Stabilizer bar control method, stabilizer bar system and vehicle

Abstract

The invention relates to a stabilizer bar control method, a stabilizer bar system and a vehicle, and the stabilizer bar control method comprises the steps that when driving parameters of the vehicle meet a first preset condition, a stabilizer bar is controlled to be in a semi-coupling state; and in the semi-coupling state, the stabilizer bar is controlled to be in the first damping mode or the second damping mode. By setting different damping modes, the damping of the stabilizer bar is adjustable, the stabilizer bar can adapt to various different driving working conditions, and the technical problems that in the prior art, the control state of the stabilizer bar is single, and the stabilizer bar cannot adapt to complex driving working conditions are at least solved.

Description

Technical Field

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

[0002] The function of the stabilizer bar is to prevent the vehicle body from excessive lateral tilt when turning, and to keep the vehicle body balanced as much as possible. In the current related technology, the control state of the stabilizer bar is relatively simple and cannot adapt to complex driving conditions. Summary of the invention

[0003] The embodiments of the present application provide a control method of a stabilizer bar, a stabilizer bar system and a vehicle to at least partially solve the above technical problems.

[0004] In order to achieve the above-mentioned purpose, according to a first aspect of the present application, a control method for a stabilizer bar is provided, the control method is used to control a hydraulic system, the hydraulic system is used to control the damping value between a first stabilizer bar and a second stabilizer bar in a stabilizer bar of a vehicle, the control method comprises: when a driving parameter of the vehicle satisfies a first preset condition, controlling the stabilizer bar to be in a semi-coupled state; in the semi-coupled state, controlling the stabilizer bar to be in a first damping mode or a second damping mode; wherein, in the first damping mode, the damping value of the stabilizer bar is greater than the damping value of the stabilizer bar in the second damping mode.

[0005] Optionally, the hydraulic system includes an oil chamber and an oil flow path, the oil flow path includes a first solenoid valve and a second solenoid valve connected in parallel, and the aperture of the first solenoid valve is smaller than the aperture of the second solenoid valve.

[0006] Optionally, controlling the stabilizer bar to enter the first damping mode or the second damping mode includes: controlling the first solenoid valve to open so that the stabilizer bar is in the first damping mode; or controlling the second solenoid valve to open so that the stabilizer bar is in the second damping mode.

[0007] Optionally, the method further comprises: when the driving parameter of the vehicle satisfies a second preset condition, controlling the stabilizer bar to be in a coupled state; and when the driving parameter of the vehicle satisfies a third preset condition, controlling the stabilizer bar to be in a disconnected state.

[0008] Optionally, controlling the stabilizing bar to be in a coupled state includes: controlling both the first solenoid valve and the second solenoid valve to be closed so that the stabilizing bar is in a coupled state; controlling the stabilizing bar to be in a disconnected state includes: controlling both the first solenoid valve and the second solenoid valve to be open so that the stabilizing bar is in a disconnected state.

[0009] Optionally, the first preset condition includes that the target oil pressure value determined according to the driving parameters is within a first preset interval; the second preset condition includes that the target oil pressure value determined according to the driving parameters is within a second preset interval; the third preset condition includes that the target oil pressure value determined according to the driving parameters is within a third preset interval; wherein the lower limit value of the first preset interval is equal to the upper limit value of the second preset interval, and the upper limit value of the first preset interval is equal to the lower limit value of the third preset interval.

[0010] Optionally, the first preset interval includes a first preset sub-interval and a second preset sub-interval; wherein, when the target oil pressure value determined according to the driving parameters is in the first preset sub-interval, the stabilizer bar is controlled to be in a first damping mode; when the target oil pressure value determined according to the driving parameters is in the second preset sub-interval, the stabilizer bar is controlled to be in a second damping mode; the lower limit value of the first preset sub-interval is equal to the upper limit value of the second preset sub-interval.

[0011] Optionally, the driving parameters include at least one of a gear position, a vehicle speed, a steering wheel angle, and a lateral acceleration.

[0012] Optionally, the first preset condition includes: the gear is a forward gear, the driving speed of the vehicle is in a first speed range, the steering wheel angle is greater than or equal to a first angle threshold, and the lateral acceleration is in a first acceleration range.

[0013] Optionally, the second preset condition includes at least one of the following: the gear is the forward gear, the vehicle's driving speed is in the second speed range, the steering wheel angle is greater than or equal to the second angle threshold, and the lateral acceleration is in the second acceleration range; the gear is the forward gear, the vehicle's driving speed is in the first speed range, the steering wheel angle is greater than or equal to the first angle threshold, and the lateral acceleration is in the third acceleration range; the gear is the forward gear and the vehicle's driving speed is in the third speed range; wherein the second angle threshold is greater than the first angle threshold, the lower limit value of the first speed range is equal to the upper limit value of the second speed range, the lower limit value of the third speed range is equal to the upper limit value of the first speed range, the lower limit value of the second acceleration range is equal to the lower limit value of the first acceleration range, and the lower limit value of the third acceleration range is equal to the upper limit value of the first acceleration range.

