Vehicle suspension height self-adaption method and system

Abstract

The invention relates to the technical field of vehicle control, in particular to a vehicle suspension height self-adaption method and system. The vehicle suspension height self-adaption method comprises the steps that based on the running state of a vehicle, first road condition information in front of the vehicle is obtained at a first preset frequency; acquiring the speed of the vehicle and the distance from the vehicle to the uphill road section at a second preset frequency based on the uphill road section included in the first road condition information; controlling a front suspension of the vehicle to be compressed by a first height based on the fact that the ratio of the distance to the vehicle speed is smaller than the preset duration; if the distance is smaller than the preset length, controlling a rear suspension of the vehicle to extend by a second height, and acquiring second road condition information behind the vehicle; and based on the second road condition information that the rear wheels of the vehicle are located on the uphill road section, a rear suspension of the vehicle is controlled to be compressed at a preset speed until the compression amount reaches a third height. The suspension height self-adaption system for the vehicle is applied to the suspension height self-adaption method for the vehicle, and therefore the problem that the road holding force is insufficient when a commercial vehicle climbs a slope is solved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to a vehicle suspension height self-adaptation method and system. Background Art

[0002] When a vehicle is climbing a slope, the power generated by the engine needs to be transmitted to the ground through the contact point between the tire and the ground, thereby pushing the vehicle forward. When going uphill, the vehicle will be subject to a backward force component, and sufficient grip is required to ensure that power is effectively transmitted and to prevent the wheels from spinning. If a car does not have enough grip when climbing a slope, such as on an icy or snowy road, even if the engine outputs enough torque, the wheels will spin because they cannot obtain sufficient friction. The vehicle will not be able to climb the slope smoothly, and may even lose control and slide down the slope, causing an accident. Among various vehicles, commercial vehicles are larger in size and weight, and the stability of grip when climbing a slope is crucial to the driving safety of commercial vehicles.

[0003] Therefore, how to improve the grip of commercial vehicles when climbing slopes, thereby improving the stability of commercial vehicles when climbing slopes and ensuring the safety of vehicle driving has become one of the key research directions of commercial vehicles. Summary of the invention

[0004] In order to solve the problem of insufficient grip of commercial vehicles when climbing a slope, the present invention provides a method for self-adapting the height of a vehicle suspension. In a first aspect, the method for self-adapting the height of a vehicle suspension comprises: Step S10, based on the vehicle being in a driving state, obtaining first road condition information ahead of the vehicle in real time at a first preset frequency; Step S20, based on the first road condition information including an uphill section, obtaining the speed of the vehicle and the distance from the vehicle to the uphill section in real time at a second preset frequency; Step S30, based on the ratio of the distance to the vehicle speed being less than a preset time, controlling the front suspension of the vehicle to be compressed to a first height; Step S40, based on the distance being less than a preset length, controlling the rear suspension of the vehicle to extend to a second height, and acquiring second road condition information behind the vehicle; Step S50, based on the second road condition information including that the rear wheels of the vehicle are located on the uphill section, controlling the rear suspension of the vehicle to be compressed at a preset speed until the compression amount reaches a third height.

[0005] In some embodiments, step S30 includes: Step S31, obtaining the slope of the uphill section based on the ratio of the distance to the vehicle speed being less than a preset time; Step S32: Based on the slope, control the front suspension of the vehicle to compress to a first height; the first height is positively correlated with the slope.

[0006] In some embodiments, the step S31 includes: based on the ratio of the distance to the vehicle speed being less than a preset time, obtaining the slope of the uphill section and the corresponding preset safe vehicle speed; the preset safe vehicle speed is negatively correlated with the slope; The step S32 includes: based on the vehicle speed being less than the preset safety speed, controlling the front suspension of the vehicle to compress to a first height according to the slope and the vehicle speed; the first height is positively correlated with the slope; and the first height is negatively correlated with the vehicle speed.

[0007] In some embodiments, in the step S30, the first height is positively correlated with the cargo weight of the vehicle.

[0008] In some embodiments, in step S40, the second height is positively correlated with the slope.

