A stabilizer bar system and a control method thereof

Abstract

The application relates to the technical field of automobile suspensions, in particular to a stabilizer bar system and a control method thereof. The stabilizer bar system comprises a first cylinder body, a piston part, a first stabilizer bar, a second stabilizer bar, a hydraulic mechanism, a flow valve, an energy recovery mechanism, a motion conversion mechanism and a control device, which are connected with the hydraulic mechanism, the flow valve and the energy recovery mechanism respectively and are used for controlling the opening degree of the flow valve according to the running state of a vehicle. The application is connected with the piston part at one end of the motion conversion mechanism and connected with the energy recovery mechanism at the other end, and the opening degree of the flow valve is adjusted by the control device to control the pressure difference in the first cylinder body, so that the piston part is driven to move, and the first stabilizer bar and the second stabilizer bar are switched between the relative connection state and the relative disconnection state. Meanwhile, the mechanical energy is converted and transmitted to the energy recovery mechanism according to the motion state of the piston part for recovery, the energy recovery efficiency is improved, and the collaborative control of the hydraulic mechanism and the electromagnetic mechanism is realized.

Description

Technical Field

[0001] This application relates to the field of automotive suspension technology, and in particular to a stabilizer bar system and its control method. Background Technology

[0002] A stabilizer bar (also known as an anti-roll bar) is an important component of a vehicle's suspension system, used to suppress body roll during cornering or on uneven road surfaces, improving driving stability. Traditional passive stabilizer bars have a fixed stiffness and cannot dynamically adjust according to the vehicle's driving conditions and road conditions. As a result, on bumpy roads, bumps from one side are transmitted to the other through the bar, causing lateral swaying of the vehicle and reducing ride comfort. To solve this problem, semi-active stabilizer bars are widely used. Semi-active stabilizer bars typically employ a hydraulic mechanism that allows the stabilizer bar to disconnect in off-road conditions, releasing independent travel for the left and right wheels and improving ground contact; and to connect in on-road conditions, providing anti-roll stiffness.

[0003] Although semi-active stabilizer bars can balance road anti-roll and off-road passability, the following problems still exist: (1) Most semi-active stabilizer bars currently use a piston-moving opening and closing of the center oil port structure to achieve automatic centering by using hydraulic difference. However, this centering process is completely passive. The centering speed is determined by the oil flow rate and the pressure difference on both sides of the piston. It cannot be actively adjusted according to the working conditions. Moreover, mechanical impact and noise are easily generated at the end of the centering process, and there is a lack of buffering function. (2) In semi-active stabilizer bars, coils and electromagnets are arranged on the stabilizer bar body to achieve adjustable damping. However, because the stabilizer bar is in continuous torsional motion, it needs to rely on sliding contact components such as brushes or slip rings to conduct current. Sliding contact components have problems such as rapid wear, poor contact and high maintenance costs in the oil environment, which makes the stabilizer bar less reliable. At the same time, some semi-active stabilizer bars adopt a "hydraulic-electric" multi-stage conversion scheme. Although this scheme avoids the problem of rapid wear of sliding contact components, the energy needs to go through multiple transmission paths such as torsion-hydraulic-mechanical rotation-electric energy in sequence. The energy path is long, and each stage has volume loss, mechanical friction and electromagnetic loss, resulting in low energy utilization efficiency of the entire stabilizer bar. Summary of the Invention

[0004] This application aims to at least solve one of the aforementioned technical problems existing in the prior art. Therefore, the purpose of this application is to provide a stabilizer bar system and its control method to solve the problem of low energy efficiency in existing stabilizer bars.

[0005] To achieve the above objectives, the technical solution adopted in this application is as follows: A stabilizer bar system, comprising: The first cylinder block has a first oil port on it; The piston is located inside the first cylinder and can reciprocate linearly within the first cylinder. A first stabilizer bar is connected to one end of the piston section; The second stabilizer bar is connected to the end of the first cylinder block away from the first stabilizer bar; A hydraulic mechanism, which is connected to the first oil port via a pipeline; A flow valve is provided on the pipeline between the hydraulic mechanism and the first oil port; An energy recovery mechanism, which is connected to the first stabilizer bar; A motion conversion mechanism is provided on the piston section, and the motion conversion mechanism is also connected to the energy recovery mechanism for converting energy and transferring it to the energy recovery mechanism according to the motion state of the piston section. A control device, which is connected to the hydraulic mechanism, the flow valve and the energy recovery mechanism respectively, is used to control the opening of the flow valve according to the vehicle operating status, thereby adjusting the movement of the piston to realize that the first stabilizer bar and the second stabilizer bar are in a relatively connected state or a relatively disconnected state, and to coordinately control the energy recovery mechanism to recover energy.

[0006] According to some embodiments of this application, the energy recovery mechanism includes a permanent magnet assembly, a power generation coil assembly, a rectifier, and an energy storage device. The permanent magnet assembly is disposed on the first stabilizing rod and connected to the motion conversion mechanism. The power generation coil assembly is sleeved on the permanent magnet assembly. The output end of the power generation coil assembly is connected to one end of the rectifier, and the other end of the rectifier is connected to the energy storage device.

[0007] According to some embodiments of this application, the rectifier includes a rectifier bridge, a power regulation component, and a drive circuit. The input terminal of the rectifier bridge is connected to the output terminal of the power generation coil assembly. The power regulation component is connected in series in the output circuit of the rectifier bridge. The input terminal of the drive circuit is connected to the control device, and the output terminal is connected to the power regulation component. The drive circuit is used to receive the pulse width modulation signal output by the control device and control the on and off duty cycles of the power regulation component, thereby adjusting the equivalent load resistance of the power generation coil assembly and realizing continuous adjustment of the electromagnetic damping force inside the power generation coil assembly.

[0008] According to some embodiments of this application, the first cylinder body is further provided with a second oil port and a third oil port. The first oil port is located between the second oil port and the third oil port. The second oil port is located near the first stabilizer bar, and the third oil port is located near the second stabilizer bar. The piston part can reciprocate linearly between the second oil port and the third oil port.

[0009] According to some embodiments of this application, the hydraulic mechanism includes a first solenoid valve, a second solenoid valve, a first pressure sensor, a second pressure sensor, and a check valve, wherein the first pressure sensor is disposed near the second oil port, and the second pressure sensor is disposed near the third oil port; The pipeline includes a first pipeline, a second pipeline, and a third pipeline that are interconnected. The first pipeline is connected to the first oil port. The flow valve is located on the first pipeline. The first solenoid valve is located between the first pipeline and the second pipeline and is used to control the on / off state between the first pipeline and the second pipeline. The second solenoid valve is located on the third pipeline and is used to control the on / off state of the third pipeline. The one-way valve is located between the first pipeline and the third pipeline and is used to limit the one-way flow of oil from the first pipeline to the third pipeline.