[0014] Optionally, the third preset condition includes at least one of the following: the gear is a non-forward gear; the gear is a forward gear, the vehicle's driving speed is in a second speed range, and the steering wheel angle is less than the first angle threshold; the gear is a forward gear, the vehicle's driving speed is in the second speed range, and the steering wheel angle is less than the second angle threshold; the gear is a forward gear, the vehicle's driving speed is in the second speed range, and the steering wheel angle is greater than or equal to the second angle threshold, and the lateral acceleration is in a fourth acceleration range; the gear is a forward gear, the vehicle's driving speed is in the first speed range, and the steering wheel angle is less than the first angle threshold; the gear is a forward gear, the vehicle's driving speed is in the first speed range, the steering wheel angle is greater than or equal to the first angle threshold, and the lateral acceleration is in the fourth acceleration range; wherein the upper limit value of the fourth acceleration range is equal to the lower limit value of the first acceleration range.

[0015] According to a second aspect of the present application, a computer-readable storage medium is further provided, on which a computer program is stored. When the computer program is executed by a processor, the steps of the control method of the stabilizer bar described in any of the above embodiments are implemented.

[0016] According to a third aspect of the present application, a computer program product is also provided, comprising a computer program, wherein when the computer program is executed by a processor, the steps of the control method of the stabilizer bar described in any of the above embodiments are implemented.

[0017] According to a fourth aspect of the present application, an electronic device is also provided, comprising: a memory on which a computer program is stored; and a processor for executing the computer program in the memory to implement the control method of the stabilizer bar described in any of the above embodiments.

[0018] According to a fifth aspect of the present application, a stabilizer bar system is also provided, comprising a stabilizer bar and the above-mentioned electronic device.

[0019] According to a sixth aspect of the present application, a vehicle is also provided, comprising: the electronic device in any one of the above embodiments; and / or the stabilizer bar system in any one of the above embodiments.

[0020] The benefit of the present application is that: when the driving parameters of the vehicle meet the first preset condition, the stabilizer bar is controlled to be in a semi-coupled state; in the semi-coupled state, the stabilizer bar is controlled to be in a first damping mode or a second damping mode. By setting different damping modes, the damping of the stabilizer bar is adjustable and can adapt to a variety of different driving conditions, which at least solves the technical problem that the control state of the stabilizer bar in the related art is relatively single and cannot adapt to complex driving conditions.

[0021] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application, and those skilled in the art can obtain other drawings based on these drawings without creative work.

[0023] In order to more completely understand the present application and its beneficial effects, the following description will be given in conjunction with the accompanying drawings, wherein the same figure numbers represent the same parts in the following description.

[0024] Figure 1 is a schematic diagram of the overall structure of a stabilizer bar assembly provided in an exemplary embodiment of the present application;

[0025] Figure 2 yes Figure 1 A schematic diagram of the internal structure of the actuator in the stabilizer bar assembly shown;

[0026] Figure 3 yes Figure 1 The structure schematic diagram of the control valve group in the stabilizer bar assembly shown is observed from a first perspective;

[0027] Figure 4 yes Figure 1 A schematic structural diagram of a control valve group in a stabilizer bar assembly as viewed from a second perspective;

[0028] Figure 5 is a schematic diagram of a hydraulic system in a connection mode provided in an exemplary embodiment of the present application;

[0029] Figure 6 is a flow chart of a control method of a stabilizer bar provided in an exemplary embodiment of the present application;

[0030] Figure 7 is a schematic diagram of selecting different damping modes provided in an exemplary embodiment of the present application;

[0031] Figure 8 is a structural schematic diagram of a stabilizer bar system provided in an exemplary embodiment of the present application;

[0032] Fig. 9 is a schematic diagram of a selection of working states of a stabilizer bar provided in an exemplary embodiment of the present application;

[0033] Fig.10 is a schematic diagram of a vehicle in an exemplary embodiment of the present application.

[0034] Description of reference numerals:

[0035] 1. Vehicle; 10. Stabilizer bar assembly; 100. Rod system; 110. First stabilizer bar; 120. Second stabilizer bar; 200. Hydraulic system; 300. Actuator; 310. Actuator cylinder; 310a. Cylinder inner cavity; 310b. First variable chamber; 310c. Second variable chamber; 310e. First cylinder port; 310f. Second cylinder port; 310g. Third cylinder port; 311. First end cover; 311a. End cover keyway; 312. Second end cover; 312a. Cylinder through hole; 313. Intermediate housing; 313a. Ball nut groove; 314. Cylinder seal assembly; 320. Actuator piston; 320a. Ball screw groove; 321. Piston portion; 322. Connecting rod portion; 330, actuator spindle; 340, connecting sleeve; 340a, sleeve keyway; 351, first reverser; 352, second reverser; 360, piston seal assembly; 370, spindle seal assembly; 380, first bearing; 390, second bearing; 400, control valve group; 411, first one-way valve; 412, second one-way valve; 413, third one-way valve; 414, fourth one-way valve; 415, fifth one-way valve; 416, sixth one-way valve; 421, first solenoid valve; 422, second solenoid valve; 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 DESCRIPTION

[0036] The technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0037] Reference Figures 1 to 4 As shown, as a first aspect of the present application, the present application provides a stabilizer bar assembly 10. The stabilizer bar assembly 10 comprises: a rod system 100, an actuator 300 and a control valve group 400.

