Control method for stabilizer bar, storage medium, electronic device, and vehicle

Abstract

The application relates to a control method of a stabilizer bar, a storage medium, an electronic device and a vehicle. When a driving condition of the vehicle meets a preset condition, the action state of a first stabilizer bar and a second stabilizer bar is controlled. The action state includes a disconnected state, a coupled state and a semi-coupled state. Through the controllable multiple states of the stabilizer bar, at least the technical problem that the control state of the stabilizer bar is relatively single in the prior art and cannot adapt to complex driving conditions can be solved.

Description

Stabilizer bar control methods, storage media, electronic equipment, and vehicles Technical Field

[0001] This application relates to the field of electronic technology, and in particular to a method for controlling a stabilizer bar, a storage medium, an electronic device, and a vehicle. Background Technology

[0002] The function of a stabilizer bar is to prevent excessive lateral roll of the vehicle body when cornering, thus maintaining vehicle balance as much as possible. Currently, the control states of stabilizer bars in related technologies are relatively simple and cannot adapt to complex driving conditions. Summary of the Invention

[0003] This application provides a stabilizer bar control method, storage medium, electronic device, and vehicle to at least partially solve the above-mentioned technical problems.

[0004] To achieve the above objectives, according to a first aspect of this application, a method for controlling a stabilizer bar is provided. The stabilizer bar includes a first stabilizer bar and a second stabilizer bar. The control method includes controlling the operating states of the first stabilizer bar and the second stabilizer bar when the vehicle's driving conditions meet preset conditions. The operating states include: a disconnected state, a coupled state, and a semi-coupled state.

[0005] Optionally, the method further includes: adjusting the stiffness of the stabilizer bar to adapt to the driving conditions under different control states.

[0006] Optionally, the stabilizer bar includes a stiffness adjustment module, and the method further includes: controlling the on / off state of the solenoid valve in the stiffness adjustment module to adjust the stiffness of the stabilizer bar.

[0007] Optionally, the stiffness adjustment module includes a first solenoid valve and a second solenoid valve; wherein the orifice diameter of the first solenoid valve is smaller than that of the second solenoid valve.

[0008] Optionally, controlling the state of the stabilizer bar includes: controlling the first stabilizer bar and the second stabilizer bar to be in a semi-coupled state by controlling one of the first solenoid valve and the other to be closed.

[0009] Optionally, controlling the state of the stabilizer bar includes: controlling the first solenoid valve to open and the second solenoid valve to control the first stabilizer bar and the second stabilizer bar to be in an off state.

[0010] Optionally, controlling the state of the stabilizer bar includes: controlling the first solenoid valve to close and the second solenoid valve to close, so as to control the first stabilizer bar and the second stabilizer bar to be in a coupled state.

[0011] Optionally, the driving conditions are determined by at least one of the following driving parameters: vehicle speed, vehicle roll angle, and steering wheel angle information.

[0012] Optionally, when the vehicle's driving conditions meet preset conditions, controlling the state of the stabilizer bar includes: when the vehicle's driving speed is less than a first speed threshold, controlling the first stabilizer bar and the second stabilizer bar to be in a coupled state.

[0013] Optionally, when the vehicle's driving conditions meet preset conditions, controlling the state of the stabilizer bar includes: when the vehicle's driving speed is greater than or equal to a first speed threshold and less than or equal to a second speed threshold, controlling the stabilizer bar to be in an open state; wherein the second speed threshold is greater than the first speed threshold.

[0014] Optionally, when the vehicle's driving conditions meet preset conditions, controlling the state of the stabilizer bar includes: when the vehicle's driving speed is greater than a second speed threshold and less than a third speed threshold, controlling the first stabilizer bar and the second stabilizer bar to be in a semi-coupled state or a coupled state.

[0015] Optionally, controlling the stabilizer bar to be in a semi-coupled or coupled state includes: controlling the first stabilizer bar and the second stabilizer bar to be in a coupled state when the steering wheel angle is less than or equal to a first steering angle threshold.

[0016] Optionally, controlling the stabilizer bar to be in a semi-coupled or coupled state includes: when the steering wheel angle is greater than a second steering angle threshold, controlling the first stabilizer bar and the second stabilizer bar to be in a semi-coupled state.