[0010] According to some embodiments of this application, the stabilizer bar system further includes a displacement sensor connected to the control device and disposed on the piston portion. The displacement sensor is used to monitor the displacement of the piston portion within the first cylinder and transmit the data to the control device.

[0011] A stabilizer bar system control method, applied to the stabilizer bar system, includes: The control device collects the status information of the vehicle where the stabilizer bar system is located, and determines the current working condition and selects the working mode based on the vehicle's status information; The control device controls the opening of the flow valve according to the working mode, thereby controlling the moving speed and position of the piston in the first cylinder, so as to achieve a relative connection or relative disconnection between the first stabilizer and the second stabilizer. The control device continuously adjusts the electromagnetic damping force by adjusting the duty cycle of the energy recovery mechanism based on the vehicle's status information and the selected operating mode, and performs energy recovery while adjusting the electromagnetic damping force.

[0012] According to some embodiments of this application, the control device collects the status information of the vehicle where the stabilizer bar system is located, and determines the current operating condition and selects the operating mode based on the vehicle status information, including: When the vehicle speed is less than 30 km / h, the absolute value of the steering wheel angle is less than 5° and the lateral acceleration is less than 0.25g, where g is the acceleration due to gravity, it is determined that the vehicle is traveling on a bumpy road and the working mode is selected as disconnected mode. When the vehicle speed is ≥30km / h or the lateral acceleration is >0.25g, it is determined that the vehicle is traveling on a flat road section, and the working mode is selected as connection mode; During the switching between disconnection mode and connection mode, if it is determined that the vehicle has just traveled from a bumpy road to a smooth road, the working mode is selected as buffer mode. When the steering wheel angular velocity is greater than the preset value, it is determined that the vehicle has a tendency to tilt, and the working mode is selected as active pretension mode.

[0013] According to some embodiments of this application, the control device controls the opening degree of the flow valve according to the working mode, thereby controlling the moving speed and position of the piston in the first cylinder, so as to realize that the first stabilizer and the second stabilizer are in a relatively connected state or a relatively disconnected state, including: When the working mode is disconnected, the control device controls the flow valve to be fully open, so that the first stabilizer bar and the second stabilizer bar are in a relatively disconnected state. When the working mode is the connection mode, the control device controls the flow valve to close, so that the first stabilizer bar and the second stabilizer bar are in a relative connection state; When the working mode is buffer mode, the control device controls the opening of the flow valve to gradually decrease according to the preset curve, so that the first stabilizer bar and the second stabilizer bar transition from a relatively disconnected state to a relatively connected state. When the working mode is active preload mode, the control device controls the flow valve to close, and the first stabilizer bar and the second stabilizer bar are in a relative connection state.

[0014] According to some embodiments of this application, the control device, based on the vehicle's state information and the selected operating mode, continuously adjusts the electromagnetic damping force by regulating the duty cycle of the energy recovery mechanism, and performs energy recovery simultaneously with the adjustment of the electromagnetic damping force, including: When the working mode is disconnected, the duty cycle of the energy recovery mechanism is set to zero, no electromagnetic damping force is generated, and no energy recovery is performed. When the working mode is connected, the control device calculates the target electromagnetic damping force in real time based on the vehicle's lateral acceleration and steering wheel angle, and adjusts the duty cycle of the energy recovery mechanism to achieve continuous adjustment of the electromagnetic damping force while recovering energy. When the working mode is buffer mode, the energy recovery mechanism applies auxiliary damping force according to the movement state of the piston to facilitate a smooth transition during the switching process between disconnection mode and connection mode. When the working mode is active pre-tightening mode, the control device actively increases the duty cycle of the energy recovery mechanism and applies electromagnetic damping force in advance to achieve pre-tightening anti-tilting.

[0015] The beneficial effects of this application are: This application connects one end of a motion conversion mechanism to a piston and the other end to an energy recovery mechanism. A control device adjusts the opening of a flow valve to control the pressure difference within the first cylinder, thereby driving the piston to move and switching between a relatively connected state and a relatively disconnected state between the first and second stabilizer rods. Simultaneously, mechanical energy is converted and transferred to the energy recovery mechanism for recovery based on the piston's motion state, improving energy recovery efficiency and achieving coordinated control of the hydraulic and electromagnetic mechanisms.

[0016] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0017] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic diagram of the stabilizer bar system of this application.

[0018] Figure 2 This is a schematic diagram of the connection between the hydraulic mechanism and the first cylinder. Figure 1 .

[0019] Figure 3 This is a schematic diagram of the connection between the hydraulic mechanism and the first cylinder. Figure 2 .

[0020] Figure 4 This is a flowchart of the control method for the stabilizer bar system in this application.

[0021] Figure 5 It is a curve comparing the movement of the piston section.

[0022] Figure label: 100, First cylinder block; 110, First oil port; 120, Second oil port; 130, Third oil port; 140, First chamber; 150, Second chamber; 160, First end cap; 170, Second end cap; 180, First connector; 190, Second connector; 200. Piston section; 210. Piston rod; 220. Piston body; 300, First stabilizer bar; 400, Second stabilizer bar; 500, Hydraulic mechanism; 510, First solenoid valve; 520, Second solenoid valve; 530, First pressure sensor; 540, Second pressure sensor; 550, Check valve; 560, First pipeline; 570, Second pipeline; 580, Third pipeline; 590, Accumulator; 600. Flow valve; 700. Energy recovery mechanism; 710. Permanent magnet assembly; 720. Generating coil assembly; 730. Rectifier; 731. Rectifier bridge; 732. Power regulation assembly; 733. Drive circuit; 734. Filter capacitor; 735. Current sampling resistor; 740. Energy storage device; 800. Motion conversion mechanism; 900. Control device; 1000, Displacement sensor; 2000, Second Cylinder Block. Detailed Implementation

[0023] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0024] In the description of this application, it should be understood that if directional descriptions are involved, such as up, down, front, back, left, right, etc., indicating the directional or positional relationship based on the directional or positional relationship shown in the accompanying drawings, it is only for the convenience of describing this application and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0025] In the description of this application, if words such as several, greater than, less than, exceeding, above, below, or within appear, "several" means one or more, "more than" means two or more, "greater than," "less than," "exceeding," etc. are understood to exclude the number itself, and "above," "below," "within," etc. are understood to include the number itself.

[0026] In the description of this application, the use of terms such as "first" and "second" is for the purpose of distinguishing technical features only, and should not be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated or the order of the technical features indicated.

[0027] In the description of this application, unless otherwise expressly defined, terms such as "setup," "installation," and "connection" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this application in conjunction with the specific content of the technical solution.

[0028] Reference Figures 1 to 5 The following are preferred embodiments of this application.