[0009] In some embodiments, step S40 includes: based on the vehicle speed being less than the preset safety speed and the distance being less than a preset length, controlling the rear suspension of the vehicle to extend to a second height, and obtaining second road condition information behind the vehicle; the second height is negatively correlated with the vehicle speed.

[0010] In some embodiments, in the step S40, the second height is negatively correlated with the cargo weight of the vehicle.

[0011] In some embodiments, the vehicle is rear-wheel driven; and the third height is greater than the sum of the first height and the second height.

[0012] In some embodiments, step S50 includes: Step S51, based on the second road condition information including that the rear wheels of the vehicle are located on the uphill section, controlling the first suspension in the rear suspension of the vehicle to be compressed at a preset speed until the compression reaches a third height; the vehicle includes rear wheels, a rear axle and a rear suspension; the rear wheels include a first wheel and a second wheel; the rear axle includes a first axle and a second axle; the rear suspension includes a first suspension and a second suspension; the first axle is detachably connected to the first wheel and the first suspension respectively; the second axle is detachably connected to the second wheel and the second suspension respectively; the first suspension is located on the side of the second suspension close to the rear of the vehicle.

[0013] In a second aspect, the present invention provides a vehicle suspension height adaptive system, wherein the vehicle suspension height adaptive system is applied to any vehicle suspension height adaptive method described in the first aspect, and the vehicle suspension height adaptive system comprises: A first acquisition module, wherein the first acquisition module acquires first road condition information ahead of the vehicle in real time at a first preset frequency based on the vehicle being in a driving state; a second acquisition module, wherein the second acquisition module acquires the speed of the vehicle and the distance from the vehicle to the uphill section in real time at a second preset frequency based on the fact that the first road condition information includes an uphill section; a first control module, wherein the first control module controls the front suspension of the vehicle to be compressed to a first height based on a ratio of the distance to the vehicle speed being less than a preset time period; a second control module, the second control module controlling the rear suspension of the vehicle to extend to a second height based on the distance being less than a preset length; a third acquisition module, the third acquisition module acquiring second road condition information behind the vehicle; The third control module controls the rear suspension of the vehicle to be compressed at a preset speed until the compression amount reaches a third height based on the second road condition information including that the rear wheels of the vehicle are located on the uphill section.

[0014] In order to solve the problem of insufficient grip of commercial vehicles when climbing a slope, the present invention has the following advantages: The sensing device installed on the front of the vehicle sends a signal before the uphill road condition occurs, and at the same time obtains the vehicle's speed and the distance to the uphill section. Based on these factors, the time when the vehicle enters the uphill section is determined, and the front suspension of the vehicle is compressed and the rear suspension is extended in sequence, so that the center of gravity of the vehicle can move forward, thereby enhancing the grip of the front wheels of the vehicle, making the vehicle body more stable when the front wheels enter the uphill section. Then, through the sensing device on the rear wheels of the vehicle, after the rear wheels of the vehicle also enter the uphill section, the rear suspension of the vehicle is compressed, so that the center of gravity is transferred to the rear of the vehicle, the grip of the rear wheels is enhanced, and the vehicle is prevented from slipping. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 A schematic flow chart of a vehicle suspension height adaptation method according to an embodiment is shown; Figure 2 A schematic diagram of functional modules of a vehicle suspension height adaptive system according to an embodiment is shown; Figure 3 A schematic diagram of a vehicle according to an embodiment is shown; Figure 4 Shows Figure 3 A partial schematic diagram of the illustrated embodiment.

[0016] Figure numerals: 10 vehicle frame; 20 front suspension; 30 front wheel; 40 rear suspension; 41 first suspension; 42 second suspension; 50 rear wheel; 51 first wheel; 52 second wheel; 60 rear axle; 61 first axle; 62 second axle; 70 front axle; 80 vehicle suspension height adaptive system; 81 first acquisition module; 82 second acquisition module; 83 first control module; 84 second control module; 85 third acquisition module; 86 third control module. DETAILED DESCRIPTION

[0017] The present disclosure will now be discussed with reference to several exemplary embodiments. It should be understood that these embodiments are discussed only to enable those skilled in the art to better understand and thus implement the present disclosure, rather than implying any limitation on the scope of the present disclosure.