[0017] Optionally, controlling the stabilizer bar to be in a semi-coupled state includes: when the vehicle's roll angle meets a first preset roll threshold, controlling the first solenoid valve to close and the second solenoid valve to open, so that the stabilizer bar is in a semi-coupled state; or when the vehicle's roll angle meets a second preset roll threshold, controlling the first solenoid valve to open and the second solenoid valve to close, so that the stabilizer bar is in a semi-coupled state; wherein the upper limit of the first preset roll threshold is less than the lower limit of the second preset roll threshold.

[0018] Optionally, when the vehicle's driving conditions meet preset conditions, controlling the state of the stabilizer bar includes: controlling the first stabilizer bar and the second stabilizer bar to be in a semi-coupled state according to the vehicle's roll angle.

[0019] Optionally, controlling the first stabilizer bar and the second stabilizer bar to be in a semi-coupled state according to the vehicle's roll angle includes: when the vehicle's roll angle is less than or equal to a first roll threshold, controlling the first solenoid valve to close and the second solenoid valve to open.

[0020] Optionally, controlling the first stabilizer bar and the second stabilizer bar to be in a semi-coupled state according to the vehicle's roll angle includes: when the vehicle's roll angle is greater than a first roll threshold and less than or equal to a second roll threshold, controlling the first solenoid valve to open and the second solenoid valve to close; wherein the second roll threshold is greater than the first roll threshold.

[0021] Optionally, when the vehicle's driving conditions meet preset conditions, controlling the state of the stabilizer bar includes: when the vehicle's driving speed is greater than or equal to a third speed threshold, controlling the first stabilizer bar and the second stabilizer bar to be in a coupled state.

[0022] Optionally, the stiffness value of the stabilizer bar is inversely proportional to the roll angle of the vehicle.

[0023] According to a second aspect of this application, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the above-described control method for the stabilizer bar.

[0024] According to a third aspect of this application, a computer program product is provided, comprising a computer program that, when executed by a processor, implements the above-described control method for the stabilizer bar.

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

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

[0027] According to a fifth aspect of this application, a vehicle is provided, including the aforementioned electronic equipment.

[0028] The advantage of this application lies in controlling the interaction state between the first and second stabilizer bars when the vehicle's driving conditions meet preset requirements; wherein the interaction state includes a disconnected state, a coupled state, and a semi-coupled state. By controlling the multiple states of the stabilizer bars, the technical problem of the relatively singular control state of stabilizer bars in current related technologies, which cannot adapt to complex driving conditions, can be solved. This effectively improves the stability of stabilizer bar regulation and eliminates the need for oil pumps, motors, or other power sources, thus adapting to various driving conditions.

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

[0033] Figure 2 is a schematic diagram of the internal structure of the actuator in the stabilizer bar assembly shown in Figure 1;

[0034] Figure 3 is a structural schematic diagram of the control valve group in the stabilizer bar assembly shown in Figure 1, viewed from a first-person perspective.

[0035] Figure 4 is a structural schematic diagram of the control valve group in the stabilizer bar assembly shown in Figure 1, viewed from a second perspective.

[0036] Figure 5 is a schematic diagram of the hydraulic system provided in an exemplary embodiment of this application in a coupled state;

[0037] Figure 6 is a flowchart of the control method for the stabilizer bar provided in an exemplary embodiment of this application;

[0038] Figure 7 is a schematic diagram of the first flow path of the hydraulic system shown in Figure 5 under coupled conditions;

[0039] Figure 8 is a schematic diagram of the second flow path of the hydraulic system shown in Figure 5 under coupled conditions;

[0040] Figure 9 is a schematic diagram of the first flow path of the hydraulic system shown in Figure 5 in the disconnected state;

[0041] Figure 10 is a schematic diagram of the second flow path of the hydraulic system shown in Figure 5 in the disconnected state;

[0042] Figure 11 is a schematic diagram of the first flow path of the hydraulic system shown in Figure 5 in a semi-coupled state;

[0043] Figure 12 is a schematic diagram of the second flow path of the hydraulic system shown in Figure 5 in a semi-coupled state;

[0044] Figure 13 is a schematic diagram of a vehicle in an exemplary embodiment of this application.

[0045] Explanation of reference numerals in the attached figures:

[0046] 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. 330. Connecting rod; 340. Actuating spindle; 340a. 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. Stiffness adjustment module; 411. First check valve; 412. Second check valve; 413. Third check valve; 414. Fourth check valve; 421. First solenoid valve; 422. Second solenoid 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. Detailed Implementation

[0047] 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.

[0048] Referring to Figures 1 to 4, as a first 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 stiffness adjustment module 400.

[0049] Specifically, the linkage 100 includes a first stabilizer 110 and a second stabilizer 120; the actuator 300 is provided with multiple variable chambers; the stiffness adjustment module 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.

