Control method of stabilizer bar device, stabilizer bar device, electronic equipment and vehicle

Abstract

The invention discloses a control method of a stabilizer bar device, the stabilizer bar device, electronic equipment and a vehicle, relates to the technical field of vehicles, and is used for solving the problem of hysteresis when an existing stabilizer bar device is used for adjusting side inclination of a vehicle body. The stabilizer bar device comprises a stabilizer bar, a hydraulic cylinder, a proportional valve and an oil liquid pipeline, and the proportional valve is arranged in the oil liquid pipeline and used for adjusting the oil inlet flow or the oil return flow of the hydraulic cylinder so as to adjust the rigidity value of the stabilizer bar; the control method comprises the steps of obtaining pavement information of a target road section in front of a vehicle and transverse state information of the vehicle; the opening degree of a proportional valve is adjusted based on the road surface information and the transverse state information, so that a target rigidity value provided by the stabilizer bar is matched with the target road section; the stabilizer bar device is adjusted in advance by obtaining the road surface information of the target road section in front of the vehicle and the transverse state information of the vehicle, so that the stabilizer bar obtains the target rigidity value matched with the target road section, and vehicle body roll is adjusted in advance.

Description

Technical Field

[0001] This application relates to the technical field of vehicles, and particularly to a control method for a stabilizer bar device, a stabilizer bar device, an electronic device, and a vehicle. Background Art

[0002] When a vehicle makes a turning motion, due to the action of centrifugal force, the vehicle body will roll. Especially in the case of poor road conditions, the vehicle is more likely to have an accident. To prevent the vehicle from rolling over due to excessive roll of the vehicle body during driving, most vehicles are equipped with a stabilizer bar to suppress excessive roll of the vehicle body. The traditional passive stabilizer bar connects the suspension components on the left and right sides of the vehicle. When the vehicle turns, one side of the suspension will compress while the other side will stretch, causing the stabilizer bar to twist. The passive stabilizer bar relies on its own stiffness to resist this deformation, thereby reducing the degree of deformation of the suspension system and achieving the effect of suppressing vehicle body roll. However, the passive stabilizer bar only generates a counter torque passively after the vehicle body has a roll deformation, resulting in a physical delay, which limits the vehicle performance and degrades the user experience. Summary of the Invention

[0003] This application provides a control method for a stabilizer bar device, a stabilizer bar device, an electronic device, and a vehicle, which is used to trigger the action of the stabilizer bar in advance according to the road surface information and lateral state information of the target road section in front of the vehicle, reduce the response delay of the stabilizer bar, and thus improve the user experience.

[0004] To achieve the above object, this application adopts the following technical solutions In a first aspect, this application provides a control method for a stabilizer bar device. The stabilizer bar device includes a stabilizer bar, a hydraulic cylinder, a proportional valve, and a hydraulic oil pipeline. The proportional valve is arranged in the hydraulic oil pipeline and is used to adjust the oil inlet or oil return flow rate of the hydraulic cylinder to adjust the stiffness value of the stabilizer bar. The control method includes: obtaining the road surface information of the target road section in front of the vehicle and the lateral state information of the vehicle; adjusting the opening degree of the proportional valve based on the road surface information and the lateral state information so that the target stiffness value provided by the stabilizer bar matches the target road section.

[0005] The control method for the stabilizer bar device provided by the embodiments of this application adjusts the target stiffness value provided by the stabilizer bar according to the road surface information of the target road section in front of the vehicle and the lateral state information, so that the target stiffness value provided by the stabilizer bar matches the target road section. That is to say, according to the road conditions in front of the vehicle and the current working conditions, the stiffness of the stabilizer bar is adjusted in advance, so that the vehicle can pass through curves or complex roads with optimal suspension support and comfort when entering the target road section. It can be seen that the control method for the stabilizer bar device provided by the embodiments of this application can reduce the response lag of the stabilizer bar, make the vehicle body attitude more stable, improve the cornering accuracy and driving smoothness at the same time, and finally optimize the driving safety and riding comfort.

[0006] In some embodiments, the road surface information includes the road surface type and / or the road surface curvature; the lateral state information includes at least one of the following: roll angle, lateral acceleration, and height difference between the left and right suspensions.

[0007] In some embodiments, adjusting the opening degree of the proportional valve based on the road surface information and the lateral state information includes: determining the estimated lateral state information of the vehicle when passing through the target section based on the road surface curvature in the road surface information and the lateral state information; determining the target opening degree corresponding to the proportional valve based on the estimated lateral state information, and adjusting the opening degree of the proportional valve to the target opening degree.

[0008] In some embodiments, determining the target opening degree corresponding to the proportional valve based on the estimated lateral state information includes: determining the roll influence factor based on the road surface type in the road surface information; the roll influence factor is used to represent the influence degree of the road surface type on the vehicle roll; determining the target stiffness value corresponding to the stabilizer bar device based on the roll influence factor and the estimated lateral state information; determining the target opening degree corresponding to the proportional valve based on the target stiffness value.

[0009] In some embodiments, determining the target stiffness value corresponding to the stabilizer bar device based on the roll influence factor and the estimated lateral state information includes: constructing a roll dynamics model of the vehicle based on the roll influence factor and the vehicle roll model; the roll dynamics model is used to represent the relationship between the total equivalent roll stiffness of the vehicle suspension system and the stabilizer bar device and the vehicle lateral state information under the excitation of the road surface information; determining the target stiffness value of the stabilizer bar device that satisfies the roll dynamics model based on the estimated lateral state information and the stiffness value of the suspension system.

[0010] In some embodiments, determining the target opening degree corresponding to the proportional valve based on the target stiffness value includes: determining the equivalent shear elastic modulus corresponding to the stabilizer bar reaching the target stiffness value based on the structural information and mechanical information of the stabilizer bar and the target stiffness value; determining the target opening degree corresponding to the proportional valve based on the equivalent shear elastic modulus and the corresponding relationship between the shear elastic modulus of the stabilizer bar and the opening degree of the proportional valve.

[0011] In some embodiments, the method further includes: acquiring the hydraulic signal and / or temperature signal corresponding to the stabilizer bar device; closing the proportional valve when the hydraulic signal and / or temperature signal meets the preset abnormal conditions. The preset abnormal conditions include: the hydraulic value represented by the hydraulic signal exceeds the preset hydraulic threshold, and / or, the temperature value represented by the temperature signal exceeds the corresponding preset temperature threshold.

[0012] In some embodiments, the method further includes: outputting a prompt message when the hydraulic signal and / or temperature signal meets the preset abnormal conditions; the prompt message is used to indicate that there is a fault in the stabilizer bar device.

[0013] In a second aspect, an embodiment of the present application provides a stabilizer bar device, including: a stabilizer bar, a hydraulic cylinder, a proportional valve, a hydraulic pipeline, and a controller. The proportional valve is arranged in the hydraulic pipeline and is used to adjust the oil inlet / return oil flow rate of the hydraulic cylinder so as to adjust the stiffness value of the stabilizer bar. The controller is configured to execute the control method of the stabilizer bar device provided in the first aspect and its possible implementation manners.

[0014] In a third aspect, an embodiment of the present application provides an electronic device, including a processor and a memory. The processor is connected to the memory, and the memory stores computer instructions. When the computer instructions run on the electronic device, the electronic device is caused to execute the control method of the stabilizer bar device provided in the first aspect and its possible implementation manners.

[0015] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, which stores computer-executable instructions. When the computer-executable instructions run on a computer, the computer is caused to execute the control method of the stabilizer bar device provided in the first aspect and its possible implementation manners.

[0016] In a fifth aspect, an embodiment of the present application provides a vehicle, including the stabilizer bar device provided in the second aspect, or the electronic device in the third aspect, or the computer-readable storage medium in the fourth aspect.

[0017] In a sixth aspect, an embodiment of the present application further provides a computer program product, which includes instructions. When the instructions are executed on a computer, the computer executes the control method of the stabilizer bar device provided in the first aspect and its possible implementation manners.

