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

Abstract

The present application discloses a control method for a stabilizer bar device, a stabilizer bar device, an electronic device and a vehicle, which relate to the field of vehicle technology and are used to solve the problem of hysteresis in adjusting vehicle body roll of existing stabilizer bar devices; the stabilizer bar device comprises: a stabilizer bar, a hydraulic cylinder, a proportional valve and an oil pipeline, the proportional valve is arranged in the oil pipeline, and is used to adjust the oil inlet or return flow of the hydraulic cylinder to adjust the stiffness value of the stabilizer bar; the control method comprises: obtaining road surface information of a target section in front of the vehicle and lateral state information of the vehicle; adjusting the opening of the proportional valve based on the road surface information and lateral state information so that the target stiffness value provided by the stabilizer bar matches the target section; by obtaining road surface information of the target section in front of the vehicle and lateral state information of the vehicle, adjusting the stabilizer bar device in advance so that the stabilizer bar obtains a target stiffness value matching the target section, and adjusting the vehicle body roll in advance.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular 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 turns, the body rolls due to centrifugal force. This is especially true in poor road conditions, where the vehicle is more prone to accidents. To prevent rollovers caused by excessive body roll while driving, most vehicles are equipped with stabilizer bars to suppress excessive body roll. Traditional passive stabilizer bars connect the suspension components on the left and right sides of the vehicle. When the vehicle turns, the suspension on one side compresses while the other side extends, causing the stabilizer bar to twist. The passive stabilizer bar relies on its own stiffness to counteract this deformation, thereby reducing the degree of deformation of the suspension system and achieving the effect of suppressing body roll. However, passive stabilizer bars only passively generate counter-torque after the body rolls, resulting in a physical delay, which limits vehicle performance and reduces the user experience. Summary of the Invention

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

[0004] In order to achieve the above purpose, this application adopts the following technical solutions

[0005] In a first aspect, the present 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 an oil pipeline. The proportional valve is disposed in the oil pipeline and is used to adjust the oil flow rate of the hydraulic cylinder to adjust the stiffness of the stabilizer bar. The control method includes: obtaining road surface information of a target road section ahead of the vehicle and information about the lateral state of the vehicle; and adjusting the opening of the proportional valve based on the road surface information and the lateral state information to ensure that the target stiffness provided by the stabilizer bar matches the target road section.

[0006] The control method of the stabilizer bar device provided in the embodiment of the present application adjusts the target stiffness value provided by the stabilizer bar according to the road surface information and 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. In other words, the stiffness of the stabilizer bar is adjusted in advance according to the road conditions in front of the vehicle and the current working conditions, 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 of the stabilizer bar device provided in the embodiment of the present application can reduce the response lag of the stabilizer bar, make the vehicle body posture more stable, and at the same time improve cornering accuracy and driving smoothness, ultimately optimizing driving safety and ride comfort.

[0007] In some embodiments, the road surface information includes road surface type and / or road surface curvature; and the lateral state information includes at least one of the following: roll angle, lateral acceleration, and left-right suspension height difference.

[0008] In some embodiments, the opening of the proportional valve is adjusted based on road surface information and lateral state information, including: 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 corresponding to the proportional valve based on the estimated lateral state information, and adjusting the opening of the proportional valve to the target opening.

[0009] In some embodiments, a target opening corresponding to the proportional valve is determined based on the estimated lateral state information, including: determining 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; and determining a target opening corresponding to the proportional valve based on the target stiffness value.

[0010] In some embodiments, a target stiffness value corresponding to a stabilizer bar device is determined based on a roll influence factor and estimated lateral state information, including: constructing a roll dynamics model of the vehicle based on the roll influence factor and a vehicle roll model; the roll dynamics model is used to represent the relationship between the sum of the equivalent roll stiffnesses of the vehicle suspension system and the stabilizer bar device and the vehicle lateral state information under the excitation of road surface information; based on the estimated lateral state information and the stiffness value of the suspension system, determining a target stiffness value of the stabilizer bar device that satisfies the roll dynamics model.

[0011] In some embodiments, the target opening corresponding to the proportional valve is determined based on the target stiffness value, including: determining the equivalent shear elastic modulus corresponding to the target stiffness value of the stabilizer bar based on the structural information and mechanical information of the stabilizer bar and the target stiffness value; determining the target opening corresponding to the proportional valve based on the equivalent shear elastic modulus and the correspondence between the shear elastic modulus of the stabilizer bar and the opening of the proportional valve.

[0012] In some embodiments, the method further includes: obtaining a hydraulic signal and / or a temperature signal corresponding to the stabilizer bar device; and closing the proportional valve if the hydraulic signal and / or the temperature signal meet a preset abnormal condition. The preset abnormal condition includes: a hydraulic pressure value represented by the hydraulic signal exceeding a preset hydraulic threshold, and / or a temperature value represented by the temperature signal exceeding a corresponding preset temperature threshold.

[0013] In some embodiments, the method further includes: outputting a prompt message when the hydraulic signal and / or the temperature signal meets a preset abnormal condition; the prompt message is used to indicate that there is a fault in the stabilizer bar device.

[0014] In a second aspect, an embodiment of the present application provides a stabilizer bar device, comprising: 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 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 control method of the stabilizer bar device provided by the above-mentioned first aspect and its possible implementation methods.

[0015] In a third aspect, an embodiment of the present application provides an electronic device comprising 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 control method of the stabilizer bar device provided by the first aspect and its possible implementation methods.

[0016] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, which stores computer execution instructions. When the computer execution instructions are run on a computer, the computer executes the control method of the stabilizer bar device provided by the above-mentioned first aspect and its possible implementation methods.

[0017] In a fifth aspect, an embodiment of the present application provides a vehicle, comprising 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.

[0018] 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 by the above-mentioned first aspect and its possible implementation methods.

[0019] The technical effects brought about by any implementation method of the third to sixth aspects mentioned above can refer to the technical effects brought about by the first or second aspect, and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0021] Figure 1 A schematic structural diagram of a stabilizer bar device provided in an embodiment of the present application;

[0022] Figure 2 A control process of a stabilizer bar device provided in an embodiment of the present application Figure 1 ;

[0023] Figure 3A control process of a stabilizer bar device provided in an embodiment of the present application Figure 2 ;

[0024] Figure 4 A control flow chart of a control method for a stabilizer bar device provided in an embodiment of the present application;

[0025] Figure 5 A control flow chart of another control method for a stabilizer bar device provided in an embodiment of the present application;

[0026] Figure 6 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application.