[0029] Depend on Figure 1As shown, this application provides a stabilizer bar system, including a first cylinder 100, a piston 200, a first stabilizer bar 300, a second stabilizer bar 400, a hydraulic mechanism 500, a flow valve 600, an energy recovery mechanism 700, a motion conversion mechanism 800, and a control device 900. The first cylinder 100 has a first oil port 110. The piston 200 is located within the first cylinder 100 and can reciprocate linearly within it. The first stabilizer bar 300 is connected to one end of the piston 200. The second stabilizer bar 400 is connected to the end of the first cylinder 100 away from the first stabilizer bar 300. The hydraulic mechanism 500 is connected to the first oil port 110 via a pipeline. The flow valve 600 is located between the hydraulic mechanism 500 and the piston 200. On the pipeline between the first oil ports 110; the energy recovery mechanism 700 is connected to the first stabilizer bar 300; the motion conversion mechanism 800 is provided on the piston part 200, and the motion conversion mechanism 800 is also connected to the energy recovery mechanism 700, for converting and transmitting energy to the energy recovery mechanism 700 according to the motion state of the piston part 200; the control device 900 is connected to the hydraulic mechanism 500, the flow valve 600 and the energy recovery mechanism 700 respectively, for controlling the opening of the flow valve 600 according to the vehicle operating state, thereby adjusting the motion of the piston part 200 to realize that the first stabilizer bar 300 and the second stabilizer bar 400 are in a relatively connected state or a relatively disconnected state, and cooperating to control the energy recovery mechanism 700 to recover energy.

[0030] This application connects one end of a motion conversion mechanism to a piston and the other end to an energy recovery mechanism. A control device adjusts the opening of a flow valve to control the pressure difference within the first cylinder, thereby driving the piston to move and switching between a relatively connected state and a relatively disconnected state between the first and second stabilizer rods. Simultaneously, mechanical energy is converted and transferred to the energy recovery mechanism for recovery based on the piston's motion state, improving energy recovery efficiency and achieving coordinated control of the hydraulic and electromagnetic mechanisms.

[0031] Figure 1 The X-axis is the axial direction, and the Y-axis is the radial direction.

[0032] In some embodiments, the first cylinder 100 is further provided with a second oil port 120 and a third oil port 130. The first oil port 110 is located between the second oil port 120 and the third oil port 130. The second oil port 120 is located near the first stabilizer bar 300, and the third oil port 130 is located near the second stabilizer bar 400. The piston part 200 can reciprocate linearly between the second oil port 120 and the third oil port 130.

[0033] Preferably, the first oil port 110 is located in the middle of the first cylinder 100, and the second oil port 120 and the third oil port 130 are located at both ends of the first cylinder 100 in the axial direction.

[0034] The end of the first stabilizer bar 300 away from the piston section 200 is connected to one side wheel of the vehicle, and the end of the second stabilizer bar 400 away from the first cylinder block 100 is connected to the other side wheel of the vehicle.

[0035] In some embodiments, the piston portion 200 includes a piston rod 210 and a piston body 220. The piston body 220 is disposed through the piston rod 210. The radial height of the piston body 220 is consistent with the radial height of the inner cavity of the first cylinder 100, to ensure that the piston body 220 forms an effective sealing fit and pressure chamber division between the piston body 220 and the inner wall of the first cylinder 100. The piston body 220 divides the inner cavity of the first cylinder 100 into a first chamber 140 and a second chamber 150 along the axial direction.

[0036] Furthermore, a sealing ring (not shown) is provided on the outer contour of the piston body 220. The width of the first oil port 110 in the axial direction is smaller than the width of the sealing ring, so that when the piston part 200 moves to the first oil port 110, the sealing ring can seal both sides of the first oil port 110 at the same time. Meanwhile, the second oil port 120 is connected to the first chamber 140, and the third oil port 130 is connected to the second chamber 150.

[0037] In some embodiments, the first cylinder body 100 is provided with a first end cap 160 and a second end cap 170 at both ends. The first end cap 160 and the second end cap 170 are respectively connected to the first cylinder body 100. The end of the piston rod 210 away from the piston body 220 passes through the first end cap 160 and is connected to the first stabilizer rod 300 through the first connector 180. The second stabilizer rod 400 is connected to the second end cap 170 through the first connector 180.

[0038] The first end cap 160 is provided with a second connector 190. There are two second connectors 190, which are respectively sleeved on the piston rod 210. The second connectors 190 are used to provide radial support and axial positioning for the piston rod 210, ensuring that the piston rod 210 moves back and forth in the axial direction within the first cylinder 100, and preventing swaying or jamming.

[0039] Preferably, the first end cap 160 and the second end cap 170 are threadedly connected to the first cylinder block 100; the first connecting member 180 is a spline; and the second connecting member 190 is a bearing.

[0040] Furthermore, the first end cap 160 is also provided with a spline groove (not shown), and the first stabilizer bar 300 is provided with a spline that mates with the spline groove, thereby realizing the connection between the first stabilizer bar 300 and the first end cap 160.

[0041] In some embodiments, the stabilizer bar system further includes a displacement sensor 1000, which is connected to the control device 900 and disposed on the piston portion 200. The displacement sensor 1000 is used to monitor the displacement of the piston portion 200 within the first cylinder 100 and send the data to the control device 900.

[0042] Preferably, the displacement sensor 1000 is mounted on the piston body 220.

[0043] In some embodiments, the flow valve 600 is a proportional flow valve or a high-speed switching valve, and the signal update rate or valve port action response frequency for executing the control command of the control device 900 is greater than or equal to 100Hz.

[0044] Preferably, the control device 900 is a vehicle control unit (ECU); the energy storage device 740 is an on-board battery or a supercapacitor.

[0045] In some embodiments, one end of the motion conversion mechanism is disposed on the piston body 220, and the other end is connected to the energy recovery mechanism 700. The motion conversion mechanism is a ball screw pair or a trapezoidal thread pair, preferably a ball screw pair.

[0046] Depend on Figure 2 and Figure 3 As shown, in some embodiments, the hydraulic mechanism 500 includes a first solenoid valve 510, a second solenoid valve 520, a first pressure sensor 530, a second pressure sensor 540, and a check valve 550. The first pressure sensor 530 is located near the second oil port 120 and is used to monitor the pressure at the second oil port 120. The second pressure sensor 540 is located near the third oil port 130 and is used to monitor the pressure at the third oil port 130. The first pressure sensor 530 and the second pressure sensor 540 are connected to the control device 900 and are used to transmit the monitored pressure information to the control device 900.

[0047] The pipeline includes a first pipeline 560, a second pipeline 570, and a third pipeline 580 that are interconnected. The first pipeline 560 is connected to the first oil port 110. A flow valve 600 is installed on the first pipeline 560. A first solenoid valve 510 is installed between the first pipeline 560 and the second pipeline 570 to control the connection between the first pipeline 560 and the second pipeline 570. A second solenoid valve 520 is installed on the third pipeline 580 to control the connection between the third pipeline 580. A one-way valve 550 is installed between the first pipeline 560 and the third pipeline 580 to limit the one-way flow of oil from the first pipeline 560 to the third pipeline 580.