[0018] For the technical effects brought by any one of the implementation manners in the third aspect to the sixth aspect, reference may be made to the technical effects brought by the first aspect or the second aspect, which will not be elaborated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for the description of the embodiments will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0020] Figure 1 It is a schematic structural diagram of a stabilizer bar device provided by an embodiment of the present application; Figure 2 It is a control flow of a stabilizer bar device provided by an embodiment of the present application Figure 1 ; Figure 3 It is a control flow of a stabilizer bar device provided by an embodiment of the present applicationFigure 2 ; Figure 4 It is a control flowchart of a control method for a stabilizer bar device provided by an embodiment of the present application; Figure 5 It is a control flowchart of another control method for a stabilizer bar device provided by an embodiment of the present application; Figure 6 It is a schematic structural diagram of an electronic device provided by an embodiment of the present application.

[0021] Reference numerals: 100, stabilizer bar device; 10, stabilizer bar; 20, hydraulic cylinder; 30, reversing valve; 40, proportional valve; 50, first overflow valve; 60, second overflow valve; 70, accumulator; 80, first sensor; 90, second sensor; 301, first port; 302, second port; 303, third port; 304, fourth port. Detailed implementation manners

[0022] In the embodiments of the present application, the terms "first", "second", "third", "fourth", "fifth", and "sixth" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first", "second", "third", "fourth", "fifth", and "sixth" may explicitly or implicitly include one or more of such features.

[0023] In the embodiments of the present application, the term "comprising", "including" or any other variant thereof is intended to cover a non-exclusive inclusion, such that a process, method, article or device comprising a series of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article or device. Without further limitation, an element defined by the phrase "comprising a..." does not exclude the presence of additional identical elements in the process, method, article or device comprising the element.

[0024] "A and / or B" includes the following three combinations: only A, only B, and the combination of A and B.

[0025] In the embodiments of the present application, "parallel", "perpendicular", and "equal" include the described situations and situations similar to the described ones, and the range of the similar situations is within an acceptable deviation range, where the acceptable deviation range is determined by those of ordinary skill in the art considering the measurements under discussion and the errors associated with the measurements of specific quantities (i.e., the limitations of the measurement system). For example, "parallel" includes absolute parallel and approximate parallel, and the acceptable deviation range of approximate parallel can be, for example, within a deviation of 5°; "perpendicular" includes absolute perpendicular and approximate perpendicular, and the acceptable deviation range of approximate perpendicular can also be, for example, within a deviation of 5°. "Equal" includes absolute equality and approximate equality, and within the acceptable deviation range of approximate equality, for example, the difference between the two equal ones can be less than or equal to 5% of either one of them.

[0026] When a vehicle steers, due to the action of centrifugal force, the vehicle body will roll. Especially on complex road conditions such as wet and rough roads, excessive roll may cause the tire grip to decrease and even lead to rollover accidents. To suppress excessive roll of the vehicle body, modern vehicles are generally equipped with a stabilizer bar (also known as an anti-roll bar).

[0027] The traditional passive stabilizer bar works by mechanically connecting the suspension components on both sides: when the vehicle steers, the inner suspension compresses and the outer suspension stretches, causing the stabilizer bar to undergo torsional deformation. At this time, the stabilizer bar generates a reverse torque by virtue of its torsional stiffness, restricting the deformation amplitude of the suspension, thereby reducing the vehicle body roll angle.

[0028] However, this passive design has an inherent defect - it can only start to work after the vehicle body has already rolled, with an obvious response delay. This lag results in limited dynamic performance of the vehicle during aggressive driving or sudden obstacle avoidance, affecting both the handling precision and the ride comfort.

[0029] Based on this, the embodiments of the present application provide a control method for a stabilizer bar device, which adjusts the target stiffness value provided by the stabilizer bar according to the road surface information and the lateral state information of the target road section in front of the vehicle, so that the target stiffness value provided by the stabilizer bar matches the target road section. That is to say, according to the road conditions in front of the vehicle and the current working conditions, the stiffness of the stabilizer bar is adjusted in advance, so that the vehicle can pass through curves or complex roads with optimal suspension support and comfort when entering the target road section. It can be seen that the control method for the stabilizer bar device provided by the embodiments of the present application can reduce the response lag of the stabilizer bar, make the vehicle body attitude more stable, improve the cornering precision and driving smoothness at the same time, and finally optimize the driving safety and ride comfort.

[0030] To illustrate the control method for the stabilizer bar device provided by the embodiments of the present application, the stabilizer bar device 100 will be introduced below with reference to the accompanying drawings.

[0031] Please refer to Figure 1 , Figure 1 which shows a schematic structural diagram of a stabilizer bar device 100 provided by an embodiment of the present application. The stabilizer bar device 100 includes: a stabilizer bar 10, a hydraulic cylinder 20, a proportional valve 40, and a hydraulic oil pipeline.

[0032] Among them, the main function of the stabilizer bar 10 is to reduce vehicle body roll and enhance riding comfort. When the vehicle turns, the vehicle body has a tendency to roll. At this time, the vehicle body deforms relative to the suspension devices on both sides, one side is compressed and the other side is stretched. The stabilizer bar 10 suppresses the deformation of the suspension devices on both sides by connecting the suspension devices on opposite sides of the vehicle body, reduces the roll angle of the vehicle body, and improves the stability of the vehicle.

[0033] The hydraulic cylinder 20 is the core actuator of the system, and its cylinder body is fixed on the vehicle frame or sub-frame. The middle section of the stabilizer bar 10 is rigidly connected to the piston inside the hydraulic cylinder, forming a key node for force transmission. The proportional valve 40 is arranged on the hydraulic oil pipeline connected to the hydraulic cylinder.

[0034] It should be understood that the proportional valve 40 is an element used to control the pressure or flow rate of a fluid. It can adjust the cross-sectional area (i.e., the opening degree) of the internal pipeline channel in the valve proportionally according to the magnitude of the input signal to control the output hydraulic or pneumatic parameters, thereby achieving precise control of the fluid pressure or flow rate.

[0035] Therefore, in the embodiment of the present application, the proportional valve 40 can adjust the opening degree, and then adjust the flow rate of the hydraulic oil in the oil circuit, and further can adjust the flow rate and pressure of the hydraulic oil entering and leaving the hydraulic cylinder 20, so as to drive the piston to generate the required displacement. This active piston displacement will force the stabilizer bar 10 rigidly connected to it to undergo torsional deformation, and then generate an anti-roll moment that can be precisely controlled, realizing the active adjustment of the stiffness value of the stabilizer bar 10.

[0036] In some embodiments, the stabilizer bar 10 is horizontally arranged on the vehicle chassis, and its left and right ends are respectively rigidly connected to the lower control arms or shock absorbers of the suspensions on both sides for synchronizing the vertical movements of the suspensions on both sides.

[0037] In some embodiments, as Figure 1 shown, the stabilizer bar device 100 further includes a reversing valve 30. The reversing valve 30 includes a first port 301, a second port 302, a third port 303, and a fourth port 304. The first port 301 can communicate with at least one of the second port 302, the third port 303, and the fourth port 304, and the second port 302 can also communicate with at least one of the third port 303 and the fourth port 304. The reversing valve 30 can switch the internal oil circuit channel by changing the position or state of the internal channel, change the oil inlet and return oil directions of the two chambers of the hydraulic cylinder 20, so as to control the movement state of the piston of the hydraulic cylinder.

[0038] It should be understood that the reversing valve 30 can be a solenoid valve, a mechanical valve, etc., and the present application does not limit this. For the convenience of description, the present application takes a solenoid valve as an example for description.

[0039] In some embodiments, as Figure 1 shown, the proportional valve 40 is arranged in the oil pipeline and is connected to the first port 301. It should be understood that the proportional valve 40 can be a solenoid valve, a mechanical valve, etc., and the present application does not limit this. For the convenience of description, the present application takes an electromagnetic proportional valve as an example for description.

