled state, the initial opening of the proportional valve can be set to 50%, 30%, or 60%, depending on actual needs. This embodiment does not limit this setting. During subsequent use, the opening of the proportional valve can be adjusted between 0% and 100%.

[0092] In some embodiments, the opening degree of the proportional valve is controlled using a PID control algorithm based on the target parameters and actual parameters of the hydraulic system, which can be achieved through the following steps:

[0093] Based on the target hydraulic pressure and the actual hydraulic pressure of the hydraulic system, the opening of the proportional valve is controlled by a PID control algorithm so that the difference between the actual hydraulic pressure and the target hydraulic pressure is less than or equal to a preset difference.

[0094] Reference Figure 6 As shown, in an exemplary embodiment, the process of adjusting the stiffness of the stabilizer bar in a semi-coupled state may include the following steps:

[0095] Step S301: Control the stabilizer bar to enter a semi-coupled state;

[0096] Step S302: Close the switch valve and control the opening of the proportional valve to 50%.

[0097] Step S303: Obtain the target oil pressure F3 and the actual oil pressure F4;

[0098] Step S304: Compare whether F3 and F4 are equal. If they are equal, proceed to step S306. If they are not equal, proceed to step S305. It should be noted that using F3 = F4 as the judgment condition here is an idealized application scenario. The difference between F3 and F4 can also be set within a certain range. As long as the range is met, the corresponding step will be executed.

[0099] Step S305: Adjust the opening of the proportional valve, and then return to step S303;

[0100] Step S306: Maintain the current proportional valve opening.

[0101] It should be noted that the PID control algorithm is a process of continuously comparing the target value and the actual value. While continuously adjusting the opening of the proportional valve, F3 and F4 are obtained in real time, then compared, and the opening of the proportional valve is adjusted accordingly until F3 = F4.

[0102] Specifically, the control current of the proportional valve can be adjusted using a PID control algorithm to control the valve's opening degree; the control current of the proportional valve is directly proportional to its opening degree. That is, the larger the control current of the proportional valve, the larger the valve's opening degree.

[0103] In some embodiments, the control current of the proportional valve is determined based on the oil pressure difference, the operation time of the differential unit, and the operation time of the integral unit; wherein, the oil pressure difference is the difference between the target oil pressure and the actual oil pressure. Specifically, the control current of the proportional valve can be determined by the following formula (1).

[0104]

[0105] Where P(t) is the proportional valve control current, e(t) is the oil pressure difference, and K p T is the preset scaling factor, T1 is the computation time of the integration unit, and T... D This represents the computation time for the differential unit.

[0106] Feedback regulation using PID control allows for real-time adjustment of hydraulic pressure. Its advantages include fast response and the elimination of steady-state errors and overshoot in the control system. By providing different levels of control current to the proportional valve, the valve opening changes, altering the flow rate of hydraulic fluid per unit time. This fluid flow causes the piston to move, changing the hydraulic pressure within the chamber.

[0107] In some embodiments, the control method further includes:

[0108] The real-time oil pressure of the first oil chamber and the real-time oil pressure of the second oil chamber are obtained. The actual oil pressure is determined by comparing the real-time oil pressure of the first oil chamber and the real-time oil pressure of the second oil chamber. The larger of the real-time oil pressures is the actual oil pressure.

[0109] Reference Figure 7 As shown, the stabilizer bar in this embodiment of the application also includes a detection and transmission module, which includes detection and transmission for the pressure sensor. It can send the larger of the real-time oil pressure of the first oil chamber and the real-time oil pressure of the second oil chamber to the PID control module for calculation of the actual oil pressure.

[0110] In some embodiments, the above control method further includes: measuring the hydraulic pressure of the hydraulic system in real time, and multiplying the measured hydraulic pressure by the area of ​​the piston in the stabilizer bar to obtain the actual hydraulic pressure. Specifically, it can be calculated using the following formula (2):

[0111] F4=P×S. Formula (2)

[0112] Where S is the piston area and P is the hydraulic pressure.

[0113] In some embodiments, the pressure sensor measures the hydraulic pressure, that is, the first hydraulic pressure and the second hydraulic pressure are measured in the first hydraulic chamber and the second hydraulic chamber respectively, and the larger of the first hydraulic pressure and the second hydraulic pressure is taken as the hydraulic pressure measured in real time, and then multiplied by the area of ​​the piston to obtain the actual hydraulic pressure.