[0050] 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 stiffness adjustment module 400.

[0051] 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.

[0052] Referring to Figures 1 and 2, the actuator 300 of this application includes: an actuator cylinder 310, an actuator piston 320, and an actuator spindle 330.

[0053] 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.

[0054] 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.

[0055] 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.

[0056] 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.

[0057] 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.

[0058] Referring to FIG2, in some embodiments of this application, the actuator 310 is further provided with a reverser to guide the movement of the balls. As a specific embodiment, 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.

[0059] Referring to FIG2, 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.

[0060] 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.

[0061] 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.

[0062] Referring to Figure 2, in order to prevent the pressure medium from leaking along the main shaft 330, as a specific solution, a main shaft sealing assembly 370 is provided on the main shaft 330 to prevent the pressure medium from leaking along the main shaft.

[0063] Referring to Figure 2, 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.

[0064] Referring to Figure 2, to connect the actuating spindle 330 and the second stabilizing rod 120, a connecting sleeve is fitted onto the exposed end of the actuating spindle 330. This connecting sleeve forms an anti-rotation connection with the actuating spindle 330 and is provided with a sleeve keyway 340a. The end of the second stabilizing rod 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 stabilizing rod 120 and the actuating spindle 330 through the connecting sleeve. That is, the actuating spindle 330 and the second stabilizing rod 120 can rotate synchronously.

[0065] 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.

[0066] Referring to Figures 1 and 2, in some embodiments of this application, the actuator housing may be constructed using a split structure. Specifically, the actuator housing includes a first end cap 311, a second end cap 312, and an intermediate housing 313. The first end cap 311 forms a first cylinder port 310e; the second end cap 312 forms a second cylinder port 310f; and the intermediate housing 313 forms an inner cylinder cavity 310a and a third cylinder port 310g. The intermediate housing 313 is disposed between the first end cap 311 and the second end cap 312.

[0067] 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.

[0068] 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.

[0069] 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.

[0070] Referring to Figures 1 and 2, 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.

[0071] 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 state. That is, in the disconnected state, the first stabilizer bar 110 and the second stabilizer bar 120 are equivalent to independently rotating components.

[0072] 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 a semi-coupled state.

[0073] 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 coupling state. In other words, in the coupling state, the first stabilizer 110 and the second stabilizer 120 are equivalent to being connected as a single integral connecting rod that cannot rotate relative to each other.

[0074] 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 (or damping capability) of the whole composed of the first stabilizer bar 110 and the second stabilizer bar 120 in the coupled state 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 coupled state can be controlled. 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.

[0075] 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.

[0076] Referring to Figures 1 to 5, in a specific embodiment, the actuator 300 and the stiffness adjustment module 400 constitute the main part of the hydraulic system 200 of this application. The control state of the stabilizer bar assembly 10 of this application will be specifically described below with reference to the accompanying drawings.

[0077] As a second aspect of this application, embodiments of this application also provide a method for controlling a stabilizer bar, applied to the stabilizer bar assembly 10 described above. Without distinguishing between the first stabilizer bar and the second stabilizer bar, the term "stabilizer bar" hereinafter can be equated with the stabilizer bar assembly 10, meaning the stabilizer bar includes the first stabilizer bar 110 and the second stabilizer bar 120, and may also include a stiffness adjustment module 400.

[0078] Referring to Figure 6, the control method for the stabilizer bar provided in this embodiment includes:

[0079] Step S601: When the vehicle's driving conditions meet preset conditions, control the operating states of the first stabilizer bar 110 and the second stabilizer bar 120; wherein the operating states include: disconnected state, coupled state, and semi-coupled state.

[0080] In some embodiments, step S601 above can be implemented by the following steps:

[0081] S6011 adjusts the stiffness of the stabilizer bar to adapt to different driving conditions under different control states.

[0082] The stabilizer bar assembly 10 includes a stiffness adjustment module 400, and the control method further includes controlling the on / off state of the solenoid valve in the stiffness adjustment module 400 to adjust the stiffness of the stabilizer bar.

[0083] Referring to Figures 1 to 5, in some embodiments of this application, the stiffness adjustment module 400 further includes a one-way valve. The one-way valve operates based on the balance between the weight of the valve disc and the fluid pressure. When the fluid pressure is sufficiently high, it pushes the valve disc open, allowing fluid to pass through. When the fluid pressure decreases or backflow occurs, the valve disc closes rapidly due to its own weight or the action of a spring, thereby preventing the reverse flow of fluid. Therefore, the one-way valve in this solution is used to maintain a single, fixed flow direction under the action of a pressurized medium.