[0038] Specifically, the rod system 100 includes a first stabilizer rod 110 and a second stabilizer rod 120; the actuator 300 is provided with a plurality of variable chambers; and the control valve group 400 is respectively connected to the plurality of variable chambers to adjust the flow direction and / or flow rate of the pressure medium in the variable chambers.

[0039] 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 driving of the control valve group 400 .

[0040] The above scheme can change the flow direction and flow rate of the pressure medium in the variable chamber of the actuator 300, so that the first stabilizer bar 110 and the second stabilizer bar 120 have multiple relative rotation states, and finally the stabilizer bar assembly 10 has multiple torsion resistance to adapt to various road conditions or driving conditions.

[0041] Reference Figure 1 to Figure 2 As shown, the actuator 300 of the present application includes: an actuator cylinder 310 , an actuator piston 320 and an actuator spindle 330 .

[0042] 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 a plurality of variable chambers.

[0043] Specifically, the actuator piston 320 includes a piston portion 321 and a connecting rod portion 322. Among them, the piston portion 321 is used to separate the inner cavity 310a of the cylinder body into two variable chambers, and the two variable chambers are defined as the first variable chamber 310b and the second variable chamber 310c respectively. When the piston portion 321 moves, the volume of the first variable chamber 310b and the second variable chamber 310c will change. The connecting rod portion 322 is mainly used to form a ball screw groove 320a. The actuator piston 320 can be regarded as a combination of a piston and a ball screw, that is, the actuator piston 320 has the functions of a piston and a ball screw at the same time, and these two parts of the function are realized by the piston portion 321 and the connecting rod portion 322 of the actuator piston 320.

[0044] Specifically, the movement of the actuator piston 320 in the actuator cylinder 310 is a composite movement, that is, the actuator piston 320 is simultaneously connected to the actuator cylinder 310 in a sliding connection and a rotation connection. The direction in which the actuator piston 320 slides relative to the actuator cylinder 310 is parallel to the axis in which the actuator piston 320 and the actuator cylinder 310 rotate relative to each other.

[0045] Specifically, since the actuator piston 320 slides and rotates in the actuator cylinder 310, in order to ensure the sealing of both sides of the piston portion 321 of the actuator piston 320, a piston sealing assembly 360 is provided on the outer side of the piston portion 321, and the sealing effect is ensured by the flexible contact between the piston sealing assembly 360 and the inner wall of the actuator cylinder 310. As a more specific solution, the piston sealing assembly 360 may include a sealing ring, etc.; the piston portion 321 is formed with a corresponding sealing groove (not shown in the figure) to accommodate the piston sealing assembly 360.

[0046] The inner wall of the actuator cylinder 310 is formed with a ball nut groove 313a, which can cooperate with the ball screw groove 320a formed by the actuator piston 320 to accommodate a plurality of balls, so that the actuator piston 320 and the actuator cylinder 310 form a ball screw mechanism. The balls are equivalent to being arranged between the actuator piston 320 and the actuator cylinder 310 to realize the ball screw pair transmission, that is, the sliding and rotation of the actuator piston 320 relative to the actuator cylinder 310 are linked in motion, and when the actuator piston 320 and the actuator cylinder 310 slide relative to each other, relative rotation also occurs simultaneously, or, when the actuator piston 320 and the actuator cylinder 310 rotate relative to each other, relative sliding also occurs simultaneously.

[0047] Reference Figure 2 As shown, in some embodiments of the present application, a reverser is further provided inside the actuator cylinder 310 to guide the movement of the ball. As a specific solution, a first reverser 351 and a second reverser are provided inside the actuator cylinder 310, which respectively guide the movement of the ball when the actuator piston 320 moves to the limit position.

[0048] Reference Figure 2 As shown, in some embodiments of the present application, the execution spindle 330 is at least partially disposed inside the execution cylinder 310, and the other part thereof passes through the cylinder through hole 312a provided in the execution cylinder 310 and is disposed outside the execution cylinder 310. The execution spindle 330 and the execution cylinder 310 are only connected in rotation, that is, the execution spindle 330 can only rotate relative to the execution cylinder 310.

[0049] The actuating piston 320 and the actuating spindle 330 form a non-rotating connection and a sliding connection, that is, the actuating piston 320 and the actuating spindle 330 can slide relative to each other, but cannot rotate relative to each other, but rotate synchronously.

[0050] As a specific solution, a spline (not marked in the figure) is provided on the executing spindle 330, and a mounting shaft hole (not marked in the figure) is formed on the executing piston 320. A keyway (not marked in the figure) adapted to the spline is formed on the inner wall of the mounting shaft hole. The cooperation of the spline and the keyway realizes a non-rotating connection between the executing spindle 330 and the executing piston 320.

[0051] Reference Figure 2 As shown, in order to prevent the pressure medium from leaking along the executing main shaft 330, as a specific solution, a main shaft sealing assembly 370 is provided on the executing main shaft 330 to prevent the pressure medium from leaking along the main shaft.

[0052] 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 arranged inside the execution housing and supported between the execution spindle 330 and the inner wall of the execution housing.

[0053] Reference Figure 2 As shown, in order to connect the execution spindle 330 with the second stabilizer bar 120, as a specific solution, a connecting sleeve is sleeved on the exposed end of the execution spindle 330, and the connecting sleeve forms a non-rotating connection with the execution 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 cooperate with the sleeve keyway 340a, so that the second stabilizer bar 120 indirectly forms a non-rotating connection with the execution spindle 330 through the connecting sleeve. That is, the execution spindle 330 and the second stabilizer bar 120 can rotate synchronously.