[0027] Reference numerals:

[0028] 100. Stabilizer bar device;

[0029] 10. Stabilizer bar; 20. Hydraulic cylinder; 30. Directional valve; 40. Proportional valve; 50. First relief valve; 60. Second relief valve; 70. Accumulator; 80. First sensor; 90. Second sensor;

[0030] 301, first port; 302, second port; 303, third port; 304, fourth port. DETAILED DESCRIPTION

[0031] In the embodiments of the present application, the terms "first," "second," "third," "fourth," "fifth," and "sixth" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the technical features indicated. Therefore, a feature specified as "first," "second," "third," "fourth," "fifth," and "sixth" may explicitly or implicitly include one or more of the features.

[0032] In the embodiments of the present application, the terms "comprises," "comprising," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, article, or apparatus comprising a series of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not preclude the presence of other identical elements in the process, method, article, or apparatus comprising the element.

[0033] “A and / or B” includes the following three combinations: A only, B only, and a combination of A and B.

[0034] In the embodiments of the present application, "parallel," "perpendicular," and "equal" include the described conditions and conditions similar to the described conditions, wherein the range of the similar conditions is within an acceptable deviation range, wherein the acceptable deviation range is determined by a person of ordinary skill in the art taking into account the measurement in question and the errors associated with the measurement of a particular quantity (i.e., the limitations of the measurement system). For example, "parallel" includes absolute parallelism and approximate parallelism, wherein the acceptable deviation range for approximate parallelism can be, for example, a deviation within 5°; "perpendicular" includes absolute perpendicularity and approximate perpendicularity, wherein the acceptable deviation range for approximate perpendicularity can also be, for example, a deviation within 5°. "Equal" includes absolute equality and approximate equality, wherein the acceptable deviation range for approximate equality can be, for example, that the difference between the two equal conditions is less than or equal to 5% of either condition.

[0035] When a vehicle turns, centrifugal force causes the vehicle body to roll. Excessive roll, especially on slippery, bumpy, or complex roads, can reduce tire grip and even cause a rollover. To prevent excessive roll, modern vehicles are commonly equipped with stabilizer bars (also known as anti-roll bars).

[0036] Traditional passive stabilizer bars work by mechanically connecting the left and right suspension components. When the vehicle turns, the inner suspension compresses and the outer suspension stretches, causing the stabilizer bar to twist. At this point, the stabilizer bar's inherent torsional stiffness generates a counter-torque, limiting the extent of suspension deformation and thus reducing body roll.

[0037] However, this passive design has an inherent flaw: it only takes effect after the vehicle body has already rolled, resulting in a noticeable response delay. This lag limits the vehicle's dynamic performance during aggressive driving or sudden obstacle avoidance, affecting both handling precision and ride comfort.

[0038] Based on this, an embodiment of the present application provides 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 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. In other words, the stiffness of the stabilizer bar is adjusted in advance according to the road conditions in front of the vehicle and the current working conditions, 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 embodiment of the present application can reduce the response lag of the stabilizer bar, make the vehicle body posture more stable, and at the same time improve cornering accuracy and driving smoothness, ultimately optimizing driving safety and ride comfort.

[0039] In order to illustrate the control method of the stabilizer bar device provided in the embodiment of the present application, the stabilizer bar device 100 is introduced below with reference to the accompanying drawings.

[0040] See also Figure 1 , Figure 1 FIG2 is a schematic structural diagram of a stabilizer bar device 100 provided in 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 an oil pipeline.

[0041] The stabilizer bar 10 primarily functions to reduce body roll and enhance ride comfort. When a vehicle turns, the body tends to roll. This causes the suspension systems on opposite sides of the vehicle to deform, compressing one side and stretching the other. By connecting the suspension systems on opposite sides of the vehicle, the stabilizer bar 10 suppresses deformation, reducing the roll angle and improving vehicle stability.

[0042] The hydraulic cylinder 20 serves as the system's core actuator, its cylinder body fixed to the vehicle frame or subframe. The midsection of the stabilizer bar 10 is rigidly connected to the piston within the hydraulic cylinder, forming a key node for force transmission. A proportional valve 40 is installed in the oil line connected to the hydraulic cylinder.

[0043] It should be understood that the proportional valve 40 is a component used to control the pressure or flow of a fluid. It adjusts the cross-sectional area (i.e., the opening) of the valve's internal pipeline proportionally to the magnitude of the input signal to control the output hydraulic or pneumatic pressure parameters, thereby achieving precise control of the fluid pressure or flow.

[0044] Therefore, in the embodiment of the present application, the proportional valve 40 can adjust the opening degree, thereby regulating the flow of oil in the oil circuit, and thus the flow and pressure of oil in and out of the hydraulic cylinder 20, thereby driving the piston to produce the desired displacement. This active piston displacement forces the stabilizer bar 10, to which it is rigidly connected, to undergo torsional deformation, thereby generating a precisely controllable anti-roll torque, thereby achieving active adjustment of the stiffness of the stabilizer bar 10.

[0045] In some embodiments, the stabilizer bar 10 is arranged transversely on the vehicle chassis, and its left and right ends are rigidly connected to the lower arms or shock absorbers of the suspensions on both sides, respectively, for synchronizing the vertical movement of the suspensions on both sides.

[0046] In some embodiments, as Figure 1 As shown, the stabilizer bar device 100 further includes a reversing valve 30, which includes a first port 301, a second port 302, a third port 303, and a fourth port 304. The first port 301 is communicable with at least one of the second port 302, the third port 303, and the fourth port 304, and the second port 302 is also communicable with at least one of the third port 303 and the fourth port 304. The reversing valve 30 can switch the internal oil passage by changing the position or state of the internal passage, thereby changing the oil inlet and return directions of the two chambers of the hydraulic cylinder 20, thereby controlling the motion state of the hydraulic cylinder piston.

[0047] It should be understood that the reversing valve 30 can be a solenoid valve, a mechanical valve, etc., and this application does not limit this. For the convenience of description, this application takes the solenoid valve as an example for description.

[0048] In some embodiments, as Figure 1 As shown, the proportional valve 40 is disposed 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 this application does not limit this. For ease of description, this application uses a solenoid proportional valve as an example for description.

[0049] In some embodiments, as Figure 1 As shown, the stabilizer bar assembly 100 further includes a first relief valve 50, a second relief valve 60, and an accumulator 70. The first relief valve 50 is connected to the first chamber at one end and to the accumulator 70 at the other end. The second relief valve 60 is connected to the second chamber at one end and to the accumulator 70 at the other end. The relief valves primarily protect the oil circuit. When the pressure in the oil circuit is excessive, the relief valves open to prevent further pressure increases in the system, thus avoiding damage to components due to overpressure and protecting the entire stabilizer bar assembly 100. The accumulator 70 is suitable for storing excess oil in the oil circuit to prevent damage to the stabilizer bar assembly 100 due to excessive pressure.