[0114] In some embodiments, the control method further includes determining a target hydraulic pressure based on the vehicle's driving state, vehicle parameters, and stabilizer bar parameters.

[0115] The driving state may include at least one of the following: the vehicle's lateral acceleration, roll angle, steering knuckle travel after roll, and height difference between the vehicle's center of gravity and the roll axis; the vehicle parameters may include at least one of the following: sprung mass, spring stiffness, and wheel spacing; the stabilizer bar parameters may include at least one of the following: system parameters, torsion bar torsional stiffness, and damping force of the oil at a preset temperature.

[0116] Wherein, the damping force of the oil at the preset temperature can be the damping force at 25℃, and the corresponding formula is C. 25 K 25 i, where C 25 K is the damping coefficient of the oil at room temperature (25℃). 25 is the flow coefficient of the proportional valve at 25℃, and i is the opening degree of the proportional valve.

[0117] The target oil pressure F3 can be calculated using formula (3):

[0118]

[0119] Where a is the lateral acceleration, d is the wheel spacing, m is the sprung mass, H is the height of the center of gravity from the roll axis, K1 is the system parameter, K2 is the torsional stiffness of the central torsion bar, and K3 is the spring stiffness. The roll angle is... This refers to the travel of the steering knuckle after tilting.

[0120] Reference Figure 8 As shown, the above control method also includes feedforward control, which specifically includes the following steps: obtaining the oil temperature, determining the compensation value of the target oil pressure based on the oil temperature and the damping coefficient of the preset temperature oil, and using the compensation value to compensate the target oil pressure.

[0121] The viscosity of the fluid inside the stabilizer bar decreases as temperature increases, which can cause deviations in the pressure regulation of the stabilizer bar fluid, affecting the adjustment accuracy and response time of the entire stabilizer bar system. Therefore, feedforward control is used to compensate for the effect of temperature on the system. The viscosity of the fluid varies at different temperatures, allowing for the development of a temperature-fluid viscosity (temperature-fluid damping force) formula. This formula is used to compensate for the actuator's control action, reducing the interference of temperature factors on the system's valve group regulation.

[0122] The following is the formula (4) for the change of oil damping force f with temperature:

[0123] f = C x K x i. Formula (4)

[0124] In the formula, C x Let K be the oil damping coefficient at temperature x. xLet be the flow coefficient of the proportional valve at temperature x, and i be the opening degree of the proportional valve.

[0125] The compensated target oil pressure F3′ is calculated using the following formula (5):

[0126] F3′=F3+C 25 K 25 iC x K x i. Formula (5)

[0127] In some embodiments, the detection and transmission module further includes a detection and transmission module for oil temperature. The first oil temperature and the second oil temperature are measured in the first oil chamber and the second oil chamber respectively, and the larger of the first oil temperature and the second oil temperature is used as the real-time measured oil temperature to compensate for the target oil pressure.

[0128] Reference Figure 8 As shown in the illustration, this application also provides a stabilizer bar system. This stabilizer bar system includes a vehicle control unit (VCU), a stabilizer bar controller (ECU), multiple sensors, and a control valve assembly 400. The VCU sends vehicle driving parameters such as lateral acceleration, steering wheel angle, vehicle speed, gear position, and roll angle to the ECU. The oil temperature sensor and oil pressure sensor of the stabilizer bar assembly 10 send the oil temperature and pressure within the stabilizer bar cylinder to the ECU. When a one-touch disconnect switch and a one-touch connect switch are pressed, corresponding control signals are sent to the ECU to cause the interaction between the first and second stabilizer bars to enter either a disconnected or coupled mode.

[0129] Reference Figure 9 As shown, in Figure 8 Based on the control system shown, the control method of this application further includes a fault self-diagnosis method. This fault self-diagnosis method includes the following steps:

[0130] S101: System initialization. The stabilizer bar controller is powered on, and the program initializes.