[0084] 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".

[0085] Referring to Figures 3 to 5, as a specific embodiment, the stiffness adjustment module 400 includes: a first check valve 411, a second check valve 412, a third check valve 413, and a fourth check valve 414.

[0086] The first cylinder port 310e of the actuator cylinder 310 is connected to the first check valve 411 and the second check valve 412 respectively. The first check valve 411 is used to ensure that the pressure medium in the oil circuit can only flow out of the first cylinder port 310e; the second check valve 412 is used to ensure that the pressure medium in the oil circuit can only flow into the first cylinder port 310e.

[0087] Similarly, the second cylinder port 310f of the actuator cylinder 310 is connected to the third check valve 413 and the fourth check valve 414 respectively. The third check valve 413 is used to ensure that the pressure medium in the oil circuit can only flow out of the second cylinder port 310f; the fourth check valve 414 is used to ensure that the pressure medium in the oil circuit can only flow into the second cylinder port 310f.

[0088] In other words, the multiple check valves in the hydraulic system 200 of this application can allow pressure medium to flow into or out of the variable chamber through different oil passages.

[0089] Referring to Figures 3 to 5, as a specific embodiment, the stiffness adjustment module 400 further includes multiple solenoid valves. These solenoid valves are used to control the flow of the pressure medium between the stiffness adjustment module 400 and the variable chamber.

[0090] Referring to Figures 3 to 5, as a specific embodiment, the stiffness adjustment module 400 includes multiple solenoid valves, such as a first solenoid valve 421 and a second solenoid valve 422. In an optional example, the orifice diameter of the first solenoid valve 421 is smaller than that of the second solenoid valve 422. The adjustment levels corresponding to the on / off states of the first solenoid valve 421 and the second solenoid valve 422 will be described in detail later. The stiffness adjustment module 400 may also include an accumulator 430, which is mainly used to store the pressure medium and maintain the pressure of the pressure medium in the hydraulic system 200. Of course, the pressure of the pressure medium can also be adjusted by the spring of the accumulator 430. In addition, the accumulator 430 also has the functions of stabilizing pressure and buffering pressure shocks.

[0091] Referring to Figures 3 and 4, as a specific embodiment, the stiffness adjustment module 400 of this application integrates the aforementioned check valve, solenoid valve, accumulator 430, and corresponding pressure sensor into a single unit via a hydraulic valve block 460. The stiffness adjustment module 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 stiffness adjustment module 400 can detect and control the actuator 300 locally, thereby reducing the delay and interference caused by long-distance detection and control.

[0092] 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.

[0093] 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.

[0094] Referring to Figure 5, the first cylinder port 310e is connected to the first check valve 411 and the second check valve 412 respectively; the second cylinder port 310f is connected to the third check valve 413 and the fourth check valve 414 respectively; the third cylinder port 310g is connected to the accumulator 430.

[0095] Both the first solenoid valve 421 and the second solenoid valve 422 are two-position, two-way solenoid valves. One port of the first solenoid valve 421 is connected to the third cylinder port 310g; the other port of the first solenoid valve 421 is connected to the first check valve 411 and the third check valve 413. One port of the second solenoid valve 422 is connected to the third cylinder port 310g; the other port of the second solenoid valve 422 is connected to the first check valve 411 and the third check valve 413.

[0096] The first check valve 411 controls the flow direction of the oil circuit so that the pressure medium can only flow from the first cylinder port 310e to the first solenoid valve 421 and the second solenoid valve 422; the third check valve 413 controls the flow direction of the oil circuit so that the pressure medium can only flow from the second cylinder port 310f to the first solenoid valve 421 and the second solenoid valve 422.

[0097] Accumulator 430 is connected to first cylinder port 310e via second check valve 412 so that pressure medium can only flow from accumulator 430 to first cylinder port 310e; accumulator 430 is connected to second cylinder port 310f via fourth check valve 414 so that pressure medium can only flow from accumulator 430 to second cylinder port 310f.

[0098] Referring to Figures 7 to 12, in some embodiments of this application, the first solenoid valve 421 and the second solenoid valve 422 may have the following positions.

[0099] Position 1: First solenoid valve 421 is closed, and second solenoid valve 422 is closed.

[0100] Position 2: First solenoid valve 421 is open, and second solenoid valve 422 is closed.