[0054] The purpose of using the actuator spindle 330 is that the purpose of the stabilizer bar assembly 10 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 produce relative sliding, which is not the preset movement of the stabilizer bar assembly 10.

[0055] Reference Figure 1 to Figure 2 As shown, in some embodiments of the present application, the execution housing can be composed of a split structure. Specifically, the execution 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; the intermediate housing 313 forms a cylinder inner cavity 310a and a third cylinder port 310g; and the intermediate housing 313 is disposed between the first end cover 311 and the second end cover 312.

[0056] The third cylinder port 310g is disposed between the first cylinder port 310e and the second cylinder port 310f, so that the actuator 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.

[0057] As a more specific solution, the first end cover 311, the second end cover 312 and the intermediate housing 313 are fixedly connected. In order to maintain a seal between them, a cylinder seal assembly 314, such as a seal ring, is provided between the first end cover 311 and the intermediate housing 313 and between the second end cover 312 and the intermediate housing 313. As a specific solution, the intermediate housing 313 forms a ball nut groove 313a; and in the sliding direction of the actuator piston 320, the third cylinder port 310g and the ball nut groove 313a are staggered, so that the pressure medium can flow into or out of the third cylinder port 310g more smoothly, thereby avoiding jamming when returning to the center.

[0058] In addition, the first end cover 311 is formed with an end cover keyway 311a, and the first stabilizing rod 110 can cooperate with the end cover keyway 311a through its spline so that the first stabilizing rod 110 and the first end cover 311 form a non-rotating connection, that is, the first stabilizing rod 110 and the actuator cylinder body 310 form a non-rotating connection.

[0059] Reference Figure 1 and Figure 2 As shown, based on the above description, the first stabilizing rod 110 of the present application forms a non-rotating connection with the actuator cylinder 310, the second stabilizing rod 120 forms a non-rotating connection with the actuator piston 320, and the actuator piston 320 and the actuator cylinder 310 form an interrelated rotational connection and sliding connection.

[0060] When the actuator 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 a 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.

[0061] When the actuator piston 320 slides under the action of the pressure medium on both sides thereof, the first stabilizing rod 110 and the second stabilizing rod 120 can rotate relative to each other. This relative rotation requires overcoming the damping that needs to be overcome when the actuator piston 320 moves. The mode in which the first stabilizing rod 110 and the second stabilizing rod 120 can rotate relative to each other is defined as a semi-coupled state.

[0062] When the actuator piston 320 cannot slide under the action of the pressure medium on both sides thereof, the first stabilizing rod 110 and the second stabilizing rod 120 form a non-rotating connection, that is, relative rotation is not possible. The mode in which the first stabilizing rod 110 and the second stabilizing rod 120 cannot rotate relative to each other is defined as a coupled state, that is, in the coupled state, the first stabilizing rod 110 and the second stabilizing rod 120 are equivalent to being connected as an integral connecting rod that cannot rotate relative to each other.

[0063] However, the higher the pressure of the pressure medium that balances the actuator piston 320, the higher the torque required to break this balance. At this time, the torsional resistance (which can also be understood as damping capacity) of the whole formed by 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 actuator cylinder 310, that is, the "stiffness" of the whole formed by the first stabilizer bar 110 and the second stabilizer bar 120 in the coupled state can be controlled; compared with the fixed torsional resistance (stiffness) brought by the material properties of the stabilizer bar directly relying on the related art, this provides the stabilizer bar assembly 10 with a variety of torsional strength options to adapt to different driving conditions.

[0064] In summary, the stabilizer bar assembly 10 of the present application can control the pressure on both sides of the actuator piston 320 so that the stabilizer bar assembly 10 has various stiffnesses.

[0065] Reference Figures 1 to 5 As shown, as a specific solution, the actuator 300 and the control valve group 400 constitute the main part of the hydraulic system 200 of the present application. The control state of the stabilizer bar assembly 10 of the embodiment of the present application is specifically described below in conjunction with the drawings.

[0066] As a second aspect of the present application, an embodiment of the present application further provides a control method for a stabilizer bar, which is applied to the above-mentioned stabilizer bar assembly 10. When the first stabilizer bar and the second stabilizer bar are not distinguished, the "stabilizer bar" hereinafter may be equivalent to the stabilizer bar assembly 10, that is, the stabilizer bar includes the first stabilizer bar 110 and the second stabilizer bar 120, and may also include the control valve group 400.

[0067] Reference Figures 1 to 5 As shown, in some embodiments of the present application, the control valve group 400 also includes: a one-way valve. The working principle of the one-way valve is based on the balance between the weight of the valve flap and the fluid pressure. When the fluid pressure is large enough, it will push the valve flap to open and allow the fluid to pass. When the fluid pressure decreases or flows back, the valve flap will quickly close due to its own weight or the action of the spring, thereby preventing the reverse flow of the fluid. Therefore, the one-way valve in this solution is used to maintain a single fixed flow direction under the action of the pressure medium.