[0018] As used herein, the term "including" and its variants are to be interpreted as open-ended terms meaning "including but not limited to". The term "based on" is to be interpreted as "based at least in part on". The terms "one embodiment" and "an embodiment" are to be interpreted as "at least one embodiment". The term "another embodiment" is to be interpreted as "at least one other embodiment". The orientation or position relationship indicated by the terms "upper", "lower", "left", "right", "front", "back", "top", "bottom", "inner", "outer", "vertical", "horizontal", "lateral", "longitudinal" and the like is based on the orientation or position relationship shown in the accompanying drawings. These terms are mainly for better describing the present application and its embodiments, and are not used to limit the indicated devices, elements or components to have a specific orientation, or to be constructed and operated in a specific orientation. In addition, in addition to being used to indicate an orientation or position relationship, some of the above terms may also be used to indicate other meanings, such as the term "upper" may also be used to indicate a certain dependency or connection relationship in some cases. For those of ordinary skill in the art, the specific meanings of these terms in this application can be understood according to the specific circumstances. In addition, the terms "install", "set", "provided with", "connected" and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral structure; it can be a mechanical connection, or an electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, or it can be an internal connection between two devices, elements or components. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to the specific circumstances. In addition, the terms "first", "second", etc. are mainly used to distinguish different devices, elements or components (the specific types and structures may be the same or different), and are not used to indicate or imply the relative importance and quantity of the indicated devices, elements or components. Unless otherwise specified, "plurality" means two or more.

[0019] Due to the size and weight of commercial vehicles, the stability of grip when going uphill is very important. If the grip is insufficient, the wheels will spin when going uphill, and the vehicle may not be able to move forward or even cause a serious traffic accident. How to improve the grip of the vehicle has always been an important issue related to vehicle driving safety. In this embodiment, a method for adaptive suspension height of a vehicle is provided, such as Figure 1 As shown, the vehicle suspension height adaptive method includes steps S10 to S50, and each step is described in detail as follows: Step S10: Based on the vehicle being in a driving state, first road condition information ahead of the vehicle is acquired in real time at a first preset frequency.

[0020] Step S20, based on the first road condition information including an uphill section, the vehicle speed and the distance from the vehicle to the uphill section are obtained in real time at a second preset frequency, so as to determine the time of entering the uphill section in real time to accurately control the lifting and lowering of the suspension system.

[0021] Step S30, based on the ratio of the distance to the vehicle speed being less than the preset time, the front suspension 20 of the vehicle is controlled to be compressed to a first height. Before the vehicle is about to enter an uphill section, the front suspension 20 of the vehicle is compressed and lowered, thereby optimizing the weight distribution, moving the center of gravity forward, stabilizing the vehicle posture, and increasing the grip of the front wheel 30 that first contacts the slope, so that the vehicle runs smoothly. The preset time can be 2s or 1s or other corresponding time, and the first height can be adjusted accordingly according to the slope gradient, etc.

[0022] Step S40, based on the distance being less than the preset length, the rear suspension 40 of the vehicle is controlled to extend to a second height, and the second road condition information behind the vehicle is obtained. While controlling the front suspension 20 of the vehicle to compress and lower its height, the rear suspension 40 is controlled to raise its height, so that the posture can be further adjusted, so that the center of gravity is transferred to the front wheel 30, which is beneficial to the stability of the vehicle at the beginning of the uphill. Among them, the preset length can be a length value of 0 or 1m, 2m, etc. In addition, the height of the front suspension 20 is lowered in advance, so that in the initial stage of the slow uphill, the front of the vehicle has a descending action before being lifted by the slope, thereby reducing the distance that the slope lifts the front of the vehicle, which is beneficial to ensuring the balance of the driver's body and then ensuring the stability of driving.