[0050] In some embodiments, the stabilizer bar device 100 provided in the embodiments of the present application further includes a controller. It should be understood that a controller is a device that can generate operational control signals based on instruction opcodes and timing signals, instructing devices such as reversing valves and proportional valves to execute control instructions. Exemplarily, the controller can be a central processing unit (CPU), a general-purpose processor, a 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 capabilities, such as circuits, devices, or software modules, and the embodiments of the present application do not impose any limitations on this.

[0051] The control method for a stabilizer bar device provided in the embodiments of the present application can be applied to the controller in the stabilizer bar device 100 or to other controllers in a vehicle, such as a vehicle control unit (VCU), without limitation in the embodiments of the present application. For ease of description, the embodiments of the present application illustrate the control method for a stabilizer bar device as applied to a vehicle control unit.

[0052] See also Figure 2The control method of the stabilizer bar device provided in the embodiment of the present application includes the following steps:

[0053] S101: Acquire road surface information of a target road section ahead of the vehicle and lateral state information of the vehicle.

[0054] The target road section's road surface information refers to the road conditions ahead of the vehicle, such as road type and curvature. This information can affect the vehicle's driving state and cause it to roll. Therefore, the proportional valve opening can be adjusted based on the target road section's road surface information to ensure that the target stiffness provided by the stabilizer bar matches the target road section, thereby preventing roll.

[0055] As an implementation method, the road surface information of the target road section includes at least one of the following: the road surface type and road surface curvature of the target road section ahead.

[0056] Road Surface Type: This refers to the real-time road conditions, including the road surface type, for the vehicle in its current direction of travel, as it approaches the target road section. Examples of road surface types include snow, sand, mud, rock, highway, flooded, and dirt roads. For example, a vehicle traveling on a rocky surface with poor surface roughness may be prone to rolling or hanging; while a vehicle traveling on a smooth surface such as snow may be prone to skidding. Road surface type influences the vehicle's driving state through properties such as flatness and smoothness.

[0057] Pavement curvature: Pavement curvature is a geometric parameter that describes the degree of curvature of the road surface in space. It reflects the curvature characteristics of the road surface (in plan or longitudinal section). The greater the curvature, the more severe the road curves; the smaller the curvature, the closer the road is to a straight line. Pavement curvature directly reflects the degree of road inclination and curvature, a key factor in vehicle roll.

[0058] It should be understood that the embodiments of the present application do not limit the method for obtaining road surface information of the target road section. As one implementation method, road surface information can be determined using a preview device in the vehicle. The preview device may include an image acquisition device and / or radar equipment capable of collecting point cloud data and / or images of the road surface in front of the vehicle and transmitting them to a controller via Gigabit Multimedia Serial Link 2 (GMSL-2). The controller uses a road surface recognition module to recognize the point cloud data and / or images of the road surface in front of the vehicle to obtain road surface information such as its flatness, curvature, and road surface type.

[0059] Lateral state information refers to the state information of the vehicle in the lateral direction (perpendicular to the vehicle's driving direction) during driving, such as the vehicle's roll angle, lateral acceleration, etc., which can be used to reflect the vehicle's roll risk. When the vehicle is moving straight, the vertical load of the stabilizer bar connecting the wheels on both sides is , the corresponding cornering stiffness of the tires on both sides is When the vehicle is turning, the dynamic load transfer between the wheels on both sides is , then: inner tire load The lateral stiffness is ;Outside tire load The lateral stiffness is .

[0060] When the vehicle's lateral acceleration is large and the vehicle has a large roll angle, it will cause a large dynamic load transfer , resulting in the average cornering stiffness of the tires on both sides ＜ , which will increase the vehicle's sideslip angle. Therefore, the opening of the proportional valve can be adjusted based on the vehicle's lateral state information to enable the stabilizer bar to better match the vehicle's lateral driving state, thereby preventing the vehicle from rolling.

[0061] 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, and the vehicle lateral state information reflects the driving state of the vehicle under the current road conditions. The combination of the two can more accurately predict the possible driving state of the vehicle on the target section.

[0062] For example, when a vehicle enters a curve with a large steering angle, the yaw angular velocity will increase significantly. If the road friction coefficient is low at this time (such as a wet road), the lateral acceleration may exceed the tire adhesion limit, resulting in the risk of skidding.

[0063] By collecting these parameters in real time using high-precision sensors (such as IMUs and steering angle sensors) and integrating them with vehicle dynamics models (such as 7-DOF or 15-DOF models), the vehicle's lateral dynamic response can be quantified. For example, on icy or snowy roads, the vehicle's sideslip angle threshold is significantly reduced, allowing the model to proactively adjust the control strategy accordingly.

[0064] As an implementation manner, the lateral state information includes at least one of the following: a roll angle, a lateral acceleration, and a suspension height difference.

[0065] Roll angle: Roll angle refers to the angle of rotation of the vehicle body about its longitudinal axis (X-axis) during driving due to factors such as centrifugal force, road inclination, or steering maneuvers. Roll angle is the angle (unit: degrees or radians) between the vehicle's actual attitude and the horizontal plane. It is one of the primary indicators of body roll and is used to adjust stabilizer bars. When a vehicle turns, the suspension on one side is compressed and the other side is stretched, causing the vehicle body to tilt and generate roll angle.

[0066] Lateral acceleration: This refers to the acceleration perpendicular to the vehicle's direction of travel. It's a key indicator of body roll and is used to adjust stabilizer bars. It reflects how quickly the vehicle's speed changes under the influence of lateral forces.

[0067] Suspension height difference: Due to lateral forces (such as centrifugal force during cornering, road inclination, or unilateral loads) acting on a vehicle while in motion, the different deformations of the suspension systems on both sides lead to a difference in suspension height, which in turn causes the vehicle to roll. For example, when a vehicle turns, the suspension on the outer wheels compresses (the vehicle body sinks) while the suspension on the inner wheels extends (the vehicle body rises), resulting in a height difference between the left and right sides. Additionally, uneven roads, uneven unilateral loads, or suspension system failures (such as aging shock absorbers or weak springs) can also cause suspension height differences in both static and dynamic conditions.

[0068] It should be understood that the embodiments of the present application do not limit the method of obtaining lateral state information. As one implementation method, the vehicle's roll angle and / or lateral acceleration can be obtained through an inertial measurement unit; as another implementation method, the suspension height collected by a height sensor set in the vehicle suspension can be used to determine the suspension height difference between the left and right suspensions.

[0069] 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.

[0070] Vehicles must cope with environmental uncertainties (such as unknown curves and sudden bumps) and the coupled dynamic behavior (roll and yaw interacting with each other) during driving. Relying solely on lateral state information (such as the roll angle measured by the IMU) when adjusting the stabilizer bar leads to a hysteresis control dilemma—stiffness is passively adjusted only after roll occurs, resulting in delayed roll suppression and easily causing hydraulic system pressure fluctuations, which can be noticeable to passengers. Relying solely on information from the road ahead cannot respond to real-time vehicle changes, resulting in a disconnect between stiffness adjustment and actual needs.