[0040] In some embodiments, as Figure 1 shown, the stabilizer bar device 100 further includes a first relief valve 50, a second relief valve 60 and an accumulator 70. One end of the first relief valve 50 is connected to the first chamber, and one end is connected to the accumulator 70. One end of the second relief valve 60 is connected to the second chamber, and one end is connected to the accumulator 70. The relief valve mainly plays a role in protecting the oil circuit. When the pressure in the oil circuit is too high, the relief valve opens to prevent the system pressure from further rising, avoid damage to components due to overpressure, and protect the safety of the entire stabilizer bar device 100. The accumulator 70 is adapted to store the excess oil in the oil circuit to prevent the stabilizer bar device 100 from being damaged due to excessive pressure.

[0041] In some embodiments, the stabilizer bar device 100 provided by the embodiments of the present application further includes a controller. It should be understood that the controller refers to a device that can generate an operation control signal according to the instruction operation code and timing signal to instruct devices such as a reversing valve and a proportional valve to execute control instructions. Exemplarily, the controller can be a central processing unit (CPU), a general-purpose processor network processor (NP), a digital signal processor (DSP), a microprocessor, a microcontroller, a programmable logic device (PLD), or any combination thereof. The controller can also be other devices with processing functions, such as circuits, devices or software modules, and the embodiments of the present application do not limit this in any way.

[0042] The control method of the stabilizer bar device provided by the embodiments of the present application can be applied to the controller in the stabilizer bar device 100, or can be applied to other controllers in the vehicle, such as a vehicle control unit (VCU), and the embodiments of the present application do not limit this. For the convenience of description, the embodiments of the present application take the control method of the stabilizer bar device applied to the vehicle-mounted controller of the vehicle as an example for description.

[0043] Please refer to Figure 2, the control method of the stabilizer bar device provided by the embodiment of the present application includes the following steps: S101. Obtain the road surface information of the target road section in front of the vehicle and the lateral state information of the vehicle.

[0044] The road surface information of the target road section is the road surface state information in front of the vehicle in the driving direction during the vehicle's driving, such as road surface type and road surface curvature, etc., which will affect the vehicle's driving state and cause the vehicle to roll. Therefore, the opening of the proportional valve can be adjusted based on the road surface information of the target road section in front of the vehicle, so that the target stiffness value provided by the stabilizer bar matches the target road section, thereby preventing roll.

[0045] As an implementation manner, the road surface information of the target road section includes at least one of the following: the road surface type of the target road section in front, the road surface curvature.

[0046] Road surface type: It refers to the real-time road surface condition that the vehicle is about to enter the target road section in the current driving direction, including the road surface type. Exemplarily, the road surface type includes snow, sand, mud, rock, road, wading, dirt road, etc. Exemplarily, when the vehicle is driving on a road surface with poor flatness such as rock material, the vehicle is prone to roll, suspension, etc.; when the vehicle is driving on a road surface with high smoothness such as snow material, the vehicle is prone to skid. The road surface type affects the vehicle's driving state through properties such as flatness and smoothness.

[0047] Road surface curvature: Road surface curvature is a geometric parameter that describes the degree of bending of the road surface in space and reflects the bending characteristics of the road alignment (plane or vertical section). The greater the curvature, the more severe the road bend; the smaller the curvature value, the closer the road is to a straight line. Road surface curvature directly reflects the inclined bending degree of the road surface and is an important factor causing the vehicle to roll.

[0048] It should be understood that the embodiment of the present application does not limit the method for obtaining the road surface information of the target road section. As an implementation manner, the road surface information can be determined by a preview device in the vehicle. The preview device may include an image acquisition device and / or a radar device, which can collect the point cloud data and / or images of the road surface in front of the vehicle, and then send them through gigabit multimedia serial link 2 (GMSL-2) to the controller. The controller, through the road surface recognition module, recognizes the point cloud data and / or images of the road surface in front of the vehicle to obtain road surface information such as flatness, curvature, and road surface type.

[0049] The lateral state information is the state information of the vehicle in the lateral direction (perpendicular to the vehicle's driving direction) during driving, such as the roll angle and lateral acceleration of the vehicle, etc., which can be used to reflect the roll risk of the vehicle. In the straight-ahead state of the vehicle, the vertical load of the stabilizer bar connecting the two side wheels is , the cornering stiffness of the corresponding tires on both sides is . In the vehicle steering state, the transfer of dynamic loads between the two wheels is , then there is: the inner tire load ; the cornering stiffness is ; the outer tire load ; the cornering stiffness is .

[0050] When the vehicle lateral acceleration is large and the vehicle has a large roll angle, it will cause a large transfer of dynamic loads , resulting in the average cornering stiffness of the tires on both sides ＜ , which will increase the sideslip angle of the vehicle. Therefore, based on the vehicle's lateral state information, the opening of the proportional valve can be adjusted so that the stabilizer bar can better match the vehicle's driving state in the lateral direction, thereby preventing the vehicle from rolling.

[0051] It can be understood that the road surface information of the target section can predict the possible driving state of the vehicle on the target section, while the vehicle lateral state information reflects the driving state of the vehicle under the current road surface conditions. The combination of the two can more accurately predict the possible driving state of the vehicle on the target section.

[0052] For example, when the vehicle enters a curve at a large steering angle, the yaw rate will increase significantly. If the road surface friction coefficient is low at this time (such as a wet or slippery road surface), the lateral acceleration may exceed the tire adhesion limit, resulting in a risk of sideslip.

[0053] By collecting these parameters in real time through high-precision sensors (such as IMU, steering angle sensor) and combining with a vehicle dynamics model (such as a 7-DOF or 15-DOF model), the lateral dynamics response of the vehicle can be quantified. For example, on an ice and snow road surface, the sideslip angle threshold of the vehicle will be significantly reduced, and the model can adjust the control strategy in advance accordingly.

[0054] As an implementation method, the lateral state information includes at least one of the following: roll angle, lateral acceleration, suspension height difference.

[0055] Roll angle: The roll angle refers to the angle by which the vehicle body rotates around the longitudinal axis (X-axis) during driving due to factors such as centrifugal force, road surface inclination, or steering operation. The roll angle is the angle of lateral inclination of the vehicle body (unit: degrees or radians), that is, the angle between the actual attitude of the vehicle body and the horizontal plane, and it is one of the main characterization information of vehicle body roll, used to adjust the stabilizer bar. When the vehicle turns, the suspension device on one side of the vehicle body is compressed, and the suspension device on the other side is stretched, resulting in the vehicle body tilting and generating a roll angle.

[0056] Lateral acceleration: Lateral acceleration refers to the acceleration perpendicular to the vehicle's driving direction during vehicle driving. It is one of the main characterization information of vehicle body roll and is used to adjust the stabilizer bar. It reflects the speed of change of the vehicle's speed under the action of lateral force.

[0057] Suspension height difference: Since the vehicle is subjected to lateral forces (such as centrifugal force during turning, road surface inclination or unilateral load) during driving, different deformations of the suspension devices on both sides result in a height difference in the suspension devices, causing the vehicle body to roll. Exemplarily, when the vehicle turns, the suspension of the outer wheel is compressed (the vehicle body sinks), and the suspension of the inner wheel extends (the vehicle body rises), resulting in a height difference between the left and right sides. In addition, uneven road surface, uneven unilateral load or suspension system failures (such as aging shock absorbers, weak springs) will also cause suspension height differences under static or dynamic conditions.

[0058] It should be understood that the embodiments of the present application do not limit the manner of obtaining lateral state information. As one implementation, the roll angle and / or lateral acceleration of the vehicle can be obtained through an inertial measurement unit; as another implementation, the suspension height difference between the left and right suspensions can be determined based on the suspension height collected by the height sensors provided in the vehicle suspension.

[0059] S102. Adjust the opening of the proportional valve based on the road surface information and the lateral state information, so that the target stiffness value provided by the stabilizer bar matches the target road section.

[0060] During vehicle driving, it is necessary to cope with environmental uncertainties (such as unknown curves, sudden bumps) and dynamic behavior coupling (roll and yaw affect each other). If only relying on lateral state information (such as the roll angle of the vehicle body measured by the IMU) when adjusting the stabilizer bar, it will fall into the dilemma of lag control - passively adjusting the stiffness after roll occurs, resulting in delayed roll suppression, easily causing hydraulic system pressure oscillation, and obvious jerks can be felt by passengers. And only relying on the road surface information in front of the vehicle cannot cope with the real-time changes of the vehicle, resulting in the disconnection between stiffness adjustment and actual needs.