[0023] Step S50, based on the second road condition information including that the rear wheel 50 of the vehicle is located on an uphill section, the rear suspension 40 of the vehicle is controlled to be compressed at a preset speed until the compression amount reaches a third height. When the rear wheel 50 also enters the uphill section, the rear suspension 40 is controlled to be compressed to reduce the height, thereby increasing the adhesion between the rear wheel 50 and the ground, thereby ensuring the overall grip of the commercial vehicle is balanced, reducing slippage, and helping the vehicle to climb more stably.

[0024] In this embodiment, step S30 may include step S31 to step S32, and each step is described in detail as follows: Step S31, based on the ratio of the distance to the vehicle speed being less than a preset time, the slope of the uphill section is obtained.

[0025] Step S32, according to the slope, the front suspension 20 of the vehicle is controlled to be compressed to a first height, and the first height is positively correlated with the slope. The higher the slope of the uphill section, the smaller the adhesion between the front wheel 30 and the ramp. In order to prevent the front of the vehicle from tilting too much and causing too much impact on the driver, the front suspension 20 of the vehicle can be compressed to a greater extent under the condition of a high slope, thereby enhancing the stability of the front of the vehicle when going uphill. At the same time, the height of the front suspension 20 should also be higher than the limit value to avoid excessive compression and failure to play a buffering role.

[0026] In this embodiment, step S31 includes: based on the ratio of the distance to the vehicle speed being less than the preset time, obtaining the slope of the uphill section and the corresponding preset safe speed. The preset safe speed is negatively correlated with the slope. The steeper the slope, the lower the safe speed should be. When the vehicle is going uphill, the high speed will accelerate the process of center of gravity transfer and destroy the balance posture of the vehicle. At the same time, because the resistance to be overcome when going uphill increases, the engine may not be able to provide enough power when driving at high speed, resulting in flameout and other conditions.

[0027] Step S32 includes: based on the vehicle speed being less than the preset safety speed, the front suspension 20 of the vehicle is controlled to be compressed to a first height according to the slope and the vehicle speed. The first height is positively correlated with the slope, so that the center of gravity moves forward when going uphill, and the stability of the front of the vehicle is enhanced. The first height is negatively correlated with the vehicle speed. Within the safe speed range, the faster the vehicle speed, the greater the reaction force of the ramp on the vehicle body when going uphill. At this time, the body bumps greatly, and the buffer unit on the front suspension 20 needs to have a certain stroke to buffer the impact force, so as to prevent the vehicle suspension system and the frame 10 from being damaged by rigid impact. Therefore, the faster the vehicle speed, the smaller the compression of the front suspension 20 should be to retain sufficient buffer stroke.

[0028] In this embodiment, in step S30, the first height may be positively correlated with the vehicle's cargo weight. When the vehicle has a large cargo load, the center of gravity is located in the vehicle compartment, that is, in the direction of the rear of the vehicle. In the initial stage of the uphill, as the front wheels 30 and the rear wheels 50 successively go uphill, the center of gravity of the vehicle will gradually shift toward the rear of the vehicle. Therefore, the larger the cargo load, the closer the center of gravity of the vehicle is to the rear of the vehicle when going uphill. In order to make the front of the vehicle have a certain grip on the slope, the first height, that is, the compression amount of the front suspension 20, can be relatively large, thereby improving the stability of the front of the vehicle.

[0029] In this embodiment, in step S40, the second height is positively correlated with the slope. The higher the slope, the more the center of gravity of the vehicle moves toward the rear of the vehicle, and the front wheels 30 of the vehicle may have insufficient adhesion when entering the ramp. By making the second height, i.e., the height of the extension of the rear suspension 40 of the vehicle, proportional to the slope, the center of gravity of the vehicle can be adjusted toward the front of the vehicle when the slope is higher, thereby enhancing the grip of the front of the vehicle and preventing the front of the vehicle from tilting or slipping as much as possible.