[0068] Reference Figure 5 As shown, in an optional embodiment of the present application, the control valve group 400 includes 2 solenoid valves and 6 one-way valves, namely, a first solenoid valve 421, a second solenoid valve 422, a first one-way valve 411, a second one-way valve 412, a third one-way valve 413, a fourth one-way valve 414, a fifth one-way valve 415 and a sixth one-way valve 416. By controlling the switching states of the first solenoid valve 421 and the second solenoid valve, the state of the stabilizer bar and the corresponding damping mode can be controlled.

[0069] It should be noted that the "oil circuit" referred to in the present application refers to the passage constructed in the hydraulic system 200 for the pressure medium to flow through. For the sake of convenience, these passages are called "oil circuits". It should not be considered that the "oil circuit" in the present application can only allow "hydraulic oil" to pass through.

[0070] The pressure sensor may include a first pressure sensor 441 and a second pressure sensor 442, which are respectively used to detect the pressure on both sides of the actuator piston 320. As a specific solution, the pressure inside the actuator cylinder body 310 may be replaced by detecting the pressure of the first cylinder port 310e and the second cylinder port 310f.

[0071] As a more specific solution, the stabilizer bar assembly 10 of the present application may also be provided with a first temperature sensor (not shown in the figure) and a second temperature sensor (not shown in the figure) to respectively detect the temperatures of different variable chambers inside the actuator cylinder 310 .

[0072] Reference Figure 6 As shown, the control method of the stabilizer bar provided in the embodiment of the present application includes:

[0073] Step S601, when the driving parameters of the vehicle meet the first preset condition, the stabilizer bar is controlled to be in a semi-coupled state;

[0074] Step S602, in the semi-coupled state, controlling the stabilizer bar to be in the first damping mode or the second damping mode; wherein the damping value of the stabilizer bar in the first damping mode is greater than the damping value of the stabilizer bar in the second damping mode.

[0075] By setting different damping modes, the damping of the stabilizer bar can be adjusted to adapt to a variety of different driving conditions, which at least solves the technical problem that the control state of the stabilizer bar in the related technology is relatively single and cannot adapt to complex driving conditions.

[0076] In some embodiments, the hydraulic system 200 includes an oil chamber and an oil flow path, the oil flow path includes a first solenoid valve 421 and a second solenoid valve 422 connected in parallel, and the aperture of the first solenoid valve 421 is smaller than the aperture of the second solenoid valve 422 .

[0077] By setting solenoid valves with different apertures and cooperating with a one-way valve to form an oil flow path, different damping modes of the stabilizer bar can be formed.

[0078] Reference Figure 7As shown, in some embodiments, the first solenoid valve 421 is controlled to open so that the stabilizer bar is in the first damping mode; or, the second solenoid valve 422 is controlled to open so that the stabilizer bar is in the second damping mode. The aperture of the first solenoid valve 421 is small, and the oil flow through the first solenoid valve 421 is small. Therefore, when the first solenoid valve 421 is opened and the second solenoid valve 422 is closed, the damping of the stabilizer bar is large and is in the first damping mode. The aperture of the second solenoid valve 422 is large, and the oil flow through the second solenoid valve 422 is large. Therefore, when the first solenoid valve 421 is closed and the second solenoid valve 422 is opened, the damping of the stabilizer bar is small and is in the second damping mode.

[0079] In some embodiments, when the driving parameters of the vehicle meet a second preset condition, the control stabilizer bar is in a coupled state; when the driving parameters of the vehicle meet a third preset condition, the control stabilizer bar is in a disconnected state.

[0080] In some embodiments, in order to adapt to different driving conditions, the first solenoid valve 421 and the second solenoid valve 422 can be controlled to be closed so that the stabilizer bar is in a coupled state; or the first solenoid valve 421 and the second solenoid valve 422 can be controlled to be open so that the stabilizer bar is in a disconnected state.

[0081] In some embodiments, the first preset condition includes that the target oil pressure value determined according to the driving parameters is within a first preset interval; the second preset condition includes that the target oil pressure value determined according to the driving parameters is within a second preset interval; the third preset condition includes that the target oil pressure value determined according to the driving parameters is within a third preset interval; wherein, the lower limit value of the first preset interval is equal to the upper limit value of the second preset interval, and the upper limit value of the first preset interval is equal to the lower limit value of the third preset interval.

[0082] Continue to refer to Figure 7 As shown, in an optional example, the first preset interval is 9.4MPa to 16.2MPa, and when the target oil pressure F3 is within this interval, the stabilizer bar is in a semi-coupled state; the second preset interval is greater than or equal to 16.2MPa, and when the target oil pressure F3 is within this interval, the stabilizer bar is in a coupled state; the third preset interval is less than 9.4MPa, and when the target oil pressure F3 is within this interval, the stabilizer bar is in a disconnected state.

[0083] In some embodiments, the first preset interval includes a first preset sub-interval and a second preset sub-interval; wherein, when the target oil pressure value determined according to the driving parameters is in the first preset sub-interval, the stabilizer bar is controlled to be in the first damping mode; when the target oil pressure value determined according to the driving parameters is in the second preset sub-interval, the stabilizer bar is controlled to be in the second damping mode; the lower limit value of the first preset sub-interval is equal to the upper limit value of the second preset sub-interval.