[0061] Therefore, the solution provided by the embodiments of the present application adjusts the stiffness of the stabilizer bar through road surface information prediction and vehicle lateral state. Pre-increase the stiffness before entering the curve to suppress roll, and at the same time dynamically fine-tune the stiffness according to the real-time roll angle error during the curve (for example: when the roll angle error exceeds the threshold, quickly increase the stiffness), taking into account both handling stability and ride comfort.

[0062] It can be understood that the essence of the stabilizer bar stiffness adjustment is the energy conversion of pressure - flow - stiffness in the hydraulic system. The proportional valve controls the flow area of the hydraulic oil through the opening degree (0% - 100%), thereby adjusting the hydraulic pressure. Since the stabilizer bar stiffness is linearly positively correlated with the hydraulic pressure, the target stiffness value provided by the stabilizer bar can be matched with the target road section by adjusting the opening degree of the proportional valve.

[0063] Therefore, by adjusting the opening degree of the proportional valve, the stiffness of the stabilizer bar can be controlled. The larger the opening degree, the stronger the adjustment effect of the stabilizer bar, and vice versa. By using the predicted lateral state information, the opening degree of the proportional valve is adjusted in advance, so that the stabilizer bar device enters the adjustment state, avoiding the forced delayed adjustment of the stabilizer bar and improving the comfort of the vehicle during driving.

[0064] It can be seen that the control method of the stabilizer bar device provided by the embodiment of the present application adjusts the target stiffness value provided by the stabilizer bar according to the road surface information and the lateral state information of the target road section in front of the vehicle, so that the target stiffness value provided by the stabilizer bar matches the target road section. That is to say, according to the road conditions in front of the vehicle and the current working conditions, the stiffness of the stabilizer bar is adjusted in advance, so that the vehicle can pass through curves or complex road surfaces with optimal suspension support and comfort when entering the target road section. It can be seen that the control method of the stabilizer bar device provided by the embodiment of the present application can reduce the response lag of the stabilizer bar, make the body attitude more stable, improve the cornering accuracy and driving smoothness, and finally optimize the driving safety and riding comfort.

[0065] In some embodiments, the accuracy of vehicle stabilizer bar control essentially depends on the ability to predict the future body attitude. By collecting dynamic information such as lateral acceleration, yaw rate, and steering wheel angle in real time, and combining with road characteristics such as the curvature, slope, and friction coefficient of the road surface in front, the system can establish a vehicle dynamics model and predict the roll trend when passing through the road section in front. Based on this prediction ability, the control system can adjust the stiffness of the stabilizer bar in advance or actively apply an anti - roll moment, thereby more accurately suppressing the body roll and improving the driving stability and riding comfort.

[0066] As a feasible implementation method, please refer to Figure 3 , the above S102 can be specifically implemented as: S201. Determine the predicted lateral state information of the vehicle when passing through the target road section based on the road surface curvature in the road surface information and the lateral state information.

[0067] It is understandable that the road surface curvature (i.e., the degree of bending of the curve) directly affects the theoretical lateral dynamic requirements when the vehicle passes: the greater the curvature, the greater the centripetal acceleration the vehicle needs to generate to maintain the trajectory, resulting in a stronger roll tendency. The curvature change rate (such as entering a spiral curve) affects the dynamic response speed of roll, and the stabilizer bar stiffness needs to be adjusted in advance to suppress the transient impact.

[0068] The current lateral state (such as lateral acceleration, yaw rate, roll angle) reflects the real-time dynamics of the vehicle and is the basis for prediction: when the vehicle is in a steady-state condition (such as driving through a curve at a constant speed), the lateral acceleration directly matches the road surface curvature, and the predicted state can be simplified to a steady-state model calculation. When the vehicle is in a transient condition (such as lane change, sudden curvature change), it may be necessary to combine the vehicle dynamics model (such as a two-degree-of-freedom model) and state feedback to predict the dynamic response lag or overshoot.

[0069] That is to say, the control accuracy of the vehicle stabilizer bar depends on the comprehensive prediction of the road surface curvature ahead and the current lateral state (such as lateral acceleration, yaw rate). The road surface curvature determines the centripetal acceleration required for the vehicle to pass through the curve, while the current lateral state reflects the real-time dynamic response of the vehicle. Based on the road surface curvature in the road surface information and the lateral state information, key parameters such as the roll angle and lateral acceleration of the vehicle when passing through the target section can be accurately estimated, and corrections are made considering factors such as tire nonlinearity and load transfer.

[0070] Exemplarily, if the road surface curvature ahead is large and the current lateral acceleration of the vehicle is high, it is estimated that a large lateral acceleration and vehicle body roll may occur when the vehicle passes. On the contrary, if the road surface curvature ahead is small and the lateral acceleration is low, it is estimated that the roll and lateral force are small and the vehicle state is more stable.

[0071] S202. Determine the target opening of the proportional valve based on the predicted lateral state information, and adjust the opening of the proportional valve to the target opening.

[0072] It is understandable that determining the proportional valve target opening based on the predicted lateral state information is more accurate because it adopts the feedforward control idea and combines the dynamic requirements of future driving conditions. By real-time obtaining the road surface curvature ahead, vehicle dynamics parameters, and current lateral state, the roll tendency and required anti-roll moment of the vehicle when entering the curve are calculated in advance, so as to more accurately match the opening demand of the proportional valve. This feedforward + feedback composite control method can significantly reduce the system response delay, avoid overshoot or undershoot, and enable the stabilizer bar to establish a suitable hydraulic or pneumatic support force before the vehicle body roll occurs, realizing smoother and more accurate vehicle body attitude control.

[0073] That is to say, the solution provided in this embodiment: by combining road surface information with vehicle state, the active pre-adjustment of the vehicle's lateral state is realized, making the adjustment of the stabilizer bar device have both stability and comfort, and bringing a better driving experience to the driver.

[0074] In some embodiments, the road surface type (e.g., snow, sand, mud, rock, road, wading, dirt road, etc.) affects the vehicle driving state through factors such as friction coefficient, bearing capacity, and surface morphology. Different road surface types have different influencing capabilities on the vehicle driving state. Exemplarily, when the vehicle is driving on a rocky road section, due to the poor road surface flatness, the vehicle is prone to the situation of one-sided body suspension. At this time, it is required that the stabilizer bar has a large degree of freedom, so that the vehicle tires closely adhere to the road surface under the action of the suspension device, and the vehicle obtains high stability.

[0075] Therefore, as a feasible implementation method, the above S202 can be specifically implemented as: S2021. Determine the roll influence factor based on the road surface type in the road surface information.

[0076] Among them, the roll influence factor is used to represent the influence degree of the road surface type on the vehicle roll.

[0077] Different road surface types significantly affect the vehicle driving state through characteristics such as friction coefficient, bearing capacity, and surface morphology. For example, the low friction coefficient of snow or ice will greatly reduce the tire grip, resulting in easier skidding during acceleration, braking, and steering; the soft sand or mud may cause the wheels to sink due to insufficient bearing capacity, increasing the driving resistance and affecting the passability; while the irregular protrusions on the rock road surface will generate high-frequency vibrations, affecting the suspension system and vehicle body stability. In contrast, the paved road has a high friction coefficient and a flat surface, providing the best handling and comfort. In addition, the wading road condition may temporarily reduce the tire adhesion due to the water film effect, and the wet dirt road is prone to rut formation on rainy days, further changing the vehicle dynamic response. Therefore, it is necessary to accurately identify the road surface type and predict its influence on vehicle dynamics to obtain the roll influence factor corresponding to the road surface type.

[0078] As a feasible implementation method, the roll influence factor is determined based on the corresponding relationship between the preset road surface type and the roll influence factor. Exemplarily, in the case of different road surface types such as snow, sand, mud, rock, road, wading, dirt road, etc., the corresponding values are distributed between 1.4 - 2.6.