[0030] In this embodiment, step S40 includes: based on the vehicle speed being less than the preset safety speed and the distance being less than the preset length, controlling the rear suspension 40 of the vehicle to extend to a second height so as to move the center of gravity of the vehicle toward the front of the vehicle, and obtaining second road condition information behind the vehicle. The second height is negatively correlated with the vehicle speed. When the vehicle speed is high, the impact force of the ramp on the vehicle is greater. In order to allow the suspension system to retain a certain shock-absorbing margin, the first height and the second height can be negatively correlated with the vehicle speed, so that when the center of gravity of the vehicle moves toward the front of the vehicle before going uphill, the buffer system on the front suspension 20 and the rear suspension 40 can have sufficient travel to buffer the impact force, thereby preventing the frame 10 from being subjected to rigid impact.

[0031] In this embodiment, in step S40, the second height is negatively correlated with the vehicle's cargo weight. When the vehicle is heavily loaded, raising the rear suspension 40 consumes more energy and causes the suspension to bear a large amount of load. Making the second height, i.e., the elongation of the rear suspension 40, negatively correlated with the vehicle's cargo weight can save energy and reduce the extra pressure on the rear suspension 40.

[0032] In this embodiment, the vehicle is driven by the rear wheels 50. After the rear wheels 50, i.e., the driving wheels, enter the ramp, the grip of the rear wheels 50 needs to be enhanced so that the driving force can play a more effective role. The third height is greater than the sum of the first height and the second height. Among them, the first height is the stroke of compression of the front suspension 20 of the vehicle, and the second height is the stroke of extension of the rear suspension 40. The combined effect of the two is to move the center of gravity of the vehicle forward. Therefore, when the third height, i.e., the compression stroke of the rear suspension 40 of the vehicle, is greater than the sum of the first height and the second height, the center of gravity of the vehicle will move toward the rear of the vehicle, thereby increasing the grip of the driving wheels.

[0033] In this embodiment, step S50 includes step S51, which is described in detail as follows: Step S51, based on the second road condition information including that the rear wheel 50 of the vehicle is located on an uphill section, the first suspension 41 in the rear suspension 40 of the vehicle is controlled to be compressed at a preset speed until the compression amount reaches a third height.

[0034] The vehicle includes a rear wheel 50, a rear axle and a rear suspension 40. The rear wheel 50 includes a first wheel 51 and a second wheel 52; the rear axle 60 includes a first axle 61 and a second axle 62; the rear suspension 40 includes a first suspension 41 and a second suspension 42. The first axle 61 is detachably connected to the first wheel 51 and the first suspension 41 respectively; the second axle 62 is detachably connected to the second wheel 52 and the second suspension 42 respectively. The first suspension 41 is located on the side of the second suspension 42 close to the rear of the vehicle.

[0035] The first suspension 41 located at the rear of the vehicle is compressed. Since the center of gravity of the vehicle is located between the second suspension 42 and the front suspension 20, after the first suspension 41 of the rear suspension 40 is compressed, the center of gravity of the vehicle is more borne by the second wheel 52 of the front wheel 30 and the rear wheel 50, thereby improving the grip of the second wheel 52 and the front wheel 30 and ensuring the smooth climbing of the vehicle. In this embodiment, it is necessary to ensure the mechanical structural strength of the rear suspension 40, the rear axle 60 and the rear wheel 50, so that after the first suspension 41 closest to the rear of the vehicle is compressed, the load of the second axle 62 and the second wheel 52 increases, which can ensure the service life of the rear suspension 40, the rear wheel 50 and the rear axle 60. Compared with the increase in the weight of the vehicle borne by the first wheel 51 when the second suspension 42 is compressed, the present invention adopts the method of compressing the first suspension 41, and the increase in the load of the second wheel 52 is greater than the increase in the load of the first wheel 51, thereby ensuring that the increase in the driving wheel is large, and the driving force can achieve a better traction effect.

[0036] In this embodiment, a vehicle suspension height adaptive system 80 is provided. The vehicle suspension height adaptive system 80 is applied to any vehicle suspension height adaptive method in the above embodiments. Figure 2 As shown, the suspension height adaptive system for a vehicle includes a first acquisition module 81 , a second acquisition module 82 , a first control module 83 , a second control module 84 , a third acquisition module 85 and a third control module 86 .