[0084] Continue to refer to Figure 7 As shown, in an optional example, the first preset sub-interval is 9.4MPa to 12MPa, the first solenoid valve 421 is closed, the second solenoid valve 422 is opened, and the stabilizer bar is in the first damping mode, i.e., the small damping mode; the second preset sub-interval is 12MPa to 16.2MPa, the first solenoid valve 421 is opened, the second solenoid valve 422 is closed, and the stabilizer bar is in the second damping mode, i.e., the large damping mode.

[0085] Reference Figure 8 and Fig. 9 As shown, in some embodiments, the driving parameter includes at least one of a gear position, a driving speed of the vehicle, a steering wheel steering angle, and a lateral acceleration.

[0086] Figure 8 A stabilizer bar system is shown, which is integrated with an ECU controller and a control valve group of a hydraulic system to form a system assembly which is then installed on a stabilizer bar body.

[0087] External signals are sent to the controller through the CAN / LIN bus, including gear position signals, vehicle speed signals, and steering wheel angle signals. The roll acceleration signal is obtained by the ECU controller itself, and the roll acceleration sensor is welded on the board inside the controller. The ECU controller is the core part of the controller system, and the roll acceleration sensor is welded inside it and is part of the controller. The step of obtaining signals from the outside is omitted, which greatly shortens the signal transmission delay time and enhances the communication quality.

[0088] The hydraulic system is another part of the controller system, which consists of two switch valves and six one-way valves, of which only two switch valves are controlled by the ECU. The conduction and closure of the two switch valves and the six one-way valves constitute the three working modes of the stabilizer bar assembly, namely disconnection, semi-coupling (divided into large damping and small damping), and coupling.

[0089] Optionally, the first preset condition includes: the gear is a forward gear, the vehicle's driving speed is in a first speed range, the steering wheel angle is greater than or equal to a first angle threshold, and the lateral acceleration is in a first acceleration range.

[0090] Optionally, the second preset condition includes at least one of the following: the gear is in the forward gear, the vehicle's driving speed is in the second speed range, the steering wheel angle is greater than or equal to the second angle threshold, and the lateral acceleration is in the second acceleration range; the gear is in the forward gear, the vehicle's driving speed is in the first speed range, the steering wheel angle is greater than or equal to the first angle threshold, and the lateral acceleration is in the third acceleration range; the gear is in the forward gear and the vehicle's driving speed is in the third speed range; wherein, the second angle threshold is greater than the first angle threshold, the lower limit value of the first speed range is equal to the upper limit value of the second speed range, the lower limit value of the third speed range is equal to the upper limit value of the first speed range, the lower limit value of the second acceleration range is equal to the lower limit value of the first acceleration range, and the lower limit value of the third acceleration range is equal to the upper limit value of the first acceleration range.

[0091] Optionally, the third preset condition includes at least one of the following: the gear is not a forward gear; the gear is a forward gear, the vehicle's driving speed is in a second speed range, and the steering wheel angle is less than a first angle threshold; the gear is a forward gear, the vehicle's driving speed is in the second speed range, and the steering wheel angle is less than the second angle threshold; the gear is a forward gear, the vehicle's driving speed is in the second speed range, and the steering wheel angle is greater than or equal to the second angle threshold, and the lateral acceleration is in a fourth acceleration range; the gear is a forward gear, the vehicle's driving speed is in the first speed range, and the steering wheel angle is less than the first angle threshold; the gear is a forward gear, the vehicle's driving speed is in the first speed range, the steering wheel angle is greater than or equal to the first angle threshold, and the lateral acceleration is in the fourth acceleration range; wherein, the upper limit value of the fourth acceleration range is equal to the lower limit value of the first acceleration range.

[0092] For the specific exemplary description of the first preset condition, the second preset condition and the third preset condition, see Fig. 9 .

[0093] Reference Fig. 9 As shown, in an optional example, the state selection of the stabilizer bar mainly includes the following steps:

[0094] S201: Enter working state selection.

[0095] S202: Determine whether the gear information is the forward gear D, if yes, go to step S203; if no, select the disconnected state.

[0096] S203: Determine the interval of the current vehicle speed V based on the vehicle speed information, which includes three intervals: vehicle speed V<30km / h (equivalent to the aforementioned second speed interval), 30km / h≤vehicle speed V≤60km / h (equivalent to the aforementioned first speed interval), vehicle speed V>60km / h (equivalent to the aforementioned third speed interval).

[0097] If the vehicle speed V is less than 30 km / h, go to step S207.

[0098] If 30km / h≤vehicle speed V≤60km / h, go to step S204.

[0099] If the vehicle speed V>60km / h, the coupling state is selected, and at this time it is the connection mode that can provide the maximum damping. This can be understood as a high-speed coupling state, that is, when the vehicle speed V>60km / h is detected, without any preset conditions, the steering wheel angle, lateral acceleration, etc. are no longer judged, and it can be directly judged as a coupling state (or high-speed coupling state).

[0100] S204: Determine whether the steering wheel angle is equal to 0° (or determine whether it is less than or equal to the first angle threshold) according to the steering wheel angle information; if so, select the disconnect state; if not, go to step 205.

[0101] S205: Determine the interval of lateral acceleration a according to the lateral acceleration information, which includes three intervals: a<0.15g (equivalent to the aforementioned fourth acceleration interval), 0.15g≤a≤0.25g (equivalent to the aforementioned first acceleration interval), and a>0.25g (equivalent to the aforementioned third acceleration interval).