[0079] As a feasible implementation method, the roll influence factor can be determined by the friction coefficient and / or smoothness corresponding to the road surface type. As an implementation method, the friction coefficient corresponding to the road surface type is negatively correlated with the roll influence factor, that is, the greater the friction coefficient, the smaller the roll influence factor.

[0080] Exemplarily, for a high-friction road surface (such as dry asphalt): the tire grip is strong, the lateral force transmission is sufficient, and the roll amplitude is small. For a low-friction road surface (such as a wet and slippery ice surface): the tire is prone to slipping, the lateral support is insufficient, and the roll angle may increase by 30 - 50%.

[0081] As another implementation, the smoothness corresponding to the road surface type is positively correlated with the roll influence factor, that is, the greater the friction coefficient, the greater the roll influence factor.

[0082] S2022. Determine the target stiffness value corresponding to the stabilizer bar device based on the roll influence factor and the predicted lateral state information.

[0083] The roll influence factor can comprehensively reflect the influence degree of different road surfaces on the vehicle roll characteristics - for example, a snow surface with low adhesion will amplify the roll risk, while a paved road surface with high friction allows more aggressive anti-roll control.

[0084] Combined with the forward curvature and the predicted lateral state information, the vehicle-mounted controller can accurately calculate the target stiffness value required for the stabilizer bar: a softer stiffness is adopted on a low-adhesion road surface to avoid further loss of tire grip, while the stiffness is increased on a high-adhesion road surface to fully suppress roll. This control strategy that combines road surface characteristics and dynamic prediction realizes the adaptive matching of the stabilizer bar stiffness to different driving scenarios, taking into account both handling stability and road surface adaptability while ensuring it.

[0085] As a feasible implementation, S2022 can be specifically expressed as follows: S301. Based on the roll influence factor and the vehicle roll model, construct the roll dynamics model of the vehicle.

[0086] It should be understood that the vehicle roll model is used to represent the relationship between the total equivalent roll stiffness of the vehicle suspension system and the stabilizer bar device and the vehicle lateral state information.

[0087] The vehicle roll model essentially simulates the tilting behavior of the vehicle body during turning through mathematical formulas. Its core is to calculate how factors such as lateral acceleration, suspension stiffness, and center of gravity height jointly affect the vehicle body roll angle. When the vehicle turns, the centrifugal force will cause the vehicle body to tilt outward, while the suspension system (including the stabilizer bar) generates a reverse moment to resist the tilt - the roll model is a tool to quantify this resistance process, usually represented as a second-order dynamic system containing mass, damping, and spring characteristics. Among them, the roll influence factor, as an input variable, dynamically modifies the model parameters (such as the equivalent roll stiffness) so that the model can provide a theoretical basis for the stiffness control of the stabilizer bar.

[0088] As an implementation, the vehicle roll model can be described as: ; Wherein, is the unsprung mass, is the lateral acceleration, is the distance from the unsprung mass to the roll axis, and g is the acceleration due to gravity, is the suspension stiffness, is the anti-roll bar stiffness, and φ is the roll angle.

[0089] Furthermore, based on the roll influence factor and the vehicle roll model, a roll dynamics model of the vehicle can be constructed, enabling the roll dynamics model to represent the relationship between the total equivalent roll stiffness of the vehicle suspension system and the anti-roll bar device and the vehicle lateral state information under the excitation of road surface information.

[0090] As an implementation, the roll dynamics model can be as follows: ; where n is the roll influence factor, is the unsprung mass, is the lateral acceleration, is the distance from the unsprung mass to the roll axis, and g is the acceleration due to gravity, is the suspension stiffness, is the anti-roll bar stiffness, and φ is the roll angle.

[0091] That is to say, in order to counteract the adverse effects of different road surface types (such as snow or soft sand with low adhesion) on vehicle roll, the system will dynamically calculate a roll influence factor n (n > 1) based on the real-time recognized road conditions, and this factor directly reflects the amplification effect of the current road surface on roll stability. For example, when snow is detected, the system may determine that n = 1.5, meaning that the anti-roll stiffness (the total equivalent roll stiffness of the vehicle suspension system and the anti-roll bar device) needs to be increased to 1.5 times the reference value to compensate for the roll risk caused by the decrease in road surface adhesion.

[0092] S302. Determine the target stiffness value of the anti-roll bar device that satisfies the roll dynamics model based on the predicted lateral state information and the stiffness value of the suspension system.

[0093] During the vehicle roll process, the deformation of the suspension system itself will naturally generate a certain amount of anti-roll stiffness (such as the synergistic effect of the spring and shock absorber), but this part of the stiffness is often not sufficient to completely suppress the body tilt, especially in sharp turns or under low-adhesion road conditions. Therefore, when calculating the target stiffness of the anti-roll bar device, it needs to be accurately calculated through the stiffness provided by the suspension system.

[0094] It should be understood that the stiffness value of the suspension system can measure its inherent roll stiffness through suspension geometric parameters and material properties (such as through force-displacement curves or finite element analysis), and the embodiments of the present application do not limit this.

[0095] Furthermore, the total stiffness value that meets the body stability requirements can be deduced inversely through the stiffness value of the suspension system in combination with the roll dynamics model, and finally the stabilizer bar fills the difference between the two (target stiffness = required total stiffness - inherent stiffness of the suspension).

[0096] For example, if the model calculates that the required total stiffness is 5000 Nm / rad while the suspension only provides 3000 Nm / rad, the stabilizer bar needs to contribute an additional 2000 Nm / rad.

[0097] As a feasible implementation method, the target stiffness value of the stabilizer bar device can be determined by the following formula: ; It can be seen from S301 - S302 that the solution provided in this embodiment, through the adaptive enhancement of stiffness compensation by the roll influence factor, avoids the dilemma of "roll getting out of control due to being too soft" or "losing grip due to being too hard" of the traditional fixed - stiffness stabilizer bar; moreover, combined with the differential compensation strategy of the inherent stiffness of the suspension, it ensures that the intervention force of the stabilizer bar seamlessly coordinates with the natural anti - roll characteristics of the suspension system, neither overly interfering with the suspension comfort nor precisely filling the rigidity gap. It ensures that the synergistic effect between the stabilizer bar and the suspension is neither redundant nor lacking, avoiding excessive hardening from affecting comfort and precisely suppressing roll. Thus, it comprehensively improves driving safety and riding comfort.

[0098] S2023. Determine the target opening of the proportional valve based on the target stiffness value.

[0099] It can be understood that by adjusting the opening of the proportional valve, the stiffness of the stabilizer bar can be controlled. The larger the opening, the stronger the adjustment effect of the stabilizer bar, and vice versa. By predicting the lateral state information, the opening of the proportional valve is adjusted in advance to make the stabilizer bar device enter the adjustment state, avoiding the forced delay adjustment of the stabilizer bar and improving the comfort of the vehicle during driving.

[0100] As a feasible implementation method, the target opening of the proportional valve can be determined based on the corresponding relationship between the stiffness value and the opening of the proportional valve.

[0101] As a feasible implementation method, S203 can be specifically manifested as: S401. Determine the equivalent shear elastic modulus corresponding to the stabilizer bar reaching the target stiffness value based on the structural information, mechanical information of the stabilizer bar, and the target stiffness value.

[0102] It should be understood that the shear modulus of elasticity is an important parameter in mechanics of materials to measure the ability of a material to resist shear deformation. When a vehicle rolls, the suspension device deforms, driving the stabilizer bar to deform. The stabilizer bar relies on its own structural information and mechanical information to resist this deformation. This ability of the stabilizer bar to resist deformation is the shear modulus of elasticity, which is manifested as the stiffness of the stabilizer bar.

[0103] It can be understood that the stabilizer bar has a fixed shear modulus of elasticity relying on its own structural information and mechanical information. To achieve the equivalent shear modulus of elasticity corresponding to the target stiffness value, it is necessary to provide hydraulic pressure in the hydraulic cylinder to resist the deformation of the stabilizer bar. The proportional valve adjusts the opening degree to regulate the oil transfer speed in the oil circuit, so as to adjust the hydraulic pressure value in the hydraulic cylinder.