[0037] The first acquisition module 81 may acquire first road condition information ahead of the vehicle in real time at a first preset frequency based on the vehicle being in a driving state, so as to determine whether the vehicle will pass through an uphill section.

[0038] The second acquisition module 82 may acquire the vehicle speed and the distance from the vehicle to the uphill section in real time at a second preset frequency based on the fact that the first road condition information includes an uphill section, so as to determine the time required for the vehicle to reach the uphill section.

[0039] The first control module 83 can control the front suspension 20 of the vehicle to compress to a first height based on the ratio of the distance to the vehicle speed being less than a preset time, so as to move the center of gravity toward the front of the vehicle and enhance the grip of the front wheels 30 of the vehicle.

[0040] The second control module 84 controls the rear suspension 40 of the vehicle to extend to a second height based on the distance being less than a preset length, that is, when the vehicle is about to enter an uphill section, so as to move the center of gravity of the vehicle further forward and ensure the stability of the vehicle when it just enters the uphill section.

[0041] The third acquisition module 85 can acquire the second road condition information behind the vehicle, so as to determine the positions of the vehicle body and the rear wheels 50 .

[0042] The third control module 86 controls the rear suspension 40 of the vehicle to be compressed at a preset speed until the compression reaches a third height based on the second road condition information including that the rear wheels 50 of the vehicle are located on an uphill section, so that the center of gravity of the vehicle moves toward the rear of the vehicle, the grip of the rear wheels 50, i.e., the driving wheels, is enhanced, and the driving force achieves a better effect.

[0043] In this embodiment, a commercial vehicle is provided, and the commercial vehicle includes the vehicle suspension height adaptive system in the above embodiment. Figure 3 and Figure 4 As shown, the commercial vehicle includes a frame 10 , a front suspension 20 , a front wheel 30 , a rear suspension 40 , a rear wheel 50 , a front axle 70 , and a rear axle 60 .

[0044] The front suspension 20 is detachably connected to the vehicle frame 10 , and the front suspension 20 is located at one end of the vehicle frame 10 close to the front of the vehicle.

[0045] The front axle 70 is detachably connected to the front wheel 30 and the front suspension 20 .

[0046] The rear suspension 40 is detachably connected to the vehicle frame 10 , and may include a first suspension 41 and a second suspension 42 . The first suspension 41 is located on a side of the vehicle frame 10 close to the rear of the vehicle.

[0047] The rear axle 60 may include a first axle 61 and a second axle 62. The rear wheels 50 may include a first wheel 51 and a second wheel 52.

[0048] The first axle 61 is detachably connected to the first wheel 51 and the first suspension 41 respectively; the second axle 62 is detachably connected to the second wheel 52 and the second suspension 42 respectively.

[0049] Both the front suspension 20 and the rear suspension 40 can be compressed and stretched, and the height of the vehicle body can be lowered or raised by compression and stretching, thereby adjusting the center of gravity of the vehicle.

[0050] Each functional unit in each embodiment of the present invention may be integrated into a processing module, or each unit may exist physically separately, or two or more units may be integrated into one module. The above integrated module may be implemented in the form of hardware or in the form of software functional modules.

[0051] It should be understood that the “present embodiment” mentioned in the present invention is based on the technical point of the current paragraph, and multiple “present embodiments” may be the same embodiment or different embodiments.

[0052] Those skilled in the art will appreciate that the above-mentioned embodiments are specific examples for implementing the present disclosure, and in actual applications, various changes may be made thereto in form and detail without departing from the scope of the present disclosure.