[0102] If the lateral acceleration a<0.15g, the disconnected state is selected.

[0103] If the lateral acceleration is 0.15g≤a≤0.25g, the semi-coupled state is selected, corresponding to step S206.

[0104] If the lateral acceleration a>0.25g, the coupling state is selected, which can also be the high-speed coupling state, which is the same as the state when the vehicle speed V>60km / h.

[0105] S206: After entering the semi-coupled state, the specific damping mode selection can be referred to Figure 7 shown.

[0106] S207: Determine whether the steering wheel angle is equal to 0° according to the steering wheel angle information; if yes, select the disconnect state; if not, go to step 208.

[0107] S208: Determine whether the steering wheel angle is greater than 300° (or determine whether it is greater than a second angle threshold) based on the steering wheel angle information. If so, go to step S209; if not, the suspension is disconnected.

[0108] S209: Determine whether the lateral acceleration a is greater than 0.15g (equivalent to the aforementioned second acceleration interval) based on the lateral acceleration information. If so, select the coupled state; otherwise, select the disconnected state.

[0109] In the embodiment of the present application, based on the four conditions of forward gear, vehicle speed, steering wheel angle and lateral vehicle speed, the best solution is obtained by analyzing the current vehicle body state through the override control principle, that is, within the range of minimum damping value and maximum damping value, three working states of disconnection, semi-coupling (divided into large damping and small damping), and connection are immediately executed, and the hydraulic system of the embodiment of the present application can control the amount of hydraulic oil through the opening and closing size of the switch valve to produce different damping to achieve the purpose of adjusting the stiffness value.

[0110] According to another aspect of the present application, an embodiment of the present application further provides a non-transitory computer-readable storage medium, on which a computer program is stored, and when the program is executed by a processor, the steps of the control method of the above-mentioned stabilizer bar are implemented. The non-transitory computer-readable storage medium has all the beneficial effects of the control method of the above-mentioned stabilizer bar, and the present application will not repeat them here.

[0111] According to another aspect of the present application, an embodiment of the present application further provides an electronic device, comprising: a memory and a processor, wherein a computer program is stored in the memory; and the processor is used to execute the computer program in the memory to implement the steps of the control method of the above stabilizer bar. The electronic device has all the beneficial effects of the control method of the above stabilizer bar, and the present application will not repeat them here.

[0112] The computer-readable storage medium may be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or component, or any combination thereof, which is not specifically limited in the present application. More specific examples of computer-readable storage media may include, but are not limited to, an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof.

[0113] In some embodiments of the present application, computer-readable storage media may be any tangible media that contains or stores a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0114] The computer-readable storage medium may be included in the electronic device or may exist independently without being installed in the electronic device. The computer-readable storage medium carries one or more programs. When the one or more programs are executed by the electronic device, the electronic device:

[0115] The actuation force of the vehicle suspension is continuously adjusted to adjust the height of the vehicle within a target time period before reaching the target object.

[0116] Computer program code for performing the operations of some embodiments of the present application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "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 an independent software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer can be connected to the user's computer through 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 (for example, using an Internet service provider to connect through the Internet).

[0117] The flowcharts and block diagrams in the accompanying drawings illustrate the possible architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present application. In this regard, each box in the flowchart or block diagram may represent a module, a program segment, or a portion of a code, which contains one or more executable instructions for implementing a specified logical function.

[0118] It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures.

[0119] For example, two boxes shown in succession may actually be executed substantially in parallel, and they may sometimes be executed in the reverse order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flow chart, and the combination of boxes in the block diagram and / or flow chart, can be implemented by a dedicated hardware-based system that performs the specified function or operation, or can be implemented by a combination of dedicated hardware and computer instructions.

[0120] The units described in some embodiments of the present application may be implemented by software or hardware. The units described may also be set in a processor, for example, it may be described as: a processor includes a height adjustment module. The names of these units do not, in some cases, constitute limitations on the units themselves.

[0121] The functions described above herein may be performed at least in part by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), complex programmable logic devices (CPLDs), and the like.

[0122] According to another aspect of the present application, Fig.10 As shown, the embodiment of the present application further provides a vehicle 1, which includes the above electronic device. The vehicle has all the beneficial effects of the above electronic device, etc., which will not be described in detail in the present application.

[0123] The vehicle may be a fuel vehicle, a plug-in hybrid vehicle or a new energy vehicle, etc., and this application does not make any specific limitation on this.

[0124] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0125] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0126] The embodiments, implementation methods and related technical features of the present application can be combined and replaced with each other without conflict.

[0127] The above are only preferred embodiments of the present application and do not constitute any form of limitation to the present application. Although the descriptions of various embodiments in the embodiments of the present application have different focuses, for parts that are not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments. However, any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application are still within the scope of the technical solution of the present application.

Claims

1. A control method for a stabilizer bar, characterized in that: The control method is used to control a hydraulic system, wherein the hydraulic system is used to control a damping value between a first stabilizer bar and a second stabilizer bar in a stabilizer bar of a vehicle, The control method comprises: When the driving parameter of the vehicle satisfies a first preset condition, controlling the stabilizer bar to be in a semi-coupled state; In the semi-coupled state, controlling the stabilizer bar to be in a first damping mode or a second damping mode; Wherein, the damping value of the stabilizer bar in the first damping mode is greater than the damping value of the stabilizer bar in the second damping mode.