[0048] In some embodiments, the hydraulic mechanism 500 further includes an accumulator 590 connected to the first pipeline 560. The function of the accumulator 590 varies under different operating conditions. Specifically, when the first stabilizer bar 300 and the second stabilizer bar 400 are in a relatively connected state, that is, when the vehicle is driving stably, the accumulator 590 can compensate for minor oil leaks in the hydraulic mechanism 500, maintain a certain pressure in each pipeline, and ensure that the stabilizer bar system can respond quickly to the commands of the control device 900 at any time.

[0049] At the instant when the first stabilizer bar 300 and the second stabilizer bar 400 switch between a relatively connected state and a relatively disconnected state, the pressure inside each pipeline will change. The accumulator 590 can effectively absorb these changing shocks, protect the hydraulic mechanism 500, and reduce noise and vibration.

[0050] In buffer mode, the stabilizer bar system needs to drive the piston 200 according to a specific speed curve. The accumulator 590 can quickly release energy to assist the action, or absorb energy when the action is too violent, making the process smoother.

[0051] The working process of the hydraulic mechanism 500 is as follows: the control device 900 controls the flow rate of the hydraulic oil inside the first chamber 140 and the second chamber 150 by controlling the opening and closing of the first solenoid valve 510 and the second solenoid valve 520, thereby generating a pressure difference, causing the piston 200 to move in the first cylinder 100. At the same time, the movement speed of the piston 200 is controlled by controlling the opening of the flow valve 600.

[0052] Therefore, when the first stabilizer bar 300 and the second stabilizer bar 400 are in a relatively connected state, that is, the pressure difference in the first cylinder 100 is controlled by the control device 900 to control the hydraulic mechanism 500, so that the pressure in the first chamber 140 and the second chamber 150 are equal, thereby limiting the displacement of the piston part 200 and the first stabilizer bar 300 in the axial direction, so that the first stabilizer bar 300 and the second stabilizer bar 400 are in a relatively fixed coupled state.

[0053] When the first stabilizer bar 300 and the second stabilizer bar 400 are in a relatively disconnected state, that is, the pressure difference in the first cylinder 100 is controlled by the control device 900 to control the hydraulic mechanism 500, so that the pressure in the first chamber 140 and the second chamber 150 are not equal, thereby allowing the piston part 200 and the first stabilizer bar 300 to be displaced in the axial direction, so that the first stabilizer bar 300 and the second stabilizer bar 400 are in a relatively decoupled motion state.

[0054] Depend on Figure 2As shown in the figure, the arrows indicate the direction of hydraulic oil flow. When the first solenoid valve 510 and the second solenoid valve 520 are closed, the check valve 550 is open, and the first stabilizer bar 300 and the second stabilizer bar 400 switch from a relatively disconnected state to a relatively connected state, the piston 200 moves from the position near the second oil port 120 to the position near the first oil port 110. At this time, the inherent hydraulic oil movement path originating from the first cylinder 100 and the accumulator 590 is divided into three paths: the first path, the second path, and the third path.

[0055] Specifically, the first path: the hydraulic oil flows through the first oil port 110 and the flow valve 600 to the accumulator 590; Second path: Hydraulic oil flows through the first oil port 110 and the flow valve 600, then flows sequentially to the check valve 550, the second pressure sensor 540 and enters the second chamber 150, and the piston body 220 moves to the first oil port 110. Third path: Hydraulic oil flows through the first oil port 110 and the flow valve 600, sequentially to the first solenoid valve 510, the first pressure sensor 530 and enters the first chamber 140, and the piston body 220 moves to the first oil port 110. By controlling the flow rate of each path, when the piston body 220 is located at the first oil port 110, the first chamber 140 and the second chamber 150 reach equilibrium, and the first stabilizer bar 300 and the second stabilizer bar 400 are in a relative connection state.

[0056] Depend on Figure 3 As shown in the figure, the arrows indicate the direction of hydraulic oil flow. When the first solenoid valve 510 and the second solenoid valve 520 are in the open state, the check valve 550 is in the open state, the first stabilizer bar 300 and the second stabilizer bar 400 are in a relatively open state, and the piston part 200 moves from the position near the second oil port 120 to the position near the first oil port 110, the hydraulic oil movement path in the second chamber 150 is divided into four paths: the fourth path, the fifth path, the sixth path and the seventh path.

[0057] Specifically, the fourth path: the hydraulic oil in the second chamber 150 flows to the accumulator 590 through the first oil port 110 and the flow valve 600; Fifth path: The hydraulic oil in the second chamber 150 flows through the first oil port 110, through the flow valve 600 to the check valve 550, the second solenoid valve 520, the first pressure sensor 530, and then into the first chamber 140. Sixth path: The hydraulic oil in the second chamber 150 flows through the first oil port 110, through the flow valve 600 to the first solenoid valve 510 and the first pressure sensor 530 in sequence, and then enters the first chamber 140; Seventh path: The hydraulic oil in the second chamber 150 flows through the third oil port 130 to the second pressure sensor 540, the second solenoid valve 520, and the first pressure sensor 530 in sequence, and then enters the first chamber 140.

[0058] Meanwhile, when the first solenoid valve and the second solenoid valve are open, the piston 200 can move freely back and forth inside the first cylinder 100, that is, within the first chamber 140 and the second chamber 150.

[0059] In some embodiments, the stabilizer bar system further includes a second cylinder 2000, one end of which is connected to the first cylinder 100, the first stabilizer bar 300 passes through the second cylinder 2000 and is connected to the piston rod 210, and the other end is connected to the wheel.

[0060] In some embodiments, the energy recovery mechanism 700 includes a permanent magnet assembly 710, a power generation coil assembly 720, a rectifier 730, and an energy storage device 740. The permanent magnet assembly 710 is mounted on the first stabilizing rod 300 and connected to the motion conversion mechanism 800. The power generation coil assembly 720 is sleeved on the permanent magnet assembly 710. The output end of the power generation coil assembly 720 is connected to one end of the rectifier 730, and the other end of the rectifier 730 is connected to the energy storage device 740.

[0061] Furthermore, the permanent magnet assembly 710 is fixedly disposed in the middle of the first stabilizing rod 300, and is arranged in a ring or with multiple pole pairs on both sides of the first stabilizing rod 300 in the radial direction. The generator coil assembly 720 is fixedly mounted on the inner wall of the second cylinder 2000 in the axial direction. The second cylinder 2000 is connected to the first cylinder 100 by threads.