[0101] Position 3: First solenoid valve 421 is closed, and second solenoid valve 422 is open.

[0102] Gear position four: First solenoid valve 421 is open, and second solenoid valve 422 is open.

[0103] Referring to Figure 5, when in gear one, the purpose is to prevent the pressure medium in the hydraulic system 200 from flowing, so that the piston 320 cannot move, that is, it is in a coupled state.

[0104] Referring to Figures 7 and 8, in gear one (coupled state), due to the position of the third cylinder port 310g and the action of the accumulator 430, the actuator piston 320 will automatically return to the position blocking the third cylinder port 310g. At this time, the pressure on both sides of the actuator piston 320 also reaches a balanced state. Figures 7 and 8 show the flow path of the pressure medium when returning to center from two different directions. After the actuator piston 320 completes the centering, the pressure medium in the hydraulic system 200 stops flowing completely, thereby forming an anti-rotation connection between the first and second pressure stabilizing rods.

[0105] Referring to Figures 9 and 10, in gear four, all the electromagnetic switches in the hydraulic system 200 are open, allowing the pressure medium to flow freely and the actuator piston 320 to move freely, i.e., it is in the off state. Figures 9 and 10 show the flow paths of the pressure medium when an external force causes the actuator piston 320 to slide in different directions.

[0106] Referring to Figures 11 and 12, in gear two, the pressure medium can flow through the oil passage opened by the first solenoid valve 421, causing the control piston to slide under the action of external force. However, during sliding, the damping effect needs to be overcome, resulting in a conditional relative rotation between the first stabilizer rod 110 and the second stabilizer rod 120. That is, the torque must overcome the sliding damping of the actuator piston 320. This sliding damping is determined by the orifice diameter of the first solenoid valve 421.

[0107] Similarly, in gear three, the pressure medium can flow through the oil passage opened by the second solenoid valve 422, causing the control piston to slide under external force. However, during sliding, damping needs to be overcome, resulting in a conditional relative rotation between the first stabilizer bar 110 and the second stabilizer bar 120. In other words, the torque must overcome the sliding damping of the actuator piston 320. This sliding damping is determined by the orifice diameter (effective or maximum orifice diameter) of the second solenoid valve 422.

[0108] Figures 11 and 12 show the flow paths of the pressure medium when the first solenoid valve 421 and the second solenoid valve 422 use their respective orifices for damping.

[0109] In some specific examples, the vehicle's driving conditions can be determined by at least one of the following driving parameters: vehicle speed, vehicle roll angle, and steering wheel angle information.

[0110] Optionally, step S601 can be achieved through the following steps: when the vehicle speed is less than a first speed threshold, the first stabilizer bar 110 and the second stabilizer bar 120 are controlled to be in a coupled state. For example, when the vehicle speed is between 0 and 5 km / h, the speed is relatively low, and based on the usage scenario, it is judged that the vehicle may be in a traffic jam or parking lot. In this state, the performance requirements are not significant, so the energy-saving control mode is adopted, the stabilizer bars are in a coupled state, corresponding to gear one, and the hydraulic system is not flowing.

[0111] Optionally, step S601 can be implemented through the following steps: when the vehicle's speed is greater than or equal to a first speed threshold and less than or equal to a second speed threshold, the first stabilizer bar 110 and the second stabilizer bar 120 are controlled to be in an open state; wherein, the second speed threshold is greater than the first speed threshold. For example, when the vehicle speed is 5 to 30 km / h, it is driving at a low speed. Depending on the usage scenario, it is determined whether it is driving at a low speed on a paved road or on an off-road surface. At this speed, the comfort of wheel travel and the passability of off-road driving are emphasized, corresponding to the open state, and gear four is used for adjustment.

[0112] When the vehicle speed is between 5 and 30 km / h, and the vehicle body tilts to the left, the oil circuit diagram of gear four is shown in Figure 9. The rotating shaft moves the piston 320 to the left, squeezing the oil in the left part of the actuator cylinder 310. The high-pressure oil in the left part of the actuator cylinder 310 flows to the stiffness adjustment module 400 through the first one-way valve 411. In the stiffness adjustment module 400, the first solenoid valve 421 and the second solenoid valve 422 are open. At this time, the valve group orifice is larger, and the damping restriction on the high-pressure oil is smaller. The oil flows to the fourth one-way valve 414 through the stiffness adjustment module 400 and finally reaches the right part of the actuator cylinder 310, completing the whole process of piston moving to the left, the left side being squeezed, and the right side being pulled up.

