Control method for stabilizer bar, stabilizer bar system, and vehicle

Abstract

The application relates to a control method of a stabilizer bar, a stabilizer bar system and a vehicle, wherein the control method of the stabilizer bar comprises the following steps: when a driving parameter of the vehicle meets a first preset condition, the 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 a first damping mode or a second damping mode. By setting different damping modes, the damping of the stabilizer bar is adjustable, and the stabilizer bar can adapt to various driving conditions, and at least the technical problem that the control state of the stabilizer bar is relatively single and cannot adapt to complex driving conditions in the prior art is solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a control method of a stabilizer bar, a stabilizer bar system and a vehicle. BACKGROUND

[0002] The stabilizer bar is used to prevent the vehicle body from excessive lateral roll when turning, and to keep the vehicle body balanced as much as possible. In the related art, the control state of the stabilizer bar is relatively single, and cannot adapt to complex driving conditions. SUMMARY

[0003] 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 of a stabilizer bar is provided, the control method is used to control a hydraulic system, the hydraulic system is used to control a damping value between a first stabilizer bar and a second stabilizer bar of a vehicle, and the control method comprises: when a driving parameter of the vehicle meets a first preset condition, controlling the stabilizer bar to be in a semi-coupling state; in the semi-coupling 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.

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

[0006] Optionally, the control of the stabilizer bar into the first damping mode or the second damping mode comprises: controlling the first electromagnetic valve to be opened, so that the stabilizer bar is in the first damping mode; or, controlling the second electromagnetic valve to be opened, so that the stabilizer bar is in the second damping mode.

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

[0008] Optionally, the control of the stabilizer bar into the coupling state comprises: controlling the first electromagnetic valve and the second electromagnetic valve to be closed, so that the stabilizer bar is in the coupling state; the control of the stabilizer bar into the disconnected state comprises: controlling the first electromagnetic valve and the second electromagnetic valve to be opened, so that the stabilizer bar is in the disconnected state.

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

[0010] Optionally, the first preset interval comprises a first preset sub-interval and a second preset sub-interval; wherein 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 a first damping mode; and 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 a second damping mode; and a lower limit value of the first preset sub-interval is equal to an upper limit value of the second preset sub-interval.

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

[0012] Optionally, the first preset condition comprises that the gear is a forward gear, the driving speed of the vehicle is within a first speed interval, the steering wheel angle is greater than or equal to a first angle threshold, and the lateral acceleration is within a first acceleration interval.

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

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

[0015] According to a second aspect of the present application, a computer readable storage medium is provided, and a computer program is stored on the computer readable storage medium, and the computer program is executed by a processor to implement the steps of the control method of the stabilizer bar in any of the above embodiments.

[0016] According to a third aspect of the present application, a computer program product is provided, and the computer program product comprises a computer program, and the computer program is executed by a processor to implement the steps of the control method of the stabilizer bar in any of the above embodiments.

[0017] According to a fourth aspect of the present application, an electronic device is provided, and the electronic device comprises a memory and a processor, wherein the memory stores a computer program, and the processor is configured to execute the computer program in the memory to implement the control method of the stabilizer bar in any of the above embodiments.

[0018] According to a fifth aspect of the present application, a stabilizer bar system is provided, and the stabilizer bar system comprises a stabilizer bar and the electronic device in any of the above embodiments.

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

[0020] The present application has the advantages that: when the driving parameter of the vehicle meets the first preset condition, the stabilizer bar is controlled to be in a semi-coupling state; in the semi-coupling 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, which can adapt to various driving conditions, and 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 following detailed description. BRIEF DESCRIPTION OF DRAWINGS

[0022] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without any creative effort on the basis of these drawings.