[0104] When the stabilizer bar device is in the adjustment state, the reversing valve is connected, the proportional valve is opened, the oil in the hydraulic cylinder is transferred between the first chamber and the second chamber, and the stabilizer bar is subjected to the hydraulic pressure, and the pressure direction is towards the direction of suppressing deformation. During the process of the stabilizer bar deforming under force, the amount of deformation and the force applied at the end have the following relationship: ; It can be deduced that: ; Since the work done is equal to the deformation potential energy in the stabilizer bar, the following formula can be obtained: ; Therefore, there is: ; Among them, is the polar moment of inertia of the cross-section of the stabilizer bar; is the moment of inertia of the cross-section of the stabilizer bar; is the elastic modulus of the inclined arm of the stabilizer bar, is the shear modulus of elasticity of the stabilizer bar after the adjustment of the stabilizer bar device; is the torsional force arm of the stabilizer bar, is the length of the rod with torsional deformation of the stabilizer bar, is the spacing of the stabilizer bar bushings, is the length of the inclined arm outside the bushing, is the horizontal distance from the bushing to the root of the inclined arm, is the horizontal length of the inclined arm.

[0105] Based on the structural information and mechanical information of the stabilizer bar, and the above formula, the equivalent shear modulus of elasticity corresponding to the target stiffness value of the stabilizer bar can be obtained.

[0106] S402. Determine the target opening of the proportional valve based on the equivalent shear elastic modulus and the corresponding relationship between the shear elastic modulus of the stabilizer bar and the opening of the proportional valve.

[0107] As can be seen from the above force model of the stabilizer bar, the target stiffness value of the stabilizer bar can be obtained by adjusting the magnitude of the equivalent shear elastic modulus. The equivalent shear elastic modulus of the stabilizer bar directly determines its torsional stiffness characteristics, and this stiffness characteristic needs to be dynamically adjusted through the oil pressure. Therefore, the vehicle-mounted controller first calculates the required equivalent shear elastic modulus according to the real-time working conditions, and then converts it into an accurate oil pressure demand value through the pre-established "shear elastic modulus - oil pressure" corresponding relationship model.

[0108] It can be understood that, as an actuator for pressure regulation, the opening of the proportional valve has a definite non-linear relationship with the output oil pressure. Therefore, based on the target oil pressure value, the corresponding optimal valve opening can be deduced inversely.

[0109] As can be seen from S401 - S402, the solution provided in this embodiment controls the opening of the proportional valve based on the material characteristic parameters of the stabilizer bar, which not only ensures the physical accuracy of the stabilizer bar stiffness adjustment, but also can achieve millisecond-level dynamic adjustment through the rapid response of the proportional valve, enabling the vehicle to optimize the anti-roll moment in real time according to the actual roll state during cornering, and significantly improving the handling stability and ride comfort.

[0110] As can be seen from S2021 - S2023, the solution provided in this embodiment, first, dynamically adjusts the roll influence factor according to the adhesion characteristics of different road surface types such as snow and sand, so that the vehicle automatically reduces the stiffness requirement on low-adhesion road surfaces to avoid tire lift-off, and enhances the support force to suppress roll on high-adhesion road surfaces, thereby improving the accuracy of the stabilizer bar device adjustment. Secondly, by fusing the predicted lateral information of the forward road curvature and the real-time vehicle state, the system realizes advanced active control and pre-adjusts the stabilizer bar stiffness before the actual roll of the vehicle body occurs, completely solving the problem of hysteresis of traditional feedback control.

[0111] In some embodiments, the stabilizer bar device 100 may face the risk of damage when the oil temperature and pressure are too high. Exemplarily, too high oil temperature (usually > 120 °C) will cause the viscosity of the hydraulic oil to decrease, the seals to age, and at the same time accelerate the oxidation and deterioration of the oil; while exceeding the pressure standard (such as exceeding the rated pressure resistance value of the system) may cause the oil pipe to burst, the valve body to deform or the rod body structure to fatigue. The superposition of the two will significantly reduce the reliability and service life of the stabilizer bar hydraulic system.

[0112] Based on this, as a feasible implementation method, please refer to Figure 1, the stabilizer bar device 100 further includes a first sensor 80 and a second sensor 90. The first sensor 80 is connected to the first chamber and is adapted to measure the hydraulic fluid data in the first chamber; the second sensor 90 is connected to the second chamber and is adapted to measure the hydraulic fluid data in the second chamber. Exemplarily, the sensor can be a hydraulic oil temperature sensor for measuring the temperature and pressure data of the hydraulic fluid in the hydraulic cylinder.

[0113] It can be understood that the two pressure sensors configured in the stabilizer bar device can functionally form a redundant relationship with each other, thereby improving the reliability of system fault judgment.

[0114] As a feasible implementation manner, the control method of the stabilizer bar device provided in the embodiment of the present application further includes: S501. Obtain the hydraulic signal and / or temperature signal corresponding to the stabilizer bar device.

[0115] It should be understood that the embodiment of the present application does not limit the manner of obtaining the hydraulic signal and / or temperature signal. As a feasible implementation manner, the vehicle-mounted controller can obtain the hydraulic signal and / or temperature signal corresponding to the stabilizer bar device through the above-mentioned first sensor 80 and / or second sensor 90.

[0116] As another feasible implementation manner, the pressure value corresponding to the stabilizer bar device can be deduced through the motor current / torque (electro-hydraulic proportional valve) or piston displacement (cylinder type stabilizer bar).

[0117] S502. Close the proportional valve when the hydraulic signal and / or temperature signal meet the preset abnormal conditions.

[0118] Wherein, the preset abnormal conditions include: the hydraulic value represented by the hydraulic signal exceeds the preset hydraulic threshold, and / or the temperature value represented by the temperature signal exceeds the corresponding preset temperature threshold.

[0119] It should be understood that the components of the stabilizer bar device are connected through pipelines (the pipelines can be made of metal, and the present application does not limit this). There are certain temperature and pressure thresholds. When the temperature and / or pressure of the hydraulic fluid in the stabilizer bar device 100 exceed a certain threshold, the seals may be damaged or the oil pipes may burst, affecting the normal operation of the stabilizer bar device, and even causing damage to the stabilizer bar device 100 in severe cases. Therefore, it is necessary to stop the operation of the stabilizer bar device 100 when the temperature and pressure of the hydraulic fluid in the stabilizer bar device 100 exceed a certain threshold to protect the stabilizer bar device 100. Therefore, the proportional valve is closed when the hydraulic value represented by the hydraulic signal exceeds the preset hydraulic threshold, and / or the temperature value represented by the temperature signal exceeds the corresponding preset temperature threshold.

[0120] As an implementation, when the stabilizer bar device includes a reversing valve, the reversing valve also needs to be cut off to block the hydraulic circuit when the hydraulic signal and / or temperature signal meet the preset abnormal conditions.

[0121] It should be noted that the preset hydraulic threshold and preset temperature threshold are preset and can be set according to requirements during actual application. The embodiments of the present application do not limit this.

[0122] As a feasible implementation, the method further includes: outputting a prompt message when the hydraulic signal and / or temperature signal meet the preset abnormal conditions; the prompt message is used to indicate that there is a fault in the stabilizer bar device.

[0123] It should be understood that when the hydraulic signal and / or temperature signal in the stabilizer bar device meet the preset abnormal conditions, the proportional valve is closed to stop the adjustment work. At this time, the driving state of the vehicle changes, and the controller needs to send a signal in time to notify the driver so that the driver can adjust in time to ensure driving safety.

[0124] It should be understood that the embodiments of the present application do not limit the output method and output content of the prompt message. As an implementation, the prompt message can be displayed through a dashboard, a central control screen, etc., or the prompt message can be sent in a voice form. Exemplarily, as an implementation, the prompt message can be "Stabilizer bar system failure, please drive carefully".