[0062] In some embodiments, the rectifier 730 includes a rectifier bridge 731, a power conditioning component 732, and a drive circuit 733. The input terminal of the rectifier bridge 731 is connected to the output terminal of the generator coil assembly 720, and is used to convert the alternating current generated by the generator coil assembly 720 into direct current. The power conditioning component 732 is connected in series in the output circuit of the rectifier bridge 731. This output circuit is the DC output circuit of the rectifier bridge 731. The circuit starts from the DC positive and negative output terminals of the rectifier bridge 731, is connected in series with the power conditioning component 732, and ends at the energy storage device 740.

[0063] The input terminal of the drive circuit 733 is connected to the control device 900, and the output terminal is connected to the power regulation component 732. The drive circuit 733 is used to receive the pulse width modulation signal (PWM signal) output by the control device 900, and adjust the on and off duty cycle of the power regulation component 732 accordingly. By changing the equivalent impedance of the DC output circuit, the equivalent load resistance of the generator coil component 720 is adjusted, thereby realizing the continuous adjustment of the electromagnetic damping force inside the generator coil component 720.

[0064] Furthermore, the power regulation component 732 includes a power switching transistor (MOSFET) (not shown) and a freewheeling diode (not shown), connected in series between the DC bus and the energy storage device. It is used to receive the pulse width modulation signal output by the drive circuit 733, and to control the charging power to the energy storage device 740 by adjusting the on and off duty cycles of the power switching transistor. At the same time, during the off period of the power switching transistor, the freewheeling diode provides a freewheeling path for the energy storage device 740 and the line inductance, maintaining current continuity and preventing the reverse electromotive force from breaking down the power switching transistor.

[0065] In some embodiments, the energy recovery mechanism further includes a filter capacitor 734 and a current sampling resistor 735. The filter capacitor 734 is connected in parallel in the DC output circuit of the rectifier bridge 731 to smooth the pulsating DC voltage output by the rectifier bridge 731 and to provide a stable DC input voltage for the power regulation component 732. The current sampling resistor 735 is connected in series in the main circuit of the power regulation component 732. The main circuit refers to the DC power transmission path composed of the DC output terminal of the rectifier bridge 731, the power switch, the freewheeling diode, and the energy storage device. The current sampling resistor is used to collect the charging current signal flowing through the main circuit in real time and convert the current signal into a voltage to feed back to the control device 900 to realize closed-loop power regulation and overcurrent protection.

[0066] Preferably, the frequency of the pulse width modulation signal output by the control device 900 is 10kHz to 50kHz.

[0067] The working process of the energy recovery mechanism 700 is as follows: When the first stabilizer 300 and the second stabilizer 400 are in a relatively disconnected state, the first stabilizer 300 is twisted by an external force, which in turn drives the piston 200 connected to it to rotate. The motion conversion mechanism located on the piston 200 converts the rotational motion into the reciprocating linear motion of the permanent magnet assembly 710 relative to the power generation coil assembly 720, so that the permanent magnet assembly 710 can cut the magnetic field lines it generates and induce an electromotive force inside the power generation coil assembly 720. According to Faraday's law of electromagnetic induction, the induced electromotive force generated in the power generation coil assembly 720 is: E=N B l v, where E is the induced electromotive force (unit: V); N is the number of turns of the coil of the power generation coil assembly 720; B is the magnetic flux density generated by the permanent magnet assembly 710 (unit: T); l is the effective length of the magnetic field lines cut by the power generation coil assembly 720 (unit: m); v is the relative velocity between the permanent magnet assembly 710 and the power generation coil assembly 720 (unit: m / s).

[0068] Meanwhile, according to Lenz's law, the induced current generated in the power generation coil assembly 720 forms an Ampere force in the magnetic field that opposes the movement of the permanent magnet assembly 710, i.e., an electromagnetic damping force. This electromagnetic damping force is transmitted in the reverse direction to the first stabilizer 300 through the motion conversion mechanism 800, thereby realizing continuous resistance adjustment of the torsional motion of the first stabilizer 300.

[0069] Specifically, the generator coil assembly 720 outputs AC power to the rectifier bridge 731 based on the induced electromotive force, which converts it into DC power. The DC power is then smoothed and filtered by the parallel filter capacitor 734 to eliminate voltage ripple, resulting in the DC bus voltage, which then enters the DC output circuit of the power regulation assembly 732. The drive circuit 733 receives the pulse width modulation signal output from the control device 900 and adjusts the duty cycle of the power switch transistor in real time, thereby changing the equivalent impedance of the DC output circuit and mapping it to the equivalent load resistance of the generator coil assembly 720. The dynamic adjustment of the equivalent load resistance directly changes the magnitude of the induced current in the generator coil assembly 720, which in turn continuously adjusts the electromagnetic damping force acting on the permanent magnet assembly 710 through electromagnetic coupling. Finally, the motion conversion mechanism 800 feeds back the feedback to adaptive damping control of the torsional motion of the first stabilizer bar 300.

[0070] Simultaneously, during the electromagnetic damping adjustment process, the electrical energy output from the generator coil assembly 720 is rectified and then used to charge the energy storage device 740 through the power switch and freewheeling diode, achieving energy recovery. Specifically, the current sampling resistor 735 connected in series in the main circuit converts the charging current into a voltage signal in real time and feeds it back to the control device 900. Based on this, the control device 900 monitors the actual charging status, and on the one hand, uses it to adjust the duty cycle of the power switch in a closed loop to stabilize the output power; on the other hand, it immediately shuts off the drive signal when an overcurrent or short circuit abnormality is detected, thereby achieving rapid protection for the rectifier 730 and the energy storage device 740.

[0071] When the power switch is turned on, the DC bus voltage charges the energy storage device 740 through the main circuit. When the power switch is turned off, the freewheeling diode provides a freewheeling path for the energy storage device 740 and the main circuit, maintaining current continuity while preventing the power switch from being damaged by reverse electromotive force. By adjusting the duty cycle of the power switch during conduction and turn-off, the charging power and voltage can be dynamically controlled to achieve constant voltage or constant current charging strategies, thereby realizing energy recovery.

[0072] Set the circuit load resistance to R. load At that time, the output power is: ; In the formula, P e The output electrical power can also be understood as the effective power that ultimately enters the energy storage device 740, i.e., the electrical output; Rinternal R is the internal resistance of the generating coil, and I is the induced current in the main circuit; when R load =R internal At that time, the power output is at its maximum.

[0073] The formula for calculating electromagnetic damping force is: ; In the formula, F damping This is the electromagnetic damping force. Therefore, it can be seen that the electromagnetic damping force is directly proportional to the relative velocity v and the load resistance R. load Inversely proportional.

[0074] Therefore, the electromagnetic damping force can be continuously changed by adjusting the equivalent load resistance through pulse width modulation.