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

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

[0025] Figure 2 is a schematic diagram of the internal structure of the execution device in the stabilizer bar assembly shown in Figure 1

[0026] Figure 3 is a schematic diagram of the structure of the control valve group in the stabilizer bar assembly shown in Figure 1

[0027] Figure 4 is a schematic diagram of the structure of the control valve group in the stabilizer bar assembly shown in Figure 1

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

[0029] Figure 6 is a flowchart of a control method of a stabilizer bar provided in the exemplary embodiments of the present application;

[0030] Figure 7 is a selection diagram of different damping modes provided in the exemplary embodiments of the present application;

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

[0032] Figure 9 is a selection diagram of the working state of a stabilizer bar provided in the exemplary embodiments of the present application;

[0033] Figure 10 is a schematic diagram of a vehicle provided in the exemplary embodiments of the present application. ​​​

[0034] Reference Signs List:

[0035] 1. Vehicle; 10. Stabilizer bar assembly; 100. Linkage; 110. First stabilizer bar; 120. Second stabilizer bar; 200. Hydraulic system; 300. Actuator; 310. 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 key groove; 312. Second end cover; 312a. Cylinder through hole; 313. Middle housing; 313a. Ball nut groove; 314. Cylinder sealing assembly; 320. Actuator piston; 320a. Ball screw groove; 321. Piston part; 322. Connecting rod part; 330. Actuator spindle; 340. Connecting sleeve; 340a. Sleeve key groove; 351. First reverser; 352. Second reverser; 360. Piston sealing assembly; 370. Spindle sealing assembly; 380. First bearing; 390. Second bearing; 400. Control valve group; 411. First check valve; 412. Second check valve; 413. Third check valve; 414. Fourth check valve; 415. Fifth check valve; 416. Sixth check 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 clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor are within the protection scope of the present application.

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

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

[0039] The execution device 300 is connected to the first stabilizer bar 110 and the second stabilizer bar 120 respectively, so that the execution device 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 execution device 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 torsional resistance to adapt to various road conditions or driving states.

[0041] Referring to Figures 1 to 2 The execution device 300 of the present application includes an execution cylinder 310, an execution piston 320, and an execution spindle 330.

[0042] The execution cylinder 310 forms a cylinder inner cavity 310a; the execution piston 320 is movably arranged inside the execution cylinder 310 and divides the cylinder inner cavity 310a into multiple variable chambers.

[0043] Specifically, the execution piston 320 includes a piston part 321 and a connecting rod part 322. The piston part 321 is used to divide the cylinder inner cavity 310a into two variable chambers, which are 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 when the piston part 321 moves. The connecting rod part 322 is mainly used to form a ball screw groove 320a. The execution piston 320 can be regarded as a combination of a piston and a ball screw, that is, the execution piston 320 has the functions of a piston and a ball screw, and these two functions are realized by the piston part 321 and the connecting rod part 322 of the execution piston 320.

[0044] Specifically, the movement of the execution piston 320 in the execution cylinder 310 is a composite motion, that is, the execution piston 320 simultaneously forms a sliding connection and a rotational connection with the execution cylinder 310. The direction of the relative sliding between the execution piston 320 and the execution cylinder 310 is parallel to the axis of the relative rotation between the execution piston 320 and the execution cylinder 310.

[0045] Specifically, since the execution piston 320 slides in the execution cylinder 310 and rotates in the execution cylinder 310, in order to ensure the sealing performance of the two sides of the piston part 321 of the execution piston 320, a piston sealing assembly 360 is arranged on the outside of the piston part 321, and the sealing effect is ensured by the flexible contact between the piston sealing assembly 360 and the inner wall of the execution cylinder 310. As a more specific scheme, the piston sealing assembly 360 can include a sealing ring and the like; the piston part 321 is formed with a corresponding sealing groove (not marked in the figure) to accommodate the piston sealing assembly 360.

[0046] The inner wall of the actuating cylinder 310 is formed with a ball nut groove 313a, which can cooperate with a ball screw groove 320a formed on the actuating piston 320 to accommodate a plurality of balls, so that the actuating piston 320 and the actuating cylinder 310 constitute a ball screw mechanism. The balls correspond to being arranged between the actuating piston 320 and the actuating cylinder 310 to realize a ball screw pair transmission, that is, the movement of the actuating piston 320 relative to the actuating cylinder 310 is associated with sliding and rotation, that is, the relative rotation of the actuating piston 320 and the actuating cylinder 310 also occurs at the same time when the relative sliding of the actuating piston 320 and the actuating cylinder 310 occurs, or the relative sliding of the actuating piston 320 and the actuating cylinder 310 also occurs at the same time when the relative rotation of the actuating piston 320 and the actuating cylinder 310 occurs.