[0113] When the vehicle speed is between 5 and 30 km / h, and the vehicle body tilts to the right, the hydraulic system is disconnected (as shown in Figure 10). The rotating shaft moves the piston 320 to the right, squeezing the oil in the right part of the actuator cylinder 310. The high-pressure oil in the right part of the actuator cylinder 310 flows to the stiffness adjustment module 400 through the third check valve 413. In the stiffness adjustment module 400, the first solenoid valve 421 and the second solenoid valve 422 are open. At this time, the valve group orifice is larger, and the damping restriction on the high-pressure oil is smaller. The oil flows through the stiffness adjustment module 400 to the second check valve 412 and finally reaches the left part of the actuator cylinder 310, completing the entire process of the piston moving to the left, the right side being squeezed, and the right side being pulled up.

[0114] Optionally, step S601 can be implemented by the following steps: when the vehicle's speed is greater than the second speed threshold and less than the third speed threshold, control the first stabilizer bar 110 and the second stabilizer bar 120 to be in a semi-coupled state or a coupled state.

[0115] Optionally, the stabilizer bars can be controlled to be in a semi-coupled or coupled state, including: when the steering wheel angle is less than or equal to a first steering angle threshold, the first stabilizer bar 110 and the second stabilizer bar 120 can be controlled to be in a coupled state. For example, when the steering wheel angle is between 0 and 5 degrees, the scenario is determined to be straight-line acceleration, and to maintain smooth acceleration, a lock-up mode is adopted, and the fluid does not flow.

[0116] Optionally, the stabilizer bars are controlled to be in a semi-coupled or coupled state, including: when the steering wheel angle is greater than a second steering angle threshold, the first stabilizer bar 110 and the second stabilizer bar 120 are controlled to be in a semi-coupled state. For example, when the vehicle speed is 30 to 60 km / h and the steering wheel angle is not 0 or greater than or equal to 5 degrees, the scenario is determined to be a medium-speed lane change and turn, requiring vehicle handling and smoothness.

[0117] Optionally, when the vehicle's roll angle meets a first preset roll threshold, the first solenoid valve 421 is closed and the second solenoid valve 422 is opened, corresponding to position three, so that the stabilizer bar is in a semi-coupled state. When the vehicle's roll angle meets a second preset roll threshold, the first solenoid valve 421 is opened and the second solenoid valve is closed, corresponding to position two, so that the stabilizer bar is in a semi-coupled state; wherein, the upper limit of the first preset roll threshold is less than or equal to the lower limit of the second preset roll threshold.

[0118] For example, when the pressure difference measured by the first pressure sensor 441 and the second pressure sensor 442 causes the car to produce a roll angle of 2.5° to 3.5°, the roll is considered moderate, prioritizing both comfort and handling, and gear three is used. When the pressure difference measured by the first pressure sensor 441 and the second pressure sensor 442 causes the car to produce a roll angle of 3.5° to 4.5°, the roll is considered large, prioritizing both handling and comfort, and gear two is used for adjustment.

[0119] The roll rate corresponds to the torsional speed of the stabilizer bar. The greater the roll rate, the greater the torsional speed, the greater the damping of the stabilizer bar, and thus the greater its stiffness.

[0120] Optionally, step S601 can be achieved by the following steps: controlling the first stabilizer bar 110 and the second stabilizer bar 120 to be in a semi-coupled state according to the vehicle's roll angle.

[0121] Optionally, when the vehicle's roll angle is less than or equal to a first roll threshold, the first solenoid valve 421 is closed and the second solenoid valve 422 is opened.

[0122] In an optional example, when the vehicle speed is 30 to 70 km / h and the left tilt is moderate, the three-gear control is adopted. The rotating shaft moves the piston 320 to the left, squeezing the oil in the left part of the actuator cylinder 310. The high-pressure oil in the left part of the actuator cylinder 310 flows to the stiffness adjustment module 400 through the first one-way valve 411. In the stiffness adjustment module 400, the first solenoid valve 421 is closed and the second solenoid valve 422 is open, which moderately limits the damping of the high-pressure oil. The oil flows through the stiffness adjustment module 400 to the fourth one-way valve 414 and finally reaches the right part of the actuator cylinder 310, completing the entire process of piston leftward movement, left side being squeezed, and right side being pulled up.