[0071] Therefore, the solution provided by the embodiments of this application adjusts the stiffness of the stabilizer bar based on road surface information and the vehicle's lateral state. This pre-increases stiffness before entering a curve to suppress roll, while dynamically fine-tuning the stiffness within the curve based on the real-time roll angle error (for example, rapidly increasing stiffness when the roll angle error exceeds a threshold), thus balancing handling stability and ride comfort.

[0072] It's easy to understand that adjusting stabilizer bar stiffness is essentially a hydraulic system energy conversion process: pressure, flow, and stiffness. The proportional valve controls the hydraulic oil flow area by varying its opening (0%-100%), thereby regulating hydraulic pressure. Since stabilizer bar stiffness and hydraulic pressure are linearly correlated, the target stiffness provided by the stabilizer bar can be matched to the desired road section by adjusting the proportional valve opening.

[0073] Therefore, by adjusting the opening of the proportional valve, the stiffness of the stabilizer bar can be controlled. A larger opening increases the stabilizer bar's regulating effect, while a smaller opening weakens it. By pre-adjusting the proportional valve opening based on estimated lateral state information, the stabilizer bar device enters its regulating state, avoiding forced delays in stabilizer bar adjustment and improving vehicle comfort during driving.

[0074] It can be seen that the control method of the stabilizer bar device provided in the embodiment of the present application adjusts the target stiffness value provided by the stabilizer bar according to the road surface information and 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. In other words, the stiffness of the stabilizer bar is adjusted in advance according to the road conditions in front of the vehicle and the current working conditions, 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 of the stabilizer bar device provided in the embodiment of the present application can reduce the response lag of the stabilizer bar, make the vehicle body posture more stable, and at the same time improve cornering accuracy and driving smoothness, ultimately optimizing driving safety and ride comfort.

[0075] In some embodiments, the accuracy of vehicle stabilizer bar control fundamentally depends on the ability to predict future vehicle posture. By collecting real-time dynamic information such as lateral acceleration, yaw rate, and steering wheel angle, and combining it with road characteristics such as curvature, slope, and friction coefficient, the system can build a vehicle dynamics model and predict the roll tendency of the vehicle as it passes through the road ahead. Based on this predictive capability, the control system can preemptively adjust the stabilizer bar's stiffness or actively apply anti-roll torque, thereby more accurately suppressing vehicle roll and improving driving stability and ride comfort.

[0076] As a possible implementation, see Figure 3 , the above S102 can be specifically implemented as follows:

[0077] S201: Determine estimated lateral state information of a vehicle when it passes through a target road section based on road curvature and lateral state information in road surface information.

[0078] It's understandable that road curvature (i.e., the degree of curve) directly impacts the theoretical lateral dynamics required when negotiating a vehicle: greater curvature requires greater centripetal acceleration to maintain trajectory, resulting in a stronger roll tendency. The rate of change in curvature (e.g., when entering a spiral curve) influences the dynamic response to roll, necessitating proactive adjustment of stabilizer bar stiffness to mitigate transient impacts.

[0079] The current lateral state (such as lateral acceleration, yaw rate, and roll angle) reflects the vehicle's real-time dynamics and forms the basis for prediction. Under steady-state conditions (such as cornering at a constant speed), the lateral acceleration directly matches the road curvature, and the estimated state can be simplified to a steady-state model calculation. Under transient conditions (such as lane changes or sudden changes in curvature), a vehicle dynamics model (such as a two-degree-of-freedom model) and state feedback can be combined to predict dynamic response lag or overshoot.

[0080] In other words, the control accuracy of the vehicle's stabilizer bar relies on a comprehensive prediction of the road surface curvature and the current lateral state (such as lateral acceleration and yaw rate). Road curvature determines the centripetal acceleration required for the vehicle to negotiate a curve, while the current lateral state reflects the vehicle's real-time dynamic response. Based on the road curvature and lateral state information contained in the road surface information, key parameters such as roll angle and lateral acceleration can be accurately estimated as the vehicle traverses the target road section, and corrections can be made to account for factors such as tire nonlinearity and load transfer.

[0081] For example, if the curvature of the road ahead is large and the vehicle's current lateral acceleration is high, the vehicle is expected to experience greater lateral acceleration and body roll when passing. Conversely, if the curvature of the road ahead is small and the lateral acceleration is low, the vehicle's roll and lateral force are expected to be smaller, and the vehicle's state is more stable.

[0082] S202 : Determine a target opening corresponding to the proportional valve based on the estimated lateral state information, and adjust the opening of the proportional valve to the target opening.

[0083] Understandably, determining the proportional valve target opening based on estimated lateral state information is more accurate because it employs a feedforward control approach, incorporating the dynamic requirements of future driving conditions. By acquiring the curvature of the road ahead, vehicle dynamics parameters, and current lateral state in real time, the vehicle's roll tendency and required anti-roll torque upon entering a curve are calculated in advance, allowing for more precise matching of the proportional valve opening requirements. This combined feedforward and feedback control approach significantly reduces system response latency, avoiding overshoot or undershoot, enabling the stabilizer bar to establish appropriate hydraulic or pneumatic support before body roll occurs, resulting in smoother and more precise body posture control.

[0084] In other words, the solution provided by this embodiment: by combining road surface information and vehicle status, active pre-adjustment of the vehicle's lateral state is achieved, so that the stabilizer bar device adjustment has both stability and comfort, giving the driver a better driving experience.

[0085] In some embodiments, road surface type (e.g., snow, sand, mud, rock, highway, wading, dirt road, etc.) influences vehicle driving conditions through factors such as friction coefficient, load-bearing capacity, and surface morphology. Different road surface types have varying influences on vehicle driving conditions. For example, when a vehicle is traveling on a rocky road, due to poor road surface smoothness, one side of the vehicle is prone to overhang. In this situation, the stabilizer bar requires a large degree of freedom to ensure that the vehicle tires adhere closely to the road surface under the action of the suspension, thereby achieving higher vehicle stability.

[0086] Therefore, as a feasible implementation method, the above S202 can be specifically implemented as follows:

[0087] S2021. Determine a roll influencing factor based on the road surface type in the road surface information.

[0088] Among them, the roll influence factor is used to indicate the degree of influence of road surface type on vehicle roll.