[0047] Referring to Figure 2 In some embodiments of the present application, the actuating cylinder 310 is further provided with a reverser to guide the movement of the balls. As a specific scheme, the actuating cylinder 310 is provided with a first reverser 351 and a second reverser, which respectively guide the movement of the balls when the actuating piston 320 moves to the limit position.

[0048] Referring to Figure 2 In some embodiments of the present application, the actuating spindle 330 is arranged at least partially inside the actuating cylinder 310, and the other part of the actuating spindle 330 is arranged outside the actuating cylinder 310 through the cylinder through hole 312a provided on the actuating cylinder 310. The actuating spindle 330 and the actuating cylinder 310 are only rotationally connected, that is, the actuating spindle 330 can only rotate relative to the actuating cylinder 310.

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

[0050] As a specific scheme, the actuating spindle 330 is provided with a spline (not labeled in the figure), and the actuating piston 320 is formed with a mounting shaft hole (not labeled in the figure), and the inner wall of the mounting shaft hole is formed with a key groove (not labeled in the figure) matched with the spline, so that the rotationally fixed connection of the actuating spindle 330 and the actuating piston 320 is realized through the cooperation of the spline and the key groove.

[0051] Referring to Figure 2 In order to avoid the leakage of pressure medium along the actuating spindle 330, as a specific scheme, the actuating spindle 330 is provided with a spindle sealing assembly 370, so as to prevent the leakage of pressure medium along the spindle.

[0052] Referring to Figure 2As shown, in order to realize the rotational connection between the execution spindle 330 and the execution housing, a first bearing 380 and a second bearing 390 are also sleeved on the execution spindle 330; the first bearing 380 and the second bearing 390 are disposed inside the execution housing and supported between the execution spindle 330 and the inner wall of the execution housing.

[0053] Reference Figure 2 As shown, to connect the actuator spindle 330 and the second stabilizer bar 120, a connecting sleeve is fitted onto the exposed end of the actuator spindle 330. This connecting sleeve forms an anti-rotation connection with the actuator spindle 330 and is provided with a sleeve keyway 340a. The end of the second stabilizer bar 120 is provided with a spline structure that can mate with the sleeve keyway 340a, thus indirectly forming an anti-rotation connection between the second stabilizer bar 120 and the actuator spindle 330 through the connecting sleeve. That is, the actuator spindle 330 and the second stabilizer bar 120 can rotate synchronously.

[0054] 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.

[0055] Reference Figures 1 to 2 As shown, in some embodiments of this application, the actuator housing can be constructed with a split structure. Specifically, the actuator housing includes: a first end cover 311, a second end cover 312, and an intermediate housing 313. The first end cover 311 forms a first cylinder port 310e; the second end cover 312 forms a second cylinder port 310f; and the intermediate housing 313 forms an inner cavity 310a and a third cylinder port 310g. The intermediate housing 313 is disposed between the first end cover 311 and the second end cover 312.

[0056] 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.

[0057] 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.

[0058] 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.

[0059] Reference Figure 1 and Figure 2 As shown, based on the above description, the first stabilizer 110 of this application forms an anti-rotation connection with the actuator cylinder 310, the second stabilizer 120 forms an anti-rotation connection with the actuator piston 320, and the actuator piston 320 and the actuator cylinder 310 form an interrelated rotational connection and sliding connection.

[0060] 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.

[0061] 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.

[0062] 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.

[0063] 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.

[0064] 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.

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

[0066] 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 a first stabilizer bar and a second stabilizer bar, the term "stabilizer bar" hereinafter can be equated with the stabilizer bar assembly 10, meaning the stabilizer bar includes a first stabilizer bar 110 and a second stabilizer bar 120, and may also include a control valve group 400.

[0067] Reference Figures 1 to 5 As shown, in some embodiments of this application, the control valve assembly 400 further includes a check valve. The check valve operates based on the balance between the weight of the valve disc and the fluid pressure. When the fluid pressure is high enough, 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 check valve in this embodiment is used to maintain a single, fixed flow direction under the action of a pressurized medium.