[0131] S102: Determine if a fault exists. If so, proceed to step S105; otherwise, proceed to step S103. Specifically, in this step, the stabilizer bar controller can determine whether its power supply voltage is normal, whether the control valve group 400 is normal, the communication with the vehicle controller, and whether the vehicle is faulty.

[0132] S103: Enter working mode (see details for specific working status) Figure 10 As shown, this includes the disconnected state, coupled state, and semi-coupled state. That is, the program for controlling the hydraulic system 200 according to the driving state of vehicle 1 is executed, and then the process proceeds to step S104.

[0133] S104: Determine whether the action is performed according to the command. If yes, proceed to step S103; otherwise, proceed to step S105. The stabilizer bar controller determines whether the stabilizer bar assembly 10 is operating according to the command based on sensors, especially position sensors that can detect the specific positions of the first stabilizer bar 110 and the second stabilizer bar 120. Alternatively, it can also determine this based on the roll angle information of vehicle 1.

[0134] S105: Entering fault mode. The stabilizer bar controller controls the solenoid valve to put the stabilizer bar assembly 10 into the connected mode.

[0135] S106: Report fault information. The stabilizer bar controller sends fault information to the vehicle (including but not limited to the vehicle controller) via the bus. The fault information includes at least a fault code.

[0136] The above solution can ensure the normal operation of vehicle 1 or provide an alarm to the user when vehicle 1 or stabilizer bar assembly 10 malfunctions.

[0137] Reference Figure 10 As shown, after the stabilizer bar enters the working mode, it corresponds to three working states: disconnected state, coupled state, and semi-coupled state. Specifically, the disconnected state corresponds to the first stabilizer bar 110 and the second stabilizer bar 120 being disconnected, in which case the switching valve is open and the proportional valve is closed; the coupled state corresponds to the first stabilizer bar 110 and the second stabilizer bar 120 being coupled, in which case the switching valve is closed and the proportional valve is open; the semi-coupled state corresponds to the first stabilizer bar 110 and the second stabilizer bar 120 being semi-coupled, in which case the switching valve is closed and the proportional valve is open.

[0138] In some embodiments, a control signal can be generated based on the vehicle's driving state; then, the switching states of the on / off valves and proportional valves in the hydraulic system can be controlled based on the control signal to control the interaction state between the first stabilizer bar and the second stabilizer bar.

[0139] In this embodiment, the switching valve can be a solenoid valve. The ECU is connected to the solenoid valve via a circuit, and the switching state of the solenoid valve is directly controlled by controlling the energization state of the coil in the solenoid valve. The switching state of the solenoid valve can control whether oil flows through the proportional valve. Changing the opening degree of the proportional valve to control the oil flow rate can provide different damping for piston movement.

[0140] In some embodiments, by controlling the opening of the switching valve and the closing of the proportional valve, the first stabilizer bar and the second stabilizer bar are controlled to be in an open state; by controlling the closing of the switching valve and the opening of the proportional valve, the first stabilizer bar and the second stabilizer bar are controlled to be in a semi-coupled state; by controlling the closing of the switching valve and the closing of the proportional valve, the first stabilizer bar and the second stabilizer bar are controlled to be in a coupled state.

[0141] The stabilizer bar control method and stabilizer bar system of this application adopt a design of proportional valve plus switching valve, which can not only disconnect and connect the stabilizer bar (i.e., the active states of the first and second stabilizer bars), but also adjust the stiffness of the stabilizer bar. It provides more comprehensive identification of driving conditions, judging based on four signals output by the VCU: lateral acceleration, vehicle speed, steering wheel angle, and gear position signal, causing the stabilizer bar to enter disconnected, coupled, and semi-coupled states respectively. The stabilizer bar stiffness is adjustable; when the switching valve is closed, the stiffness of the stabilizer bar is changed by adjusting the opening of the proportional valve. It also improves ride comfort: adding a semi-coupled state to the disconnected and connected states of the stabilizer bar can reduce vehicle roll, greatly improving ride comfort.

[0142] According to another aspect of this application, embodiments of this application also provide a non-transitory computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the steps of the above-described stabilizer control method. This non-transitory computer-readable storage medium possesses all the beneficial effects of the above-described stabilizer control method, which will not be elaborated upon further herein.