Claims

1. A method for self-adapting suspension height for a vehicle, characterized in that: The vehicle suspension height adaptive method comprises: Step S10, based on the vehicle being in a driving state, obtaining first road condition information ahead of the vehicle in real time at a first preset frequency; Step S20, based on the first road condition information including an uphill section, obtaining the speed of the vehicle and the distance from the vehicle to the uphill section in real time at a second preset frequency; Step S30, based on the ratio of the distance to the vehicle speed being less than a preset time, controlling the front suspension of the vehicle to be compressed to a first height; Step S40, based on the distance being less than a preset length, controlling the rear suspension of the vehicle to extend to a second height, and acquiring second road condition information behind the vehicle; Step S50, based on the second road condition information including that the rear wheels of the vehicle are located on the uphill section, controlling the rear suspension of the vehicle to be compressed at a preset speed until the compression amount reaches a third height.

2. A vehicle suspension height adaptive method according to claim 1, characterized in that: The step S30 comprises: Step S31, obtaining the slope of the uphill section based on the ratio of the distance to the vehicle speed being less than a preset time; Step S32: Based on the slope, control the front suspension of the vehicle to compress to a first height; the first height is positively correlated with the slope.

3. The method for self-adapting suspension height for a vehicle according to claim 2, characterized in that: The step S31 comprises: based on the ratio of the distance to the vehicle speed being less than a preset time, obtaining the slope of the uphill section and the corresponding preset safe vehicle speed; the preset safe vehicle speed is negatively correlated with the slope; The step S32 includes: based on the vehicle speed being less than the preset safety speed, controlling the front suspension of the vehicle to compress to a first height according to the slope and the vehicle speed; the first height is positively correlated with the slope; and the first height is negatively correlated with the vehicle speed.

4. The vehicle suspension height adaptive method according to claim 3, characterized in that: In the step S30, the first height is positively correlated with the cargo weight of the vehicle.

5. The vehicle suspension height adaptive method according to claim 2, characterized in that: In the step S40, the second height is positively correlated with the slope.

6. The vehicle suspension height adaptive method according to claim 3, characterized in that: The step S40 includes: based on the vehicle speed being less than the preset safety speed and the distance being less than a preset length, controlling the rear suspension of the vehicle to extend to a second height, and acquiring second road condition information behind the vehicle; the second height is negatively correlated with the vehicle speed.

7. The method for self-adapting vehicle suspension height according to claim 6, characterized in that: In the step S40, the second height is negatively correlated with the cargo weight of the vehicle.

8. The vehicle suspension height adaptive method according to claim 1, characterized in that: The vehicle is rear-wheel driven; the third height is greater than the sum of the first height and the second height.

9. The vehicle suspension height adaptive method according to claim 1, characterized in that: The step S50 comprises: Step S51, based on the second road condition information including that the rear wheels of the vehicle are located on the uphill section, controlling the first suspension in the rear suspension of the vehicle to be compressed at a preset speed until the compression reaches a third height; the vehicle includes rear wheels, a rear axle and a rear suspension; the rear wheels include a first wheel and a second wheel; the rear axle includes a first axle and a second axle; the rear suspension includes a first suspension and a second suspension; the first axle is detachably connected to the first wheel and the first suspension respectively; the second axle is detachably connected to the second wheel and the second suspension respectively; the first suspension is located on the side of the second suspension close to the rear of the vehicle.

10. A vehicle suspension height adaptive system, characterized in that: A vehicle suspension height adaptation method as applied to any one of claims 1-9; The vehicle suspension height adaptive system comprises: A first acquisition module, wherein the first acquisition module acquires first road condition information ahead of the vehicle in real time at a first preset frequency based on the vehicle being in a driving state; a second acquisition module, wherein the second acquisition module acquires the speed of the vehicle and the distance from the vehicle to the uphill section in real time at a second preset frequency based on the fact that the first road condition information includes an uphill section; a first control module, wherein the first control module controls the front suspension of the vehicle to be compressed to a first height based on a ratio of the distance to the vehicle speed being less than a preset time period; a second control module, the second control module controlling the rear suspension of the vehicle to extend to a second height based on the distance being less than a preset length; a third acquisition module, the third acquisition module acquiring second road condition information behind the vehicle; The third control module controls the rear suspension of the vehicle to be compressed at a preset speed until the compression amount reaches a third height based on the second road condition information including that the rear wheels of the vehicle are located on the uphill section.

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