[0068] Reference Figure 5 As shown, in one optional embodiment of this application, the control valve assembly 400 includes two solenoid valves and six check valves, namely a first solenoid valve 421, a second solenoid valve 422, a first check valve 411, a second check valve 412, a third check valve 413, a fourth check valve 414, a fifth check valve 415, and a sixth check valve 416. By controlling the on / off 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 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".

[0070] 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.

[0071] 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.

[0072] Reference Figure 6 As shown, the control method for the stabilizer bar provided in this application includes:

[0073] Step S601: When the vehicle's driving parameters meet the first preset condition, the control stabilizer bar is in a semi-coupled state.

[0074] Step S602: In the semi-coupled state, control the stabilizer bar to either 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 various driving conditions, thus solving the technical problem that the control state of the stabilizer bar in related technologies is relatively simple and cannot adapt to complex driving conditions.

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

[0077] By setting solenoid valves with different orifice diameters and combining them with check valves to form oil flow paths, 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 a first damping mode; or, the second solenoid valve 422 is controlled to open, so that the stabilizer bar is in a second damping mode. The first solenoid valve 421 has a smaller orifice diameter, resulting in a smaller oil flow rate through it. Therefore, when the first solenoid valve 421 is open and the second solenoid valve 422 is closed, the stabilizer bar has a larger damping, and is in the first damping mode. The second solenoid valve 422 has a larger orifice diameter, resulting in a larger oil flow rate through it. Therefore, when the first solenoid valve 421 is closed and the second solenoid valve 422 is open, the stabilizer bar has a smaller damping, and is in the second damping mode.

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

[0080] In some embodiments, to adapt to different driving conditions, both 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; alternatively, both 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 a target oil pressure value determined based on driving parameters that is within a first preset range; the second preset condition includes a target oil pressure value determined based on driving parameters that is within a second preset range; and the third preset condition includes a target oil pressure value determined based on driving parameters that is within a third preset range; wherein the lower limit of the first preset range is equal to the upper limit of the second preset range, and the upper limit of the first preset range is equal to the lower limit of the third preset range.

[0082] Continue to refer to Figure 7 As shown, in one optional example, the first preset range is 9.4MPa to 16.2MPa, and when the target oil pressure F3 is within this range, the stabilizer bar is in a semi-coupled state; the second preset range is greater than or equal to 16.2MPa, and when the target oil pressure F3 is within this range, the stabilizer bar is in a coupled state; the third preset range is less than 9.4MPa, and when the target oil pressure F3 is within this range, the stabilizer bar is in a disengaged 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 hydraulic pressure value determined according to the driving parameters is in the first preset sub-interval, the stabilizer bar is controlled in a first damping mode; when the target hydraulic pressure value determined according to the driving parameters is in the second preset sub-interval, the stabilizer bar is controlled in a second damping mode; the lower limit of the first preset sub-interval is equal to the upper limit of the second preset sub-interval.

[0084] Continue to refer to Figure 7 As shown, in one optional example, the first preset sub-range is 9.4MPa to 12MPa, the first solenoid valve 421 is closed, the second solenoid valve 422 is open, and the stabilizer bar is in the first damping mode, i.e., the low damping mode; the second preset sub-range is 12MPa to 16.2MPa, the first solenoid valve 421 is open, the second solenoid valve 422 is closed, and the stabilizer bar is in the second damping mode, i.e., the high damping mode.

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

[0086] Figure 8 A stabilizer bar system is shown, which consists of an ECU controller and a hydraulic system control valve assembly integrated together as a system assembly and then mounted on the stabilizer bar body.

[0087] External signals, including gear position, vehicle speed, and steering wheel angle signals, are sent to the controller via the CAN / LIN bus. The roll acceleration signal is acquired by the ECU controller itself, with the roll acceleration sensor soldered onto a circuit board inside the controller. The ECU controller is the core component of the controller system, and the roll acceleration sensor is integrated within it. This eliminates the need to acquire signals from external sources, significantly reducing signal transmission delay and enhancing communication quality.

[0088] The hydraulic system, another part of the controller system, consists of two switching valves and six check valves. Only two of the switching valves are controlled by the ECU. The opening and closing of the two switching valves and the six check valves constitute the three operating modes of the stabilizer bar assembly: disconnected, semi-coupled (divided into high damping and low damping), and coupled.