[0125] It can be understood that the hydraulic signal directly reflects the stiffness adjustment ability of the stabilizer bar device, and the temperature signal is directly related to the thermal stability of the stabilizer bar device. Through the hydraulic signal and temperature signal, the controller can identify risks such as stabilizer bar stiffness failure and mechanical fatigue caused by high-load operation of the stabilizer bar device, and send them to the driver in time to avoid rollover out-of-control accidents caused by control failure.

[0126] In some embodiments, please refer to Figure 4 , Figure 4 This is a control flow chart of a control method for a stabilizer bar device provided by an embodiment of the present application.

[0127] As Figure 4 shown, the vehicle-mounted controller can obtain the lateral state information (roll angle φ and lateral acceleration a) of the vehicle through the IMU (inertial measurement unit) set in the vehicle, identify the road surface data (road curvature r, road flatness Ra, point cloud array) of the front road section through a preview system (such as a camera, radar, etc.), and obtain data such as vehicle speed V and gear P / N / D / R through the power domain of the vehicle. These signals are transmitted to the vehicle-mounted controller through various communication methods such as SPI communication, GMSL-2 communication, and CAN communication.

[0128] After receiving various data, the vehicle-mounted controller can process the input signals. The processing process includes, but is not limited to, filtering, difference calculation, etc., to obtain more accurate and reliable data. Furthermore, the road surface recognition module can recognize the road surface information of the target section based on the road surface data. Based on the obtained lateral state information, road surface information, and the roll dynamics model, calculate the target stiffness of the stabilizer bar, and send the target stiffness to the stabilizer bar device adjustment module to obtain the corresponding target opening of the proportional valve. Finally, process the output signal to generate a proportional valve control current, so that the proportional valve can operate based on this control current to adjust the state of the stabilizer bar.

[0129] Such as Figure 4 shown, the vehicle-mounted controller can also integrate a fault management module. The fault management module can output fault information in a timely manner in any case of abnormal information, such as when the road surface information in front of the vehicle cannot be obtained and the temperature value of the stabilizer bar is too high, so as to prompt the user to handle the fault in a timely manner.

[0130] In some embodiments, please refer to Figure 5 , Figure 5 which is the control flow chart of another control method for the stabilizer bar device provided by the embodiment of the present application. As Figure 5 shown, the control method of the stabilizer bar device includes the following steps: S1. Initialization.

[0131] In order to establish an accurate system reference state and ensure the accuracy and safety of control, an initialization operation is performed before adjusting the stabilizer bar stiffness.

[0132] Specifically, after confirming that the switch signal (enable signal) is valid, the vehicle-mounted controller is powered on and the initialization program is executed. Executing the initialization program may include: calibrating the neutral position of the stabilizer bar (eliminating mechanical zero deviation), checking whether the reference values of the sensors (pressure, temperature) are normal, pre-charging the hydraulic system, removing oil bubbles in the oil circuit, establishing a basic pressure (such as 2 MPa), and resetting the directional control valve to the middle position to ensure no residual instruction interference. The embodiments of the present application do not limit this.

[0133] S2. Fault judgment.

[0134] The system collects key signals in real time for health status detection, including: power supply voltage (such as whether 12V / 24V is stable), valve body state (resistance of proportional valve / directional control valve, coil on / off), CAN communication (signal packet loss rate, frame error detection), and vehicle fault code (such as ESP / ABS system warning).

[0135] If a fault is detected (such as valve body short circuit, CAN timeout), then enter the S4 fault mode; if there is no fault, then enter the S3 working mode.

[0136] S3, Working mode.

[0137] Under normal working conditions, the dynamic control of the stabilizer bar stiffness is achieved by adjusting the opening of the proportional valve. The steps are as follows: Gear position judgment: If it is not in the D gear (such as P / N gear), disconnect the stabilizer bar (the proportional valve opening is the largest, in the unloading state); if it is in the D gear, enter the road surface recognition module.

[0138] Road surface recognition: Based on the road surface flatness (Ra value) and point cloud data input by the preview system, match the preset road surface types (such as snow, sand, highway, etc.).

[0139] Stiffness calculation: Combine the curvature of the road surface ahead, the current roll angle and the lateral acceleration, call the corresponding dynamic model, and calculate the required stiffness value. According to the target stiffness, output the proportional valve control current (such as 4 - 20 mA signal).

[0140] Judge whether the stabilizer bar acts according to the instruction: If the stabilizer bar acts according to the instruction, return to the working mode, enter the next round of judgment to determine whether it is in the D gear; if the stabilizer bar does not act according to the instruction, enter the S4 fault mode.

[0141] S4, Fault mode.

[0142] When the system detects a serious fault, execute safety protection measures: close the proportional valve and cut off the hydraulic regulation function. At this time, the stabilizer bar is forced to be rigidly connected (in the mechanical locking state, stopping active regulation).

[0143] S5, Fault reporting.

[0144] Send a standardized fault code to the whole vehicle through the CAN bus. The content can include: fault type (such as "valve body open circuit", "pressure over limit"), severity level (1 - 3 levels, corresponding to the urgency of repair), and time stamp (the moment when the fault occurs, for log analysis).

[0145] The embodiments of the present application can, according to the above method, exemplarily divide the control device, vehicle-mounted controller or electronic device of the stabilizer bar device into functional modules. For example, the control device, vehicle-mounted controller or electronic device of the stabilizer bar device can include each functional module corresponding to each functional division, or two or more functions can be integrated into one processing module. The above integrated modules can be implemented in the form of hardware or in the form of software functional modules. It should be noted that the division of modules in the embodiments of the present application is illustrative, only a logical function division, and there may be other division methods in actual implementation.

[0146] The embodiments of the present application also provide a control device for a stabilizer bar device, and the control device includes an acquisition module and an adjustment module.

[0147] Among them, the acquisition module is used to acquire the road surface information of the target road section in front of the vehicle and the lateral state information of the vehicle; the adjustment module is used to adjust the opening degree of the proportional valve based on the road surface information and the lateral state information, so that the target stiffness value provided by the stabilizer bar matches the target road section.

[0148] In some embodiments, the road surface information includes the road surface type and / or the road surface curvature; the lateral state information includes at least one of the following: roll angle, lateral acceleration, and height difference between the left and right suspensions.

[0149] In some embodiments, the adjustment module is specifically used to determine the estimated lateral state information of the vehicle when passing through the target road section based on the road surface curvature in the road surface information and the lateral state information; determine the target opening degree corresponding to the proportional valve based on the estimated lateral state information, and adjust the opening degree of the proportional valve to the target opening degree.

[0150] In some embodiments, the adjustment module is specifically used to determine the roll influence factor based on the road surface type in the road surface information; the roll influence factor is used to represent the influence degree of the road surface type on the vehicle roll; determine the target stiffness value corresponding to the stabilizer bar device based on the roll influence factor and the estimated lateral state information; determine the target opening degree corresponding to the proportional valve based on the target stiffness value.

[0151] In some embodiments, the adjustment module is specifically used to construct a roll dynamics model of the vehicle based on the roll influence factor and the vehicle roll model; the roll dynamics model is used to represent the relationship between the total equivalent roll stiffness of the vehicle suspension system and the stabilizer bar device and the vehicle lateral state information under the excitation of the road surface information; determine the target stiffness value of the stabilizer bar device that satisfies the roll dynamics model based on the estimated lateral state information and the stiffness value of the suspension system.

[0152] In some embodiments, the adjustment module is specifically used to determine the equivalent shear elastic modulus corresponding to the stabilizer bar reaching the target stiffness value based on the structural information and mechanical information of the stabilizer bar and the target stiffness value; determine the target opening degree corresponding to the proportional valve based on the equivalent shear elastic modulus and the corresponding relationship between the shear elastic modulus of the stabilizer bar and the opening degree of the proportional valve.

[0153] In some embodiments, the acquisition module is specifically used to acquire the hydraulic signal and / or temperature signal corresponding to the stabilizer bar device; in the case where the hydraulic signal and / or temperature signal meets the preset abnormal conditions, the proportional valve is closed. The preset abnormal conditions include: the hydraulic value represented by the hydraulic signal exceeds the preset hydraulic threshold, and / or, the temperature value represented by the temperature signal exceeds the corresponding preset temperature threshold.