[0143] According to another aspect of this application, an embodiment of this application also provides an electronic device, including: a memory and a processor, wherein a computer program is stored in the memory; the processor is used to execute the computer program in the memory to implement the steps of the above-described stabilizer control method. This electronic device possesses all the beneficial effects of the above-described stabilizer control method, which will not be elaborated further here.

[0144] Computer-readable storage media can be, for example, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses, or devices, or any combination thereof, without particular limitation herein. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0145] In some embodiments of this application, a computer-readable storage medium may be any tangible medium that contains or stores a program that may be used or combined with an instruction execution system, apparatus, or device.

[0146] The aforementioned computer-readable storage medium may be included in the aforementioned electronic device, or it may exist independently and not assembled into the electronic device. The aforementioned computer-readable storage medium carries one or more programs that, when executed by the electronic device, cause the electronic device to:

[0147] During the target time period before reaching the target object, continuously adjust the operating force of the vehicle suspension to adjust the vehicle height.

[0148] Computer program code for performing operations of some embodiments of this application can be written in one or more programming languages ​​or a combination thereof. These programming languages ​​include object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network (including a local area network (LAN) or a wide area network (WAN)), or it can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0149] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function.

[0150] It should also be noted that in some alternative implementations, the functions marked in the box may occur in a different order than those marked in the attached figures.

[0151] For example, two consecutively represented blocks can actually be executed in substantially parallel order, and sometimes they can be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, as well as combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified functions or operations, or using a combination of dedicated hardware and computer instructions.

[0152] The units described in some embodiments of this application can be implemented in software or hardware. The described units can also be located in a processor; for example, a processor may include a height adjustment module. The names of these units do not necessarily limit the specific unit itself.

[0153] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0154] According to another aspect of this application, such as Figure 11 As shown in the illustration, this application also provides a vehicle 1, which includes the aforementioned electronic equipment. This vehicle possesses all the beneficial effects of the aforementioned electronic equipment, etc., which will not be elaborated upon here.

[0155] The vehicle may be a gasoline-powered vehicle, a plug-in hybrid electric vehicle, or a new energy vehicle, etc., and this application does not make any specific restrictions.

[0156] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0157] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0158] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0159] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Although the descriptions of each embodiment in this application have different focuses, and parts not described in detail in a certain embodiment can be referred to the relevant descriptions of other embodiments, any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of this application without departing from the content of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A control method for controlling a hydraulic system, said hydraulic system being used to control the stiffness between a first stabilizer bar and a second stabilizer bar in a vehicle stabilizer bar assembly; characterized in that: The control method includes: When the interaction state between the first stabilizer bar and the second stabilizer bar is in a semi-coupled state, the target parameters of the hydraulic system are determined according to the vehicle driving state. The hydraulic system is controlled using a PID control algorithm based on the target parameters and actual parameters of the hydraulic system to adjust the stiffness of the stabilizer bar. The target parameter includes the target oil pressure, and the actual parameter includes the actual oil pressure. The method further includes: obtaining the oil temperature, determining the compensation value of the target oil pressure based on the oil temperature and the damping coefficient of the oil at a preset temperature, and using the compensation value to compensate the target oil pressure.

2. The control method according to claim 1, characterized in that, The hydraulic system includes a first oil chamber, a second oil chamber, and a proportional valve, which is connected to both the first and second oil chambers.

3. The control method according to claim 2, characterized in that, The step of controlling the hydraulic system using a PID control algorithm based on the target parameters and actual parameters of the hydraulic system includes: The opening degree of the proportional valve is controlled by a PID control algorithm based on the target parameters and actual parameters of the hydraulic system, so as to adjust the stiffness of the stabilizer bar.

4. The control method according to claim 3, characterized in that, Before controlling the opening degree of the proportional valve according to the target parameters and actual parameters of the hydraulic system, the method further includes: Adjust the opening degree of the proportional valve to the preset opening degree.

5. The control method according to claim 3 or 4, characterized in that, The step of controlling the opening degree of the proportional valve using a PID control algorithm based on the target parameters and actual parameters of the hydraulic system includes: Based on the target hydraulic pressure and the actual hydraulic pressure of the hydraulic system, the opening of the proportional valve is controlled by a PID control algorithm so that the difference between the actual hydraulic pressure and the target hydraulic pressure is less than or equal to a preset difference.