[0123] In an optional example, when the vehicle speed is 30 to 70 km / h and the rightward tilt is moderate, the three-gear control is adopted. The rotating shaft moves the piston 320 to the right, squeezing the oil in the right part of the actuator cylinder 310. The high-pressure oil in the right part of the actuator cylinder 310 flows to the stiffness adjustment module 400 through the third one-way valve 413. In the stiffness adjustment module 400, the first solenoid valve 421 is closed and the second solenoid valve 422 is open, which provides moderate damping for the high-pressure oil. The oil flows through the stiffness adjustment module 400 to the second one-way valve 412 and finally reaches the left part of the actuator cylinder 310, completing the entire process of piston movement to the right, right-side compression, and right-side lifting.

[0124] Optionally, when the vehicle's roll angle is greater than a first roll threshold and less than or equal to a second roll threshold, the first solenoid valve is controlled to open and the second solenoid valve is controlled to close; wherein the second roll threshold is greater than the first roll threshold.

[0125] In an optional example, when the vehicle speed is 30 to 70 km / h and the left tilt is large, the second gear control is used. The rotating shaft moves the piston 320 to the left, squeezing the oil in the left part of the actuator cylinder 310. The high-pressure oil in the left part of the actuator cylinder 310 flows to the stiffness adjustment module 400 through the first one-way valve 411. In the stiffness adjustment module 400, the first solenoid valve 421 is open and the second solenoid valve 422 is closed, which greatly limits the damping of the high-pressure oil. The oil flows through the stiffness adjustment module 400 to the fourth one-way valve 414 and finally reaches the right part of the actuator cylinder 310, completing the entire process of piston moving to the left, the left side being squeezed, and the right side being pulled up.

[0126] In an optional example, when the vehicle speed is 30 to 70 km / h and the right side tilts significantly, a second gear control is used. The rotating shaft moves the piston 320 to the right, compressing the oil in the right part of the actuator cylinder 310. The high-pressure oil in the right part of the actuator cylinder 310 flows to the stiffness adjustment module 400 through the third one-way valve 413. In the stiffness adjustment module 400, the first solenoid valve 421 is open and the second solenoid valve 422 is closed, which greatly limits the damping of the high-pressure oil. The oil flows through the stiffness adjustment module 400 to the second one-way valve 412 and finally reaches the left part of the actuator cylinder 310, completing the entire process of piston movement to the right, right side being compressed, and right side being pulled up.

[0127] Optionally, step S601 can be achieved through the following steps: when the vehicle speed is greater than or equal to the third speed threshold, the first stabilizer bar 110 and the second stabilizer bar 120 are controlled to be in a coupled state. For example, when the vehicle speed is greater than 70 km / h, it is determined to be high-speed driving, the stability is locked, and gear one is used for regulation; the fluid does not flow.

[0128] By enabling multiple controllable states of the stabilizer bar, the technical problem of the current stabilizer bar's limited control state and inability to adapt to complex driving conditions can be solved. This effectively improves the stability of the stabilizer bar's adjustment and eliminates the need for oil pumps, motors, or other power sources, making it adaptable to various driving conditions.

[0129] According to a third 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 further here.

[0130] According to a fourth aspect of this application, embodiments of this application also provide an electronic device, including: a memory and a processor, wherein a computer program is stored in the memory; the processor is configured 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 upon further herein.

[0131] 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.

[0132] 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.

[0133] 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:

[0134] During the target time period before reaching the target object, continuously adjust the operating force of the vehicle suspension to adjust the vehicle height.

[0135] 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).

[0136] 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.

[0137] 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.

[0138] 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.

[0139] 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.

[0140] 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.

[0141] According to a fifth aspect of this application, as shown in FIG13, an embodiment of 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 further herein.

[0142] 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.

[0143] 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.

[0144] 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.