[0154] In some embodiments, the control device of the stabilizer bar device further includes an output module configured to output a prompt message when the hydraulic signal and / or the temperature signal meet a preset abnormal condition; the prompt message is used to indicate that there is a fault in the stabilizer bar device.

[0155] For the explanations of the control device of the stabilizer bar device provided above and the descriptions of the beneficial effects, reference can be made to the above method embodiments, and details are not repeated herein.

[0156] An embodiment of the present application further provides a stabilizer bar device, including: a stabilizer bar, a hydraulic cylinder, a proportional valve, an oil pipeline, and a controller. The proportional valve is disposed in the oil pipeline and is configured to adjust the oil inlet / return oil flow of the hydraulic cylinder to adjust the stiffness value of the stabilizer bar; the controller is configured to execute the control method of the stabilizer bar device provided in any one of the above embodiments.

[0157] Figure 6 It is a schematic structural diagram of an electronic device provided in an embodiment of the present application. As Figure 6 shown, the electronic device 130 includes, but is not limited to: a processor 1301 and a memory 1302.

[0158] Among them, the above-mentioned memory 1302 is used to store executable instructions of the above-mentioned processor 1301. It can be understood that the above-mentioned processor 1301 is configured to execute instructions to implement the control method of the stabilizer bar device in the above embodiments.

[0159] The processor 1301 is the control center of the electronic device, connects various parts of the entire electronic device through various interfaces and lines, runs or executes software programs and / or modules stored in the memory 1302, and calls data stored in the memory 1302 to execute various functions of the electronic device and process data, thereby performing overall control of the electronic device. The processor 1301 may include one or more processing modules. Optionally, the processor 1301 may integrate an application processor and a modem processor. Among them, the application processor mainly processes the operating system, user interface, and application programs, etc., and the modem processor mainly processes wireless communication. It can be understood that the above-mentioned modem processor may not be integrated into the processor 1301.

[0160] The memory 1302 can be used to store software programs and various data. The memory 1302 may mainly include a program storage area and a data storage area. Among them, the program storage area may store an operating system and application programs required by at least one functional module (such as an acquisition unit, a determination module, a processing unit), etc. In addition, the memory 1302 may include a high-speed random access memory, and may also include a non-volatile memory, such as at least one magnetic disk storage device, a flash memory device, or other volatile solid-state storage devices.

[0161] In some embodiments, the present application further provides a computer program product, which includes a computer program. When the computer program is executed by a device, the device is caused to execute the method as described in any one of the above.

[0162] In this way, through the computer program in the computer program product, it can be customized according to the specific requirements and operating conditions of the device, realizing a personalized control method and improving the adaptability and flexibility of device control.

[0163] In addition, the computer program product can be executed on different devices or systems, achieving cross-platform applicability, providing a unified control method for different types of devices, and improving the integration and interoperability of the system.

[0164] Although the present application has been described in conjunction with specific features and their embodiments, it is obvious that various modifications and combinations can be made without departing from the spirit and scope of the present application. Accordingly, this specification and the accompanying drawings are merely exemplary illustrations of the present application defined by the appended claims, and are considered to have covered any and all modifications, variations, combinations, or equivalents within the scope of the present application. Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalent technologies, the present application is also intended to include these changes and modifications.

[0165] In the description of the embodiments of the present application, specific features, structures, materials, or characteristics can be combined in a suitable manner in any one or more embodiments or examples.

[0166] The above is only the specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art can easily think of changes or substitutions within the technical scope disclosed by the present application, and all of them should be covered by the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims

1. A control method for a stabilizer bar device, characterized in that: The stabilizer bar device comprises a stabilizer bar, a hydraulic cylinder, a proportional valve and an oil pipeline, wherein the proportional valve is arranged in the oil pipeline and is used to adjust the oil inlet / return flow of the hydraulic cylinder to adjust the stiffness value of the stabilizer bar; the method comprises: Acquiring road surface information of a target road section ahead of the vehicle and lateral state information of the vehicle; The opening of the proportional valve is adjusted based on the road surface information and the lateral state information so that the target stiffness value provided by the stabilizer bar matches the target road section.

2. The method according to claim 1, characterized in that The road surface information includes road surface type and / or road surface curvature; the lateral state information includes at least one of the following: roll angle, lateral acceleration, and left and right suspension height difference.

3. The method according to claim 2, characterized in that The adjusting the opening of the proportional valve based on the road surface information and the lateral state information includes: Determining estimated lateral state information of the vehicle when passing through the target road section based on the road curvature in the road surface information and the lateral state information; A target opening corresponding to the proportional valve is determined based on the estimated lateral state information, and the opening of the proportional valve is adjusted to the target opening.

4. The method according to claim 3, characterized in that The determining the target opening corresponding to the proportional valve based on the estimated lateral state information includes: Determine a roll influence factor based on the road surface type in the road surface information; the roll influence factor is used to indicate the degree of influence of the road surface type on the vehicle roll; determining a target stiffness value corresponding to the stabilizer bar device based on the roll influence factor and the estimated lateral state information; A target opening degree corresponding to the proportional valve is determined based on the target stiffness value.

5. The method according to claim 4, characterized in that The determining a target stiffness value corresponding to the stabilizer bar device based on the roll influence factor and the estimated lateral state information includes: Based on the roll influencing factor and the vehicle roll model, a roll dynamics model of the vehicle is constructed; the roll dynamics model is used to represent the relationship between the sum of the equivalent roll stiffness of the vehicle suspension system and the stabilizer bar device and the lateral state information of the vehicle under the excitation of the road surface information; Based on the estimated lateral state information and the stiffness value of the suspension system, a target stiffness value of the stabilizer bar device that satisfies the roll dynamics model is determined.

6. The method according to claim 4, characterized in that The step of determining a target opening corresponding to the proportional valve based on the target stiffness value includes: Based on the structural information and mechanical information of the stabilizer bar and the target stiffness value, determining an equivalent shear elastic modulus corresponding to the target stiffness value of the stabilizer bar; Based on the equivalent shear elastic modulus and the corresponding relationship between the shear elastic modulus of the stabilizer bar and the opening of the proportional valve, a target opening corresponding to the proportional valve is determined.

7. The method according to any one of claims 1 to 6, characterized in that: The method further comprises: Acquiring a hydraulic pressure signal and / or a temperature signal corresponding to the stabilizer bar device; When the hydraulic pressure signal and / or the temperature signal meets a preset abnormal condition, the proportional valve is closed; the preset abnormal condition includes: The hydraulic pressure value represented by the hydraulic pressure signal exceeds a preset hydraulic pressure threshold, and / or the temperature value represented by the temperature signal exceeds a corresponding preset temperature threshold.

8. The method according to claim 7, characterized in that The method further comprises: When the hydraulic pressure signal and / or the temperature signal meets a preset abnormal condition, a prompt message is output; the prompt message is used to indicate that a fault exists in the stabilizer bar device.

9. A stabilizer bar device, characterized in that: include: A stabilizer bar, a hydraulic cylinder, a proportional valve, an oil pipeline and a controller, wherein the proportional valve is arranged in the oil pipeline and is used to adjust the oil inlet / return flow of the hydraulic cylinder to adjust the stiffness value of the stabilizer bar; The controller is configured to execute the method according to any one of claims 1-8.

10. An electronic device, characterized in that: The electronic device comprises a processor and a memory, wherein the processor is connected to the memory, and the memory stores computer instructions. When the computer instructions are executed on the electronic device, the electronic device executes the method according to any one of claims 1 to 8.

11. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer-executable instructions, and when the computer-executable instructions are executed on a computer, the computer is enabled to execute the method according to any one of claims 1 to 8.

12. A vehicle, characterized in that: Includes the stabilizer bar device as claimed in claim 9, or the electronic device as claimed in claim 10, or the computer-readable storage medium as claimed in claim 11.

13. A computer program product, comprising instructions, characterized in that: When the instructions are executed on a computer, the computer performs the method according to any one of claims 1 to 8.

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