[0089] Different road surface types significantly influence vehicle driving behavior through characteristics such as friction coefficient, load-bearing capacity, and surface morphology. For example, the low friction coefficient of snow or ice significantly reduces tire grip, making it more likely to slip during acceleration, braking, and steering. Soft sand or mud, due to insufficient load-bearing capacity, can cause wheels to sink, increasing driving resistance and affecting passability. Irregular bumps on rocky roads generate high-frequency vibrations, affecting the suspension system and vehicle body stability. In contrast, paved roads have a high friction coefficient and a smooth surface, providing optimal handling and comfort. Furthermore, wading through water can temporarily reduce tire adhesion due to the water film effect, while slippery dirt roads are prone to rutting in rainy weather, further altering vehicle dynamic response. Therefore, it is necessary to accurately identify road surface types and predict their impact on vehicle dynamics in order to derive the corresponding roll influencing factors.

[0090] As a feasible implementation, the roll influence factor is determined based on a preset relationship between road surface type and roll influence factor. For example, n ranges from 1.4 to 2.6 for different road surface types, such as snow, sand, mud, rock, highway, wading, and dirt roads.

[0091] 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 larger the friction coefficient, the smaller the roll influence factor.

[0092] For example, on high-friction roads (such as dry asphalt), the tires have strong grip, sufficient lateral force transmission, and a small roll angle. On low-friction roads (such as slippery ice), the tires are prone to slipping, lack lateral support, and the roll angle may increase by 30-50%.

[0093] As another implementation method, the smoothness corresponding to the road surface type is positively correlated with the roll influence factor, that is, the larger the friction coefficient, the larger the roll influence factor.

[0094] S2022. Determine a target stiffness value corresponding to the stabilizer bar device based on the roll influence factor and the estimated lateral state information.

[0095] The roll influence factor comprehensively reflects the degree to which different road surfaces affect the vehicle's roll characteristics - for example, low-adhesion snow will amplify the roll risk, while high-friction paved roads allow more aggressive anti-roll control.

[0096] Combining information from the front curvature and estimated lateral conditions, the onboard controller accurately calculates the target stiffness of the stabilizer bar: a softer stiffness is used on low-grip surfaces to prevent further loss of tire grip, while a higher stiffness is applied on high-grip surfaces to fully suppress roll. This control strategy, which integrates road surface characteristics with dynamic prediction, adaptively adjusts the stabilizer bar stiffness to different driving scenarios, ensuring both handling stability and road adaptability.

[0097] As a feasible implementation method, S2022 can be specifically manifested as:

[0098] S301: Construct a vehicle roll dynamics model based on the roll influencing factors and the vehicle roll model.

[0099] It should be understood that the vehicle roll 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 vehicle lateral state information.

[0100] Essentially, a vehicle roll model uses mathematical formulas to simulate the vehicle body's tilting behavior during cornering. Its core objective is to calculate how factors such as lateral acceleration, suspension stiffness, and center of gravity height jointly influence the vehicle's roll angle. When a vehicle corners, centrifugal force causes the vehicle body to tilt outward, while the suspension system (including the stabilizer bar) generates a counter-torque to resist this tilt. The roll model quantifies this resistance and is typically represented as a second-order dynamic system involving mass, damping, and spring characteristics. Roll influencing factors are used as input variables to dynamically modify model parameters (such as the equivalent roll stiffness), enabling the model to provide a theoretical basis for controlling the stiffness of the stabilizer bar.

[0101] As an implementation approach, the vehicle roll model can be described as:

[0102] ;

[0103] in, is the sprung mass, is the lateral acceleration, is the distance from the sprung mass to the roll axis, g is the acceleration due to gravity, is the suspension stiffness, is the stabilizer bar stiffness, and φ is the roll angle.

[0104] Furthermore, based on the roll influencing factors and the vehicle roll model, a vehicle roll dynamics model can be constructed, so that the roll dynamics model can be 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 vehicle lateral state information under the excitation of road surface information.

[0105] As an implementation, the roll dynamics model can be as follows:

[0106] ;

[0107] Where n is the roll influence factor, is the sprung mass, is the lateral acceleration, is the distance from the sprung mass to the roll axis, g is the acceleration due to gravity, is the suspension stiffness, is the stabilizer bar stiffness, and φ is the roll angle.

[0108] In other words, to offset the adverse effects of different road surface types (such as low-grip snow or soft sand) on vehicle roll, the system dynamically calculates a roll influence factor n (n>1) based on real-time road conditions. This factor directly reflects the amplifying effect of the current road surface on roll stability. For example, if snow is detected, the system may determine n=1.5, meaning that the anti-roll stiffness (the sum of the equivalent roll stiffness of the vehicle's suspension system and stabilizer bar) must be increased to 1.5 times the baseline value to compensate for the risk of roll caused by reduced road adhesion.

[0109] S302 : Determine a target stiffness value of the stabilizer bar device that satisfies a roll dynamics model based on the estimated lateral state information and the stiffness value of the suspension system.

[0110] During vehicle roll, the suspension system's inherent deformation naturally generates a certain amount of anti-roll stiffness (e.g., the synergistic effect of springs and shock absorbers). However, this stiffness is often insufficient to completely suppress vehicle body tilt, especially during aggressive cornering or on low-grip roads. Therefore, when calculating the target stiffness of the stabilizer bar, it is necessary to accurately calculate it based on the stiffness provided by the suspension system.

[0111] It should be understood that the stiffness value of the suspension system can be measured by measuring its inherent roll stiffness through suspension geometric parameters and material properties (such as through force-displacement curve or finite element analysis), and the embodiments of the present application are not limited to this.

[0112] The stiffness value of the suspension system can then be combined with the roll dynamics model to infer the total stiffness value that meets the vehicle body stability requirements, and the stabilizer bar will eventually fill the difference between the two (target stiffness = required total stiffness - inherent stiffness of the suspension).

[0113] For example, if the model calculation requires a total stiffness of 5000 Nm / rad and the suspension only provides 3000 Nm / rad, the stabilizer bar must contribute an additional 2000 Nm / rad.

[0114] As a feasible implementation method, the target stiffness value of the stabilizer bar device can be determined by the following formula:

[0115] ;

[0116] As can be seen from S301-S302, the solution provided by this embodiment, through adaptively enhancing stiffness compensation based on roll influence factors, avoids the dilemma of traditional fixed-stiffness stabilizer bars: "too soft, leading to roll loss" or "too hard, leading to loss of grip." Furthermore, by combining a differential compensation strategy for the inherent suspension stiffness, this ensures that the stabilizer bar's intervention force seamlessly synergizes with the suspension system's natural anti-roll characteristics, neither excessively interfering with suspension comfort nor precisely filling the stiffness gap. This ensures that the synergy between the stabilizer bar and the suspension is neither redundant nor deficient, avoiding the impact of excessive stiffness on comfort while precisely suppressing roll. This results in a comprehensive improvement in driving safety and ride comfort.

[0117] S2023. Determine a target opening corresponding to the proportional valve based on the target stiffness value.