6. The control method according to claim 5, characterized in that, The control of the proportional valve opening degree through the PID control algorithm includes: The control current of the proportional valve is adjusted by the PID control algorithm to control the opening degree of the proportional valve. The control current of the proportional valve is directly proportional to the opening degree of the proportional valve.

7. The control method according to claim 6, characterized in that, The step of adjusting the control current of the proportional valve through the PID control algorithm includes: The control current of the proportional valve is determined based on the oil pressure difference, the operation time of the differential unit, and the operation time of the integral unit. Wherein, the oil pressure difference is the difference between the target oil pressure and the actual oil pressure.

8. The control method according to claim 7, characterized in that, The step of determining the control current of the proportional valve based on the oil pressure difference, the calculation time of the differential unit, and the calculation time of the integral unit includes: Calculate the proportional valve control current using the following formula: ， Where P(t) is the proportional valve control current, e(t) is the oil pressure difference, and K p T is the preset scaling factor, T1 is the computation time of the integration unit, and T... D This represents the computation time for the differential unit.

9. The control method according to claim 5, characterized in that, The method further includes: The target hydraulic pressure is determined based on the vehicle's driving status, vehicle parameters, and stabilizer bar parameters.

10. The control method according to claim 9, characterized in that, The driving state includes at least one of the following: the vehicle's lateral acceleration, roll angle, travel of the steering knuckle after roll, and height difference between the vehicle's center of gravity and the roll axis. The vehicle parameters include at least one of the following: sprung mass, spring stiffness, and wheel spacing; The stabilizer bar parameters include at least one of the following: system parameters, torsional stiffness of the torsion bar, and damping force of the oil at a preset temperature.

11. The control method according to claim 2, characterized in that, The process of obtaining the oil temperature includes: The first oil temperature and the second oil temperature are measured in the first oil chamber and the second oil chamber respectively, and the larger of the first oil temperature and the second oil temperature is taken as the oil temperature measured in real time.

12. The control method according to claim 2, characterized in that, The process of obtaining the actual hydraulic pressure includes: measuring the hydraulic pressure of the first hydraulic chamber and the second hydraulic chamber in real time, and multiplying the hydraulic pressure by the area of ​​the piston in the stabilizer rod to obtain the actual hydraulic pressure.

13. The control method according to claim 12, characterized in that, include: The first hydraulic pressure and the second hydraulic pressure are measured in the first hydraulic chamber and the second hydraulic chamber, respectively, and the larger of the first hydraulic pressure and the second hydraulic pressure is taken as the hydraulic pressure obtained in real time.

14. The control method according to claim 2, characterized in that, The interaction states between the first stabilizer bar and the second stabilizer bar also include: a coupled state and a disconnected state.

15. The control method according to claim 14, characterized in that, The method further includes: Control signals are generated based on the vehicle's driving status; The on / off states of the switching valve and the proportional valve in the hydraulic system are controlled according to the control signal, so as to control the interaction state between the first stabilizer bar and the second stabilizer bar.

16. The control method according to claim 15, characterized in that, The step of controlling the switching states of the switching valve and the proportional valve according to the control signal, so as to control the interaction state between the first stabilizer bar and the second stabilizer bar, includes: By controlling the opening of the switching valve and the closing of the proportional valve, the first stabilizer bar and the second stabilizer bar are kept in an open state. By controlling the switching valve to close and the proportional valve to open, the first stabilizer bar and the second stabilizer bar are controlled to be in a semi-coupled state; By controlling the switching valve to close and the proportional valve to close, the first stabilizer bar and the second stabilizer bar are kept in a coupled state.

17. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by a processor, the computer program implements the steps of the control method according to any one of claims 1 to 16.

18. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the control method according to any one of claims 1 to 16.

19. An electronic device, characterized in that, include: A memory on which computer programs are stored; A processor for executing the computer program in the memory to implement the control method according to any one of claims 1 to 16.

20. A stabilizer bar system, characterized in that, Includes a stabilizer bar assembly and the electronic equipment as described in claim 19.

21. A vehicle, characterized in that, Includes the electronic device as claimed in claim 19, or includes the stabilizer bar system as claimed in claim 20.

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