[0075] After the electromagnetic damping force changes, it is fed back to the first stabilizer bar 300. The formula for calculating the input power of the first stabilizer bar 300 is as follows: ; In the formula, P m ω is the input power of the first stabilizer bar 300, which can also be understood as the total mechanical power of the first stabilizer bar 300 torsion, i.e., mechanical input; F is the axial force of the permanent magnet assembly 710 (unit: N), T is the torque of the first stabilizer bar 300 (unit: N·m), and ω is the torsional angular velocity of the first stabilizer bar 300 (unit: rad / s).

[0076] The conversion of mechanical energy input from the first stabilizer bar 300 to electrical energy output requires two stages of energy conversion. The formula for calculating the overall system efficiency is as follows: ; In the formula: η total The total system efficiency is η. mech η represents the mechanical transmission efficiency of the motion conversion mechanism. gen This refers to the electromagnetic conversion efficiency.

[0077] By connecting the output power of the loop load resistor, the electromagnetic damping force formula, and the mechanical input power in series, the equivalent load resistance is adjusted by pulse width modulation, thereby changing the electromagnetic damping force and feeding it back to the closed-loop control logic of the first stabilizer bar.

[0078] In some embodiments, the duty cycle of the power switch is set to D, and 0≤D≤1.

[0079] When the power switch tube is turned on, both ends of the power generation coil assembly 720 are approximately short-circuited, the loop resistance is extremely small, the current is large, and the electromagnetic damping force is large; when the power switch tube is turned off, the current flows through the freewheeling diode to charge the energy storage device 740, the equivalent resistance of the loop is very large (approximately open circuit), the current is small, and the electromagnetic damping force is small. Since the control device 900 controls the power switch tube at a relatively high switching frequency, the coil current cannot change abruptly, and macroscopically the average current I increases monotonically with D. Therefore, by continuously adjusting D, an equivalent load resistance that is continuously adjustable from 0 to the maximum value can be obtained, thereby realizing continuous and stepless adjustment of the electromagnetic damping force.

[0080] Wherein, when D=0, the power switch tube is continuously turned off, the equivalent load resistance is infinite, and the electromagnetic damping force is the minimum; when D=1, the power switch tube is continuously turned on, the equivalent load resistance is relatively small, and the electromagnetic damping force is the maximum; when 0<D<1, the equivalent load resistance is between the two, and the electromagnetic damping force is continuously adjustable.

[0081] The equivalent load resistance is adjusted by the power adjustment component, so that the electromagnetic damping force can change continuously and steplessly between 0 and the maximum value, and the vehicle can adapt to various complex transition working conditions (such as the damping force gradually increasing when slowly entering a curve from a straight line), without sudden stiffness jump.

[0082] As shown in Figure 4 , the present application further provides a stabilizer bar system control method, comprising: S100. The control device 900 collects state information of the vehicle where the stabilizer bar system is located, and judges the current working condition according to the state information of the vehicle, and selects a working mode.

[0083] S110. Firstly, after the stabilizer bar system is powered on, it enters an initialization stage, in which the I / O (general purpose input / output) module, the ADC (analog-to-digital converter) module, the PWM (pulse width modulation) module and the CAN (controller area network) module need to be configured in sequence.

[0084] S120. The ADC (analog-to-digital converter) module collects the state information of the vehicle, including vehicle speed, steering wheel angle, lateral acceleration, position of the piston part 200, pressure of the hydraulic mechanism 500, current of the power generation coil assembly, and temperature of each operating component.

[0085] S130. The control device 900 judges whether it is in a fault state according to the state information of the vehicle. When any abnormal condition such as the detected pressure of the hydraulic mechanism 500 being lower than a preset safety threshold, the temperature of the operating component exceeding the upper limit, or the loss of the CAN signal is detected, the system is determined to be in a fault state.

[0086] S140. If it is determined that the vehicle is in a normal operating state, the current working condition is judged according to the state information of the vehicle, and the working mode is selected, including: When the vehicle speed is less than 30 km / h, the absolute value of the steering wheel angle is less than 5° and the lateral acceleration is less than 0.25g, where g is the acceleration due to gravity, it is determined that the vehicle is traveling on a bumpy road and the working mode is selected as disconnected mode.

[0087] When the vehicle speed is ≥30km / h or the lateral acceleration is >0.25g, it is determined that the vehicle is traveling on a flat road section, and the working mode is selected as the connection mode.

[0088] During the switching between disconnection mode and connection mode, if it is determined that the vehicle has just traveled from a bumpy road to a smooth road, the working mode is selected as buffer mode.

[0089] When the steering wheel angular velocity is greater than the preset value, it is determined that the vehicle has a tendency to tilt, and the working mode is selected as active pretension mode.

[0090] Preferably, the preset value range of the steering wheel angular velocity is 50° / s to 100° / s, which is equivalent to a rapid half-turn of the steering wheel in about 0.5 to 1 second. This usually corresponds to emergency lane changes or aggressive driving conditions. When the steering wheel angular velocity exceeds 100° / s, it usually means that the driver is making an emergency maneuver or aggressive control. At this time, the vehicle's tendency to roll is the most severe, and the control device 900 needs to intervene immediately with the maximum response speed to provide the maximum anti-roll torque. When the steering wheel angular velocity is between 50° / s and 100° / s, it indicates that the vehicle is about to enter a high-intensity cornering condition. The control device 900 should quickly increase the preset value of the electromagnetic damping force to cope with the upcoming continuous lateral force.

[0091] S200 and control device 900 control the opening of flow valve 600 according to the working mode, thereby controlling the moving speed and position of piston part 200 in first cylinder 100, so as to realize that the first stabilizer bar 300 and the second stabilizer bar 400 are in a relatively connected state or a relatively disconnected state.

[0092] When the operating mode is disconnected, the control device 900 controls the flow valve 600 to be fully open, so that the first stabilizer bar 300 and the second stabilizer bar 400 are in a relatively disconnected state.

[0093] When the operating mode is the connection mode, the control device 900 controls the flow valve 600 to close, so that the first stabilizer bar 300 and the second stabilizer bar 400 are in a relative connection state.

[0094] When the working mode is buffer mode, the control device 900 controls the opening of the flow valve 600 to gradually decrease according to the preset curve, so that the first stabilizer bar 300 and the second stabilizer bar 400 transition from a relatively disconnected state to a relatively connected state.

[0095] When the working mode is active pre-tightening mode, the control device 900 controls the flow valve 600 to close, and the first stabilizer bar 300 and the second stabilizer bar 400 are in a relative connection state.

[0096] Among them, by Figure 5 The diagram shows a comparison curve of the piston section 200 moving from the second oil port 120 or the third oil port 130 to the first oil port 110. The dashed line represents the piston movement speed and time curve in a conventional semi-active stabilizer bar, while the solid line represents the piston movement speed and time curve in this application.