[0118] It's easy to understand that adjusting the proportional valve opening controls the stiffness of the stabilizer bar. A wider opening strengthens the stabilizer bar's regulating effect, and a smaller opening weakens it. By pre-adjusting the proportional valve opening based on estimated lateral state information, the stabilizer bar mechanism enters its regulating state, avoiding forced delays in stabilizer bar adjustment and improving vehicle comfort during driving.

[0119] 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.

[0120] As a feasible implementation method, S203 can be specifically expressed as follows:

[0121] S401 : Based on the structural information and mechanical information of the stabilizer bar and the target stiffness value, determine the equivalent shear elastic modulus corresponding to the stabilizer bar reaching the target stiffness value.

[0122] It should be understood that the shear modulus of elasticity is a key parameter in material mechanics that measures a material's ability to resist shear deformation. When a vehicle rolls, the suspension system deforms, causing the stabilizer bar to deform as well. The stabilizer bar resists this deformation by relying on its own structural and mechanical properties. This ability to resist deformation is the shear modulus, which is expressed as the stabilizer bar's stiffness.

[0123] Understandably, the stabilizer bar has a fixed shear modulus based on its structural and mechanical properties. To achieve the equivalent shear modulus corresponding to the target stiffness, oil pressure within the hydraulic cylinder is required to resist deformation of the stabilizer bar. The proportional valve adjusts the oil flow rate in the oil circuit by controlling its opening, thereby regulating the oil pressure within the hydraulic cylinder.

[0124] 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, the stabilizer bar is subjected to oil pressure, and the pressure direction is in the direction of suppressing deformation. During the deformation process of the stabilizer bar under force, the deformation amount With end force The relationship is as follows:

[0125] ;

[0126] It can be deduced as:

[0127] ;

[0128] because The work done is equal to the deformation potential energy in the stabilizer bar, so the following formula can be obtained:

[0129] ;

[0130] Thus:

[0131] ;

[0132] in, is the polar moment of inertia of the stabilizer bar; is the section moment of inertia of the stabilizer bar; is the elastic modulus of the stabilizer bar oblique arm, is the shear elastic modulus of the stabilizer bar after adjustment of the stabilizer bar device; For the stabilizer bar torsion arm, The length of the rod that stabilizes the torsional deformation of the rod, is the stabilizer bar bushing spacing, 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 oblique arm.

[0133] Based on the structural and mechanical information of the stabilizer bar and the above formula, the equivalent shear elastic modulus corresponding to the target stiffness value of the stabilizer bar can be obtained.

[0134] S402 : Determine a target opening of the proportional valve based on the equivalent shear elastic modulus and the corresponding relationship between the stabilizer bar shear elastic modulus and the proportional valve opening.

[0135] The above stabilizer bar force model demonstrates that the target stabilizer bar stiffness can be achieved by adjusting the equivalent shear modulus. The stabilizer bar's equivalent shear modulus directly determines its torsional stiffness, which requires dynamic adjustment via oil pressure. Therefore, the onboard controller first calculates the required equivalent shear modulus based on real-time operating conditions. It then converts this into a precise required oil pressure using a pre-established "shear modulus-oil pressure" relationship model.

[0136] It is understandable that the proportional valve, as an actuator for pressure regulation, has a definite nonlinear relationship between its opening and the output oil pressure. Therefore, the corresponding optimal valve opening can be inferred based on the target oil pressure value.

[0137] 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 achieves millisecond-level dynamic adjustment through the rapid response of the proportional valve. This allows the vehicle to optimize the anti-roll torque in real time according to the actual roll state when cornering, significantly improving handling stability and ride smoothness.

[0138] As can be seen from S2021-S2023, the solution provided by this embodiment, firstly, dynamically adjusts the roll influence factor based on the adhesion characteristics of different road types, such as snow and sand. This automatically reduces the vehicle's stiffness requirement on low-adhesion surfaces to prevent wheel lift-off, while increasing support force to suppress roll on high-adhesion surfaces, thereby improving the accuracy of stabilizer bar adjustment. Secondly, by integrating estimated lateral information based on the curvature of the road ahead and the real-time vehicle state, the system achieves proactive control, pre-adjusting the stabilizer bar stiffness before actual body roll occurs, completely eliminating the hysteresis problem of traditional feedback control.

[0139] In some embodiments, the stabilizer bar assembly 100 may be at risk of damage when the oil temperature and pressure are too high. For example, high oil temperature (typically >120°C) can cause a decrease in hydraulic oil viscosity, aging of seals, and accelerated oil oxidation and deterioration. Excessive pressure (e.g., exceeding the system's rated pressure) can cause oil pipe rupture, valve deformation, or rod structural fatigue. The combined effects of these factors can significantly reduce the reliability and service life of the stabilizer bar hydraulic system.

[0140] 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 oil data within the first chamber; the second sensor 90 is connected to the second chamber and is adapted to measure oil data within the second chamber. For example, the sensor may be an oil temperature and hydraulic pressure sensor, which is used to measure oil temperature and pressure data within the hydraulic cylinder.

[0141] It can be understood that the two pressure sensors configured in the stabilizer bar device can form a functionally redundant relationship with each other, thereby improving the reliability of system fault judgment.

[0142] As a feasible implementation method, the control method of the stabilizer bar device provided in the embodiment of the present application further includes:

[0143] S501: Acquire a hydraulic pressure signal and / or a temperature signal corresponding to a stabilizer bar device.

[0144] It should be understood that the embodiments of the present application do not limit the method of obtaining hydraulic signals and / or temperature signals. As a feasible implementation method, the vehicle-mounted controller can obtain the hydraulic signals and / or temperature signals corresponding to the stabilizer bar device through the above-mentioned first sensor 80 and / or second sensor 90.

[0145] As another feasible implementation method, the pressure value corresponding to the stabilizer bar device can be inferred from the motor current / torque (electro-hydraulic proportional valve) or piston displacement (cylinder stabilizer bar).

[0146] S502: When the hydraulic pressure signal and / or the temperature signal meet a preset abnormal condition, close the proportional valve.

[0147] The preset abnormal conditions include: a hydraulic pressure value represented by a hydraulic pressure signal exceeds a preset hydraulic pressure threshold, and / or a temperature value represented by a temperature signal exceeds a corresponding preset temperature threshold.

[0148] It should be understood that the components of the stabilizer bar device are connected by pipes (which may be made of metal, and this application does not impose any restrictions on this), and certain temperature and pressure thresholds apply. When the oil temperature and / or pressure within the stabilizer bar device 100 exceeds certain thresholds, it may damage the seals or cause the oil pipes to burst, affecting the normal operation of the stabilizer bar device and, in severe cases, even causing damage to the stabilizer bar device 100. Therefore, it is necessary to stop the stabilizer bar device 100 from operating when the oil temperature and pressure within the stabilizer bar device 100 exceed certain thresholds to protect the stabilizer bar device 100. Therefore, when the hydraulic pressure value represented by the hydraulic signal exceeds a preset hydraulic threshold, and / or the temperature value represented by the temperature signal exceeds a corresponding preset temperature threshold, the proportional valve is closed.