[0089] Optionally, the first preset conditions include: the gear is forward, the vehicle speed is within a first speed range, the steering wheel angle is greater than or equal to a first angle threshold, and the lateral acceleration is within a first acceleration range.

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

[0091] 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 speed is in the second speed range, and the steering wheel angle is less than the first angle threshold; the gear is a forward gear, the vehicle 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 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 fourth acceleration range; the gear is a forward gear, the vehicle 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 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 of the fourth acceleration range is equal to the lower limit of the first acceleration range.

[0092] Specific examples of the first, second, and third preset conditions can be found here. Figure 9 .

[0093] Reference Figure 9 As shown, in an optional example, the above-mentioned stabilizer bar state selection mainly includes the following steps:

[0094] S201: Enter working status selection.

[0095] S202: Determine if the gear information is forward gear D. If yes, proceed to step S203; otherwise, select the disconnect state.

[0096] S203: Determine the current speed range of the vehicle based on the vehicle speed information. There are three ranges: vehicle speed V < 30km / h (equivalent to the second speed range mentioned above), 30km / h ≤ vehicle speed V ≤ 60km / h (equivalent to the first speed range mentioned above), and vehicle speed V > 60km / h (equivalent to the third speed range mentioned above).

[0097] If the vehicle speed V < 30 km / h, proceed to step S207.

[0098] If 30km / h≤vehicle speedV≤60km / h, proceed to step S204.

[0099] If the vehicle speed V > 60 km / h, the coupling state is selected, and this is the connection mode that can provide maximum damping. This can be understood as a high-speed coupling state, that is, when the vehicle speed V > 60 km / h is detected, without any preset conditions, and without judging the steering wheel angle, lateral acceleration, etc., it can be directly determined to be a coupling state (or a high-speed coupling state).

[0100] S204: Determine whether the steering wheel angle is equal to 0° based on the steering wheel angle information (or determine whether it is less than or equal to the first angle threshold); if yes, select the disconnect state; otherwise, proceed to step 205.

[0101] S205: Based on the lateral acceleration information, determine the interval where the lateral acceleration a is located. There are 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, then select the disconnect state.

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

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

[0105] S206: For specific damping mode selection after entering the semi-coupled state, please refer to... Figure 7 As shown.

[0106] S207: Determine whether the steering wheel angle is equal to 0° based on the steering wheel angle information; if yes, select the disconnect state; otherwise, proceed to step 208.

[0107] S208: Determine whether the steering wheel angle is greater than 300° based on the steering wheel angle information (or determine whether it is greater than the second angle threshold). If yes, proceed to step S209; otherwise, keep the suspension off.

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

[0109] In this embodiment, based on four conditions—forward gear, vehicle speed, steering wheel angle, and lateral vehicle speed—the optimal solution is derived by analyzing the current vehicle state through the override control principle. That is, within the range of minimum and maximum damping values, three working states are immediately executed: disconnection, semi-coupling (divided into large damping and small damping), and connection. Furthermore, the hydraulic system in this embodiment can control the amount of hydraulic oil by opening and closing the switching valve to generate different damping values, thereby achieving the purpose of adjusting the stiffness value.

[0110] According to another aspect of this application, embodiments of this application also provide a non-transitory computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the steps of the above-described stabilizer control method. This non-transitory computer-readable storage medium possesses all the beneficial effects of the above-described stabilizer control method, which will not be elaborated upon further herein.

[0111] According to another aspect of this application, an embodiment of this application also provides an electronic device, including: a memory and a processor, wherein a computer program is stored in the memory; the processor is used to execute the computer program in the memory to implement the steps of the above-described stabilizer control method. This electronic device possesses all the beneficial effects of the above-described stabilizer control method, which will not be elaborated further here.

[0112] 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.

[0113] 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.

[0114] 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:

[0115] During the target time period before reaching the target object, continuously adjust the operating force of the vehicle suspension to adjust the vehicle height.

[0116] 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).

[0117] 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.

[0118] 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.

[0119] For example, two consecutively represented blocks can actually be executed in essentially 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.

[0120] 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.

[0121] 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.

[0122] According to another aspect of this application, such as Figure 10 As shown in the illustration, this application also provides a vehicle 1, which includes the aforementioned electronic equipment. This vehicle possesses all the beneficial effects of the aforementioned electronic equipment, etc., which will not be elaborated upon here.