[0097] Depend on Figure 5 It can be seen that 0S to 0.2S is the acceleration phase, during which the flow valve 600 gradually opens and the piston 200 accelerates from rest; 0.2S to 0.5S is the constant speed phase, during which the flow valve 600 maintains a constant opening and the piston 200 moves at a constant speed at maximum speed; 0.5S to 0.7S is the deceleration phase, during which the flow valve 600 component closes slightly and the piston 200 decelerates to avoid excessive speed when reaching the first oil port 110; 0.7S to 0.9S is the buffer phase, during which the flow valve 600 opening is further reduced to a slightly open position before approaching the first oil port 110, and the piston 200 creeps at a very low speed until the sealing ring completely closes the first oil port 110.

[0098] The ordinary semi-active stabilizer bar has an acceleration phase from 0S to 0.5S and a deceleration phase from 0.5S to 0.9S. When it reaches 0.9S, the piston part 200 reaches the first oil port 110. From 0.9S to 1.0S, due to the lack of a buffer setting, an impact occurs due to inertia.

[0099] Compared with the conventional piston movement speed and time curve of ordinary semi-active stabilizer bars, the piston 200 movement speed and time curve in this application has no obvious speed change, and the end speed approaches zero, which can reduce mechanical shock and noise.

[0100] S300 and control device 900, based on vehicle status information and selected operating mode, continuously adjust the electromagnetic damping force by regulating the duty cycle of energy recovery mechanism 700, and simultaneously recover energy while adjusting the electromagnetic damping force, including: When the operating mode is disconnected, the flow valve 600 is fully open, the duty cycle of the energy recovery mechanism 700 is set to zero, that is, the on and off duty cycle of the power switch tube is set to zero, no electromagnetic damping force is generated, and no energy recovery is performed.

[0101] When the working mode is connected, the flow valve 600 is closed, and the control device 900 calculates the target electromagnetic damping force in real time based on the vehicle's lateral acceleration and steering wheel angle. Based on the target electromagnetic damping force, the target current is calculated, and the electromagnetic damping force is continuously adjustable and the current is followed in a closed loop by adjusting the duty cycle of the power switch tube, while simultaneously recovering energy.

[0102] When the operating mode is buffer mode, the energy recovery mechanism 700 applies auxiliary damping force according to the motion state of the piston 200 to facilitate a smooth transition during the switching between disconnection and connection modes: based on the positional deviation between the current position of the piston 200 and the first oil port 110 and the corresponding motion speed deviation, according to... Figure 5 The piston 200's moving speed and time curve are used to calculate the target opening of the flow valve 600. The control device 900 drives the flow valve 600 to open to the target opening. At the same time, the auxiliary damping force is calculated and mapped to the duty cycle increment of the power switch tube. This is then superimposed on the basic control signal, causing the piston 220 to center at a set speed, i.e., move to the first oil port 110. When approaching the first oil port 110, the component reduces the opening of the flow valve 600 to achieve further smooth buffering action, reducing the impact between components and the noise generated during operation.

[0103] When the working mode is active pre-tightening mode, the control device 900 actively increases the on and off duty cycle of the power switch tube and applies electromagnetic damping force in advance to achieve pre-tightening anti-roll: when the steering wheel angular velocity is greater than the preset value, the on and off duty cycle of the power switch tube is increased to the corresponding value of strong damping, and the original control state is restored after a preset time (e.g., 0.5S).

[0104] The S400 and control unit 900 update the pulse width modulation signal in real time and send operating parameters such as current, voltage, and power to the vehicle controller synchronously via the CAN bus.

[0105] S500, cyclically execute S100 to S400 until the stabilizer bar system is de-energized.

[0106] Example 1 The stabilizer bar system and control method of this application are applied to hardcore off-road SUVs, such as the Tank series and Wrangler-like models. The application conditions include complex off-road surfaces (mud, rocks, desert), highway cruising, and mountain curves. The working mode switching logic of the stabilizer bar system for various application conditions is shown in Table 1.

[0107] Table 1 Working Mode Switching Logic

[0108] Specifically, when the driving conditions are extreme off-road and light off-road, the first stabilizer bar 300 and the second stabilizer bar 400 are in a relatively disconnected state; when the driving conditions are highway cruising, sport / cornering, the first stabilizer bar 300 and the second stabilizer bar 400 are in a relatively connected state; and when the driving conditions are centering and buffering, it is in buffering mode.

[0109] As shown in Table 1, by adopting the stabilizer bar system and control method of this application, zero damping can be achieved during extreme off-road driving, ensuring maximum travel, while also taking into account energy recovery during light off-road driving.

[0110] Example 2 The stabilizer bar system and control method of this application are applied to mid-to-large-sized luxury sedans, such as the Mercedes-Benz S-Class and Audi A8. The application conditions are urban roads, highways, and curves / ramps. The switching logic of the stabilizer bar system's working mode for various application conditions is shown in Table 2.

[0111] Table 2 Working Mode Switching Logic

[0112] Specifically, when driving on urban roads, the first stabilizer bar 300 and the second stabilizer bar 400 are in a relatively disconnected state; when driving on highways, curves / ramp roads, the first stabilizer bar 300 and the second stabilizer bar 400 are in a relatively connected state; and when driving in centering buffer mode, it is in buffer mode.

[0113] As shown in Table 2, by adopting the stabilizer bar system and control method of this application, energy is recovered as much as possible and driving smoothness is maintained, regardless of whether the first stabilizer bar 300 and the second stabilizer bar 400 are in a relatively connected state or a relatively disconnected state.

[0114] As can be seen from Embodiment 1 and Embodiment 2, this application can provide multiple working modes according to different working conditions, thereby improving the smoothness, stability and energy utilization efficiency of vehicle driving.

[0115] This application, by actively adjusting the opening of the flow valve and combining it with the position of the piston, allows the piston to move to the first oil port according to a preset speed curve and achieve buffering, which can effectively eliminate mechanical impact and noise between components; at the same time, by using the continuous adjustment of electromagnetic damping force to assist in the flexible buffering and centering of the piston, the smoothness of the piston operation is improved.

[0116] Meanwhile, the brushless design, employing a permanent magnet assembly that follows the movement of the first stabilizer bar and a fixed generator coil assembly, avoids wear and poor contact issues. Furthermore, by continuously adjusting the equivalent load resistance using pulse width modulation signals, the electromagnetic damping force is continuously adjusted, simultaneously converting mechanical energy into electrical energy for storage, thus improving the vehicle's overall energy recovery efficiency. The stabilizer bar system can switch between multiple operating modes according to actual working conditions, achieving synergy between hydraulic and electromagnetic systems. The integration of the motion conversion mechanism and energy recovery mechanism results in a compact structure for easy chassis placement.