[0149] As an implementation manner, when the stabilizer bar device includes a reversing valve, when the hydraulic signal and / or the temperature signal meets a preset abnormal condition, it is also necessary to cut off the reversing valve to block the hydraulic circuit.

[0150] It should be noted that the preset hydraulic threshold and the preset temperature threshold are pre-set and can be set according to needs during actual application. The embodiments of the present application do not limit this.

[0151] As a feasible implementation method, the method further includes: outputting a prompt message when the hydraulic signal and / or the temperature signal meets a preset abnormal condition; the prompt message is used to indicate that there is a fault in the stabilizer bar device.

[0152] It should be understood that when the hydraulic and / or temperature signals within the stabilizer bar assembly meet pre-set abnormal conditions, the proportional valve closes and ceases regulation. This changes the vehicle's driving state, prompting the controller to promptly send a signal to the driver, enabling them to make timely adjustments to ensure driving safety.

[0153] It should be understood that the embodiments of this application do not limit the output method and content of the prompt information. As an implementation method, the prompt information can be displayed through the instrument panel, central control screen, etc., or the prompt information can be sent via voice. As an example, as an implementation method, the prompt information can be "Stabilizer bar system failure, please drive with caution."

[0154] As you can understand, the hydraulic signal directly reflects the stabilizer bar's stiffness adjustment capability, while the temperature signal is directly related to the stabilizer bar's thermal stability. Using these signals, the controller can identify risks such as stabilizer bar stiffness failure and mechanical fatigue caused by high-load operation, and promptly notify the driver, preventing roll accidents caused by control failure.

[0155] In some embodiments, see Figure 4 , Figure 4A control flow chart of a control method for a stabilizer bar device provided in an embodiment of the present application.

[0156] like Figure 4 As shown in the figure, the onboard controller can obtain the vehicle's lateral state information (roll angle φ and lateral acceleration a) through the vehicle's IMU (inertial measurement unit). It can also use a preview system (such as a camera or radar) to identify road surface data (road curvature r, road flatness Ra, and point cloud array) of the road ahead. Furthermore, it can obtain data such as vehicle speed V and gear position P / N / D / R through the vehicle's power domain. These signals are transmitted to the onboard controller via various communication methods, such as SPI, GMSL-2, and CAN.

[0157] After receiving various data, the onboard controller can process the input signal, including but not limited to filtering, difference calculation, etc., to obtain more accurate and reliable data. Then, the road surface recognition module can identify the road surface information of the target road section based on the road surface data.

[0158] Based on the acquired lateral state and road surface information, as well as the roll dynamics model, the target stiffness of the stabilizer bar is calculated and sent to the stabilizer bar adjustment module to determine the corresponding target opening of the proportional valve. Finally, the output signal is processed to generate a proportional valve control current, which the proportional valve operates based on to adjust the stabilizer bar state.

[0159] like Figure 4 As shown, the vehicle controller can also integrate a fault management module. The fault management module can output fault information in a timely manner when any information is abnormal, such as the inability to obtain road surface information in front of the vehicle or the temperature of the stabilizer bar is too high, to prompt the user to solve the problem in time.

[0160] In some embodiments, see Figure 5 , Figure 5 This is a control flow chart of another control method for a stabilizer bar device provided in an embodiment of the present application. Figure 5 As shown, the control method of the stabilizer bar device includes the following steps:

[0161] S1. Initialization.

[0162] In order to establish an accurate system baseline state and ensure control accuracy and safety, initialization operations are performed before adjusting the stabilizer bar stiffness.

[0163] Specifically, after confirming the validity of the switch signal (enable signal), the onboard controller is powered on and an initialization procedure is executed. This initialization procedure may include: calibrating the stabilizer bar's neutral position (eliminating mechanical zero-point deviation), checking the sensor (pressure, temperature) reference values ​​for normal operation, pre-charging the hydraulic system, removing air bubbles from the oil circuit, establishing a base pressure (e.g., 2 MPa), and resetting the reversing valve to its neutral position to ensure there is no residual command interference. This embodiment of the present application is not limited to this.

[0164] S2. Fault diagnosis.

[0165] 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 status (proportional valve / reversing valve resistance, coil on / off), CAN communication (signal packet loss rate, frame error detection), and vehicle fault codes (such as ESP / ABS system alarms).

[0166] If a fault is detected (such as valve body short circuit, CAN timeout), it enters S4 fault mode. If there is no fault, it enters S3 working mode.

[0167] S3, working mode.

[0168] Under normal working conditions, the stabilizer bar stiffness is dynamically controlled by adjusting the proportional valve opening. The steps are as follows:

[0169] Gear position judgment: If it is not D gear (such as P / N gear), disconnect the stabilizer bar (proportional valve opening is maximum, unloading state); if it is D gear, enter the road recognition module.

[0170] Road surface recognition: Based on the road surface flatness (Ra value) and point cloud data input by the preview system, it matches the preset road surface type (snow, sand, highway, etc.).

[0171] Stiffness calculation: This system uses the corresponding dynamic model to calculate the required stiffness based on the curvature of the road ahead, the current roll angle, and the lateral acceleration. Based on the target stiffness, it outputs the proportional valve control current (e.g., a 4-20mA signal).

[0172] Determine whether the stabilizer bar moves as instructed: If the stabilizer bar moves as instructed, return to the working mode and enter the next round of judgment to determine whether it is D gear; if the stabilizer bar does not move as instructed, enter the S4 fault mode.

[0173] S4, failure mode.

[0174] If the system detects a serious fault, it will initiate safety measures: closing the proportional valve and cutting off the hydraulic adjustment function. The stabilizer bar will then be rigidly connected (mechanically locked, stopping active adjustment).

[0175] S5. Fault reporting.

[0176] Standardized fault codes are sent to the entire vehicle via the CAN bus. The content may include: fault type (such as "valve body open circuit", "pressure over limit"), severity level (1-3, corresponding to the urgency of maintenance), and timestamp (the time when the fault occurred, used for log analysis).

[0177] In the embodiment of the present application, the control device of the stabilizer bar device, the on-board controller or the electronic device can be divided into functional modules according to the above method. For example, the control device of the stabilizer bar device, the on-board controller or the electronic device can include various functional modules corresponding to the various functional divisions, or two or more functions can be integrated into one processing module. The above-mentioned 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 embodiment of the present application is schematic and is only a logical functional division. There may be other division methods in actual implementation.

[0178] An embodiment of the present application further provides a control device for a stabilizer bar device, which includes an acquisition module and an adjustment module.