2. The control method according to claim 1, characterized in that: The hydraulic system includes an oil chamber and an oil flow path. The oil flow path includes a first solenoid valve and a second solenoid valve connected in parallel. The aperture of the first solenoid valve is smaller than that of the second solenoid valve.

3. The control method according to claim 2, characterized in that: The controlling the stabilizer bar to enter the first damping mode or the second damping mode comprises: Controlling the first solenoid valve to open so that the stabilizer bar is in the first damping mode; or, The second solenoid valve is controlled to open so that the stabilizer bar is in the second damping mode.

4. The control method according to claim 2, characterized in that: The method further comprises: When the driving parameter of the vehicle satisfies a second preset condition, controlling the stabilizer bar to be in a coupled state; When the driving parameter of the vehicle meets a third preset condition, the stabilizer bar is controlled to be in a disconnected state.

5. The control method according to claim 4, characterized in that: The controlling the stabilizer bar to be in a coupled state comprises: Controlling the first solenoid valve and the second solenoid valve to be closed so that the stabilizing bar is in a coupled state; The controlling the stabilizer bar to be in a disconnected state comprises: The first solenoid valve and the second solenoid valve are both controlled to be opened so that the stabilizer bar is in a disconnected state.

6. The method according to claim 4, characterized in that The first preset condition includes that the target oil pressure value determined according to the driving parameter is within a first preset interval; The second preset condition includes that the target oil pressure value determined according to the driving parameter is within a second preset interval; The third preset condition includes that the target oil pressure value determined according to the driving parameter is within a third preset interval; The lower limit value of the first preset interval is equal to the upper limit value of the second preset interval, and the upper limit value of the first preset interval is equal to the lower limit value of the third preset interval.

7. The control method according to claim 6, characterized in that: The first preset interval includes a first preset sub-interval and a second preset sub-interval; When the target oil pressure value determined according to the driving parameter is within the first preset sub-interval, the stabilizer bar is controlled to be in the first damping mode; when the target oil pressure value determined according to the driving parameter is within the second preset sub-interval, the stabilizer bar is controlled to be in the second damping mode; The lower limit value of the first preset sub-interval is equal to the upper limit value of the second preset sub-interval.

8. The control method according to claim 4, characterized in that: The driving parameter includes at least one of a gear position, a driving speed of the vehicle, a steering wheel steering angle, and a lateral acceleration.

9. The control method according to claim 8, characterized in that: The first preset condition includes: The gear position is a forward gear, the driving speed of the vehicle is in a first speed range, the steering wheel angle is greater than or equal to a first angle threshold, and the lateral acceleration is in a first acceleration range.

10. The control method according to claim 9, characterized in that: The second preset condition includes at least one of the following: The gear position is a forward gear, the driving speed of the vehicle is in a second speed range, the steering wheel angle is greater than or equal to a second angle threshold, and the lateral acceleration is in a second acceleration range; The gear position is a forward gear, the driving speed of the vehicle is in a first speed range, the steering wheel angle is greater than or equal to a first angle threshold, and the lateral acceleration is in a third acceleration range; The gear position is a forward gear and the driving speed of the vehicle is in a third speed range; Among them, the second angle threshold is greater than the first angle threshold, the lower limit value of the first speed interval is equal to the upper limit value of the second speed interval, the lower limit value of the third speed interval is equal to the upper limit value of the first speed interval, the lower limit value of the second acceleration interval is equal to the lower limit value of the first acceleration interval, and the lower limit value of the third acceleration interval is equal to the upper limit value of the first acceleration interval.

11. The control method according to claim 10, characterized in that: The third preset condition includes at least one of the following: The gear position is a non-forward gear; The gear position is a forward gear, the driving speed of the vehicle is in a second speed range, and the steering wheel angle is less than the first angle threshold; The gear position is a forward gear, the driving speed of the vehicle is in a second speed range, and the steering wheel angle is less than the second angle threshold; The gear position is a forward gear, the driving speed of the vehicle is in a second speed range, the steering wheel angle is greater than or equal to a second angle threshold, and the lateral acceleration is in a fourth acceleration range; The gear position is a forward gear, the driving speed of the vehicle is within a first speed range, and the steering wheel angle is less than the first angle threshold; The gear position is a forward gear, the driving speed of the vehicle is in a first speed range, the steering wheel angle is greater than or equal to a first angle threshold, and the lateral acceleration is in the fourth acceleration range; The upper limit value of the fourth acceleration interval is equal to the lower limit value of the first acceleration interval.

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

13. A computer program product, comprising a computer program, characterized in that When the computer program is executed by a processor, the control method of the stabilizer bar according to any one of claims 1 to 11 is implemented.

14. An electronic device, characterized in that: include: a memory having a computer program stored thereon; A processor, configured to execute the computer program in the memory to implement the control method of the stabilizer bar according to any one of claims 1 to 11.

15. A stabilizer bar system, characterized in that: The invention comprises a stabilizer bar assembly and the electronic device as claimed in claim 14.

16. A vehicle, characterized in that: Comprising the stabilizer bar system as claimed in claim 15, and / or the electronic device as claimed in claim 14.

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