[0117] In the description of this specification, the use of terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," and "some examples" indicates that the specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0118] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A stabilizer bar system, characterized in that: include: The first cylinder block has a first oil port on it; The piston is located inside the first cylinder and can reciprocate linearly within the first cylinder. A first stabilizer bar is connected to one end of the piston section; The second stabilizer bar is connected to the end of the first cylinder block away from the first stabilizer bar; A hydraulic mechanism, which is connected to the first oil port via a pipeline; A flow valve is provided on the pipeline between the hydraulic mechanism and the first oil port; An energy recovery mechanism, which is connected to the first stabilizer bar; A motion conversion mechanism is provided on the piston section, and the motion conversion mechanism is also connected to the energy recovery mechanism for converting energy and transferring it to the energy recovery mechanism according to the motion state of the piston section. A control device, which is connected to the hydraulic mechanism, the flow valve and the energy recovery mechanism respectively, is used to control the opening of the flow valve according to the vehicle operating status, thereby adjusting the movement of the piston to realize that the first stabilizer bar and the second stabilizer bar are in a relatively connected state or a relatively disconnected state, and to coordinately control the energy recovery mechanism to recover energy. The first cylinder body is also provided with a second oil port and a third oil port. The first oil port is located between the second oil port and the third oil port. The second oil port is located near the first stabilizer bar, and the third oil port is located near the second stabilizer bar. The piston part can reciprocate linearly between the second oil port and the third oil port. The hydraulic mechanism includes a first solenoid valve, a second solenoid valve, a first pressure sensor, a second pressure sensor, and a check valve. The first pressure sensor is located near the second oil port, and the second pressure sensor is located near the third oil port. The pipeline includes a first pipeline, a second pipeline, and a third pipeline that are interconnected. The first pipeline is connected to the first oil port. The flow valve is located on the first pipeline. The first solenoid valve is located between the first pipeline and the second pipeline and is used to control the on / off state between the first pipeline and the second pipeline. The second solenoid valve is located on the third pipeline and is used to control the on / off state of the third pipeline. The one-way valve is located between the first pipeline and the third pipeline and is used to limit the one-way flow of oil from the first pipeline to the third pipeline.

2. The stabilizer bar system according to claim 1, characterized in that, The energy recovery mechanism includes a permanent magnet assembly, a power generation coil assembly, a rectifier, and an energy storage device. The permanent magnet assembly is mounted on the first stabilizing rod and connected to the motion conversion mechanism. The power generation coil assembly is sleeved on the permanent magnet assembly. The output end of the power generation coil assembly is connected to one end of the rectifier, and the other end of the rectifier is connected to the energy storage device.

3. A stabilizer bar system according to claim 2, characterized in that, The rectifier includes a rectifier bridge, a power regulation component, and a drive circuit. The input terminal of the rectifier bridge is connected to the output terminal of the generator coil assembly. The power regulation component is connected in series in the output circuit of the rectifier bridge. The input terminal of the drive circuit is connected to the control device, and the output terminal is connected to the power regulation component. The drive circuit is used to receive the pulse width modulation signal output by the control device and control the on and off duty cycles of the power regulation component, thereby adjusting the equivalent load resistance of the generator coil assembly and realizing continuous adjustment of the electromagnetic damping force inside the generator coil assembly.

4. A stabilizer bar system according to claim 1, characterized in that, The stabilizer bar system also includes a displacement sensor, which is connected to the control device and is located on the piston section. The displacement sensor is used to monitor the displacement of the piston section within the first cylinder and transmit the data to the control device.

5. A control method for a stabilizer bar system, characterized in that, The stabilizer bar system applied to any one of claims 1-4 includes: The control device collects the status information of the vehicle where the stabilizer bar system is located, and determines the current working condition and selects the working mode based on the vehicle's status information; The control device controls the opening of the flow valve according to the working mode, thereby controlling the moving speed and position of the piston in the first cylinder, so as to achieve a relative connection or relative disconnection between the first stabilizer and the second stabilizer. The control device continuously adjusts the electromagnetic damping force by adjusting the duty cycle of the energy recovery mechanism based on the vehicle's status information and the selected operating mode, and performs energy recovery while adjusting the electromagnetic damping force.

6. The stabilizer bar system control method according to claim 5, characterized in that, The control device collects the status information of the vehicle where the stabilizer bar system is located, and determines the current operating condition and selects the operating mode based on the vehicle's status information, including: When the vehicle speed is less than 30 km / h, the absolute value of the steering wheel angle is less than 5° and the lateral acceleration is less than 0.25g, where g is the acceleration due to gravity, it is determined that the vehicle is traveling on a bumpy road and the working mode is selected as disconnected mode. When the vehicle speed is ≥30km / h or the lateral acceleration is >0.25g, it is determined that the vehicle is traveling on a flat road section, and the working mode is selected as connection mode; During the switching between disconnection mode and connection mode, if it is determined that the vehicle has just traveled from a bumpy road to a smooth road, the working mode is selected as buffer mode. When the steering wheel angular velocity is greater than the preset value, it is determined that the vehicle has a tendency to tilt, and the working mode is selected as active pretension mode.

7. A control method for a stabilizer bar system according to claim 6, characterized in that, The control device controls the opening of the flow valve according to the working mode, thereby controlling the moving speed and position of the piston in the first cylinder, so as to achieve a relative connection or relative disconnection between the first stabilizer and the second stabilizer, including: When the working mode is disconnected, the control device controls the flow valve to be fully open, so that the first stabilizer bar and the second stabilizer bar are in a relatively disconnected state. When the working mode is the connection mode, the control device controls the flow valve to close, so that the first stabilizer bar and the second stabilizer bar are in a relative connection state; When the working mode is buffer mode, the control device controls the opening of the flow valve to gradually decrease according to the preset curve, so that the first stabilizer bar and the second stabilizer bar transition from a relatively disconnected state to a relatively connected state. When the working mode is active preload mode, the control device controls the flow valve to close, and the first stabilizer bar and the second stabilizer bar are in a relative connection state.

8. The stabilizer bar system control method according to claim 7, characterized in that, The control device, based on the vehicle's status information and the selected operating mode, continuously adjusts the electromagnetic damping force by regulating the duty cycle of the energy recovery mechanism, and simultaneously performs energy recovery while adjusting the electromagnetic damping force, including: When the working mode is disconnected, the duty cycle of the energy recovery mechanism is set to zero, no electromagnetic damping force is generated, and no energy recovery is performed. When the working mode is connected, the control device calculates the target electromagnetic damping force in real time based on the vehicle's lateral acceleration and steering wheel angle, and adjusts the duty cycle of the energy recovery mechanism to achieve continuous adjustment of the electromagnetic damping force while recovering energy. When the working mode is buffer mode, the energy recovery mechanism applies auxiliary damping force according to the movement state of the piston to facilitate a smooth transition during the switching process between disconnection mode and connection mode. When the working mode is active pre-tightening mode, the control device actively increases the duty cycle of the energy recovery mechanism and applies electromagnetic damping force in advance to achieve pre-tightening anti-tilting.

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