[0145] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0146] 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 method for controlling a stabilizer bar, characterized in that, The stabilizer bar includes a first stabilizer bar and a second stabilizer bar. The control method includes: controlling the state of the stabilizer bar when the vehicle's driving conditions meet preset conditions; wherein the state of the stabilizer bar includes: an open state, a coupled state, and a semi-coupled state, wherein in the open state, the first stabilizer bar and the second stabilizer bar are disconnected, in the coupled state, the first stabilizer bar and the second stabilizer bar are coupled, and in the semi-coupled state, the first stabilizer bar and the second stabilizer bar are semi-coupled; wherein the method further includes: adjusting the stiffness of the stabilizer bar to adapt to the driving conditions under different control states; wherein the stabilizer bar includes a stiffness adjustment module, and the method further includes: controlling the on / off state of a solenoid valve in the stiffness adjustment module to adjust the stiffness of the stabilizer bar; wherein the stiffness adjustment module includes a first solenoid valve and a second solenoid valve, wherein the orifice diameter of the first solenoid valve is smaller than the orifice diameter of the second solenoid valve; wherein the driving conditions are determined by at least one of the following driving parameters: vehicle speed, vehicle roll angle, etc. Steering wheel angle information; wherein, when the vehicle's driving conditions meet preset conditions, controlling the state of the stabilizer bar includes: controlling the first stabilizer bar and the second stabilizer bar to be in a semi-coupled state according to the vehicle's roll angle; wherein, controlling the state of the stabilizer bar includes: controlling the stabilizer bar to be in a semi-coupled state by controlling one of the first solenoid valve and the other to be closed; wherein, controlling the first stabilizer bar and the second stabilizer bar to be in a semi-coupled state according to the vehicle's roll angle includes: controlling the first solenoid valve to be closed and the second solenoid valve to be open when the vehicle's roll angle is less than or equal to a first roll threshold; wherein, controlling the first stabilizer bar and the second stabilizer bar to be in a semi-coupled state according to the vehicle's roll angle includes: controlling the first solenoid valve to be open and the second solenoid valve to be closed when the vehicle's roll angle is greater than the first roll threshold and less than or equal to a second roll threshold; wherein, the second roll threshold is greater than the first roll threshold.

2. The control method according to claim 1, characterized in that, The control of the stabilizer bar's state includes: controlling the stabilizer bar to be in an open state by controlling the first solenoid valve to open and the second solenoid valve to open.

3. The control method according to claim 1, characterized in that, The control of the stabilizer bar's state includes: controlling the stabilizer bar to be in a coupled state by controlling the first solenoid valve to close and the second solenoid valve to close.

4. The control method according to claim 1, characterized in that, When the vehicle's driving conditions meet preset conditions, controlling the state of the stabilizer bar includes: when the vehicle's driving speed is less than a first speed threshold, controlling the stabilizer bar to be in a coupled state.

5. The control method according to claim 1, characterized in that, When the vehicle's driving conditions meet preset conditions, controlling the state of the stabilizer bar includes: when the vehicle's driving speed is greater than or equal to a first speed threshold and less than or equal to a second speed threshold, controlling the stabilizer bar to be in an open state; wherein, the second speed threshold is greater than the first speed threshold.

6. The control method according to claim 1, characterized in that, When the vehicle's driving conditions meet preset conditions, controlling the state of the stabilizer bar includes: when the vehicle's driving speed is greater than a second speed threshold and less than a third speed threshold, controlling the first stabilizer bar and the second stabilizer bar to be in a semi-coupled state or a coupled state.

7. The control method according to claim 6, characterized in that, The control of the stabilizer bar to be in a coupled state includes: controlling the first stabilizer bar and the second stabilizer bar to be in a coupled state when the steering wheel angle is less than or equal to a first steering angle threshold.

8. The control method according to claim 6, characterized in that, The control of the stabilizer bar to be in a semi-coupled state includes: when the steering wheel angle is greater than a second steering angle threshold, controlling the first stabilizer bar and the second stabilizer bar to be in a semi-coupled state.

9. The control method according to claim 8, characterized in that, Controlling the stabilizer bar to a semi-coupled state includes: when the vehicle's roll angle meets a first roll threshold, controlling the first solenoid valve to close and the second solenoid valve to open, so that the stabilizer bar is in a semi-coupled state; or when the vehicle's roll angle meets a second roll threshold, controlling the first solenoid valve to open and the second solenoid valve to close, so that the stabilizer bar is in a semi-coupled state; wherein the upper limit of the first roll threshold is less than the lower limit of the second roll threshold.

10. The control method according to claim 1, characterized in that, When the vehicle's driving conditions meet preset conditions, controlling the state of the stabilizer bar includes: when the vehicle's driving speed is greater than or equal to a third speed threshold, controlling the first stabilizer bar and the second stabilizer bar to be in a coupled state.

11. The control method according to claim 1, characterized in that, The stiffness of the stabilizer bar is inversely proportional to the roll angle of the vehicle.

12. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the control method for the stabilizer bar as described in any one of claims 1 to 11.

13. 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 for the stabilizer bar as described in any one of claims 1 to 11.

14. 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 for the stabilizer bar according to any one of claims 1 to 11.

15. A stabilizer bar system, characterized in that, Includes a stabilizer bar and the electronic device as described in claim 14.

16. A vehicle, characterized in that, Including the electronic device as described in claim 14.

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