[0123] 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.

[0124] 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.

[0125] 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.

[0126] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0127] 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 control method is used to control a hydraulic system, which in turn controls the damping value between the first and second stabilizer bars in a vehicle. The control method includes: When the vehicle's driving parameters 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 either 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; 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 orifice diameter of the first solenoid valve is smaller than that of the second solenoid valve.

2. The control method according to claim 1, characterized in that, The control of the stabilizer bar to enter the first damping mode or the second damping mode includes: Control the first solenoid valve to open, so that the stabilizer bar is in the first damping mode; or, The second solenoid valve is opened to set the stabilizer bar to the second damping mode.

3. The control method according to claim 1, characterized in that, The method further includes: When the vehicle's driving parameters meet the second preset condition, the stabilizer bar is controlled to be in a coupled state; When the vehicle's driving parameters meet the third preset condition, the stabilizer bar is controlled to be in the off state.

4. The control method according to claim 3, characterized in that, The control of the stabilizer bar to be in a coupled state includes: Both the first and second solenoid valves are closed to keep the stabilizer bar in a coupled state. The control of the stabilizer bar to be in the off state includes: Both the first and second solenoid valves are opened to disconnect the stabilizer bar.

5. The method according to claim 3, characterized in that, The first preset condition includes a target oil pressure value determined based on the driving parameters that is within a first preset range; The second preset condition includes the target oil pressure value determined based on the driving parameters being within a second preset range; The third preset condition includes that the target oil pressure value determined according to the driving parameters is within a third preset range; Wherein, the lower limit of the first preset interval is equal to the upper limit of the second preset interval, and the upper limit of the first preset interval is equal to the lower limit of the third preset interval.

6. The control method according to claim 5, characterized in that, The first preset interval includes a first preset sub-interval and a second preset sub-interval; Specifically, when the target hydraulic pressure value determined according to the driving parameters is within the first preset sub-range, the stabilizer bar is controlled to be in the first damping mode; when the target hydraulic pressure value determined according to the driving parameters is within the second preset sub-range, the stabilizer bar is controlled to be in the second damping mode. The lower limit of the first preset sub-interval is equal to the upper limit of the second preset sub-interval.

7. The control method according to claim 3, characterized in that, The driving parameters include at least one of the following: gear position, vehicle speed, steering wheel angle, and lateral acceleration.

8. The control method according to claim 7, characterized in that, The first preset conditions include: The gear is a forward gear, the vehicle speed is within a first speed range, the steering wheel angle is greater than or equal to a first angle threshold, and the lateral acceleration is within a first acceleration range.

9. The control method according to claim 8, characterized in that, The second preset condition includes at least one of the following: The gear is a forward gear, the vehicle 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 a forward gear, the vehicle 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 third acceleration range. The gear is a forward gear and the vehicle's speed is in the third speed range; Wherein, the second angle threshold is greater than the first angle threshold, the lower limit of the first speed range is equal to the upper limit of the second speed range, the lower limit of the third speed range is equal to the upper limit of the first speed range, the lower limit of the second acceleration range is equal to the lower limit of the first acceleration range, and the lower limit of the third acceleration range is equal to the upper limit of the first acceleration range.

10. The control method according to claim 9, characterized in that, The third preset condition includes at least one of the following: The gear position is not a forward gear; The gear is a forward gear, the vehicle speed is in the second speed range, and the steering wheel angle is less than the first angle threshold. The gear is a forward gear, the vehicle speed is within the second speed range, and the steering wheel angle is less than the second angle threshold. The gear is a forward gear, the vehicle 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 fourth acceleration range. The gear is a forward gear, the vehicle speed is within a first speed range, and the steering wheel angle is less than the first angle threshold. The gear is a forward gear, the vehicle 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. The upper limit of the fourth acceleration interval is equal to the lower limit of the first acceleration interval.

11. 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 10.

12. 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 10.

13. 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 10.

14. A stabilizer bar system, characterized in that, Includes a stabilizer bar assembly and the electronic device as described in claim 13.

15. A vehicle, characterized in that, This includes the stabilizer bar system as described in claim 14, and / or the electronic device as described in claim 13.

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