[0179] Among them, the acquisition module is used to obtain road surface information of the target section in front of the vehicle and the lateral state information of the vehicle; the adjustment module is used to 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 section.

[0180] In some embodiments, the road surface information includes road surface type and / or road surface curvature; and the lateral state information includes at least one of the following: roll angle, lateral acceleration, and left-right suspension height difference.

[0181] In some embodiments, the adjustment module is specifically used to determine the estimated lateral state information of the vehicle when it passes through the target section based on the road curvature in the road surface information and the lateral state information; determine the target opening corresponding to the proportional valve based on the estimated lateral state information, and adjust the opening of the proportional valve to the target opening.

[0182] In some embodiments, the adjustment module is specifically used to 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; based on the roll influence factor and the estimated lateral state information, the target stiffness value corresponding to the stabilizer bar device is determined; based on the target stiffness value, the target opening corresponding to the proportional valve is determined.

[0183] In some embodiments, the adjustment module is specifically used to construct a roll dynamics model of the vehicle based on the roll influencing factor and the vehicle roll model; 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 vehicle lateral state information under the excitation of road surface information; based on the estimated lateral state information and the stiffness value of the suspension system, the target stiffness value of the stabilizer bar device that meets the roll dynamics model is determined.

[0184] In some embodiments, the adjustment module is specifically used to determine the equivalent shear elastic modulus corresponding to the target stiffness value of the stabilizer bar based on the structural information and mechanical information of the stabilizer bar and the target stiffness value; based on the equivalent shear elastic modulus and the correspondence between the shear elastic modulus of the stabilizer bar and the opening of the proportional valve, determine the target opening corresponding to the proportional valve.

[0185] In some embodiments, the acquisition module is specifically configured to acquire a hydraulic signal and / or a temperature signal corresponding to the stabilizer bar device; and close the proportional valve if the hydraulic signal and / or the temperature signal meet a preset abnormality condition. The preset abnormality condition includes: a hydraulic pressure value represented by the hydraulic signal exceeding a preset hydraulic threshold, and / or a temperature value represented by the temperature signal exceeding a corresponding preset temperature threshold.

[0186] In some embodiments, the control device of the stabilizer bar device further includes an output module for outputting a prompt message when the hydraulic signal and / or the temperature signal meets a preset abnormal condition; the prompt message is used to indicate that there is a fault in the stabilizer bar device.

[0187] The explanation of the control device of the stabilizer bar device provided above and the description of the beneficial effects can be referred to the above method embodiment, and this application will not repeat them here.

[0188] An embodiment of the present application also provides a stabilizer bar device, comprising: 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 control method of the stabilizer bar device provided in any of the above embodiments.

[0189] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application. Figure 6 As shown, the electronic device 130 includes but is not limited to: a processor 1301 and a memory 1302 .

[0190] The memory 1302 is used to store executable instructions of the processor 1301. It is understood that the processor 1301 is configured to execute instructions to implement the control method of the stabilizer bar device in the above embodiment.

[0191] The processor 1301 is the control center of the electronic device. It uses various interfaces and lines to connect the various parts of the entire electronic device. By running or executing software programs and / or modules stored in the memory 1302 and calling data stored in the memory 1302, it performs various functions of the electronic device and processes data, thereby controlling the electronic device as a whole. The processor 1301 may include one or more processing modules. Optionally, the processor 1301 may integrate an application processor and a modem processor, wherein the application processor mainly processes the operating system, user interface, and application programs, and the modem processor mainly processes wireless communications. It is understandable that the above-mentioned modem processor may not be integrated into the processor 1301.

[0192] Memory 1302 can be used to store software programs and various data. Memory 1302 may primarily include a program storage area and a data storage area. 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, and a processing unit). Furthermore, memory 1302 may include high-speed random access memory and non-volatile memory, such as at least one disk storage device, a flash memory device, or other volatile solid-state storage device.

[0193] In some embodiments, the present application also provides a computer program product, which includes a computer program. When the computer program is executed by a device, the device executes any of the methods described above.

[0194] In this way, the computer program in the computer program product can be customized according to the specific needs and operating conditions of the device, realizing a personalized control method and improving the adaptability and flexibility of the device control.

[0195] In addition, the computer program product can be executed on different devices or systems to achieve cross-platform applicability, provide a unified control method for different types of devices, and improve the integration and interoperability of the system.

[0196] Although the present application has been described with reference to specific features and embodiments thereof, it is apparent that various modifications and combinations may be made thereto without departing from the spirit and scope of the present application. Accordingly, this specification and the drawings are merely illustrative of the present application as defined by the appended claims and are deemed to cover any and all modifications, variations, combinations or equivalents within the scope of the present application. Obviously, those skilled in the art may make various modifications and variations to the present application without departing from the spirit and scope of the present application. Thus, the present application is intended to include such modifications and variations as fall within the scope of the claims of the present application and their equivalents.

[0197] In the description of the embodiments of the present application, specific features, structures, materials or characteristics may be combined in an appropriate manner in any one or more embodiments or examples.

[0198] The above are only specific embodiments of the present application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

Claims

1. A control method for a stabilizer bar device, characterized in that: The stabilizer bar device includes a stabilizer bar, a hydraulic cylinder, a proportional valve, and an oil pipeline. 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 includes: Acquiring road surface information of a target road section ahead of the vehicle and lateral state information of the vehicle; the road surface information includes road surface type and / or road surface curvature; determining, based on the road curvature in the road surface information and the lateral state information, estimated lateral state information of the vehicle when passing through the target road section; Determining 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; the friction coefficient corresponding to the road surface type is negatively correlated with the roll influence factor, or the smoothness corresponding to the road surface type is positively correlated with the roll influence factor; 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 vehicle lateral state information under the excitation of the road surface information; Determining a 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; wherein the roll influencing factor is positively correlated with the target stiffness value; A target opening corresponding to the proportional valve is determined based on the target stiffness value, and the opening of the proportional valve is adjusted to the target opening 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 lateral state information includes at least one of the following: roll angle, lateral acceleration, and left-right suspension height difference.

3. The method according to claim 2, characterized in that Determining the target opening corresponding to the proportional valve based on the target stiffness value includes: determining, based on the structural information and mechanical information of the stabilizer bar and the target stiffness value, an equivalent shear elastic modulus corresponding to the stabilizer bar reaching the target stiffness value; 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.

4. The method according to any one of claims 1 to 3, characterized in that The method further comprises: obtaining 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.

5. The method according to claim 4, 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 there is a fault in the stabilizer bar device.

6. 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 provided 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 to 5.

7. 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 5.

8. 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 caused to execute the method according to any one of claims 1 to 5.

9. A vehicle, characterized in that: The device comprises the stabilizer bar device according to claim 6, the electronic device according to claim 7, or the computer-readable storage medium according to claim 8.

10. 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 5.

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