Air suspension control method, device, equipment and readable storage medium

Abstract

The application discloses an air suspension control method, device, equipment and readable storage medium, and the method comprises the steps of: acquiring a height fluctuation signal of an air suspension of a vehicle; determining a driving condition of the vehicle according to the height fluctuation signal; selecting a height adjustment precision corresponding to the driving condition; and adjusting the height of the air suspension according to the height adjustment precision, so that the height effect of adaptive adjustment of the air suspension adapts to different driving conditions and the air suspension is prevented from being frequently inflated and deflated. The application realizes the determination of the driving condition according to the height fluctuation signal of the air suspension of the vehicle, so that the adaptive height adjustment precision is selected according to the driving condition, the height effect of adaptive adjustment of the air suspension is controlled according to the precision, the vehicle is adapted to different driving conditions, and the air suspension is prevented from being frequently inflated and deflated.

Description

Technical Field

[0001] This application relates to the field of vehicle control, and more particularly to an air suspension control method, apparatus, device, and readable storage medium. Background Technology

[0002] Currently, electronically controlled air suspension technology is being used more and more widely in large commercial vehicles, and one of its core technologies is air suspension height control. On the one hand, it can automatically adjust the height of the air suspension according to the bumps in the vehicle's ride, changing the suspension damping characteristics and thus improving ride comfort; on the other hand, it can adaptively adjust the height of the air suspension according to vehicle speed, thereby improving fuel economy.

[0003] However, when a vehicle is driving on a bumpy road, the height changes drastically. If the height of the air suspension is adjusted adaptively, the air springs will be frequently inflated and deflated. As a result, the adaptive adjustment of the vehicle's air suspension cannot accurately match the bumpy road surface to produce a buffering effect, which in turn leads to poor vehicle stability control. Summary of the Invention

[0004] In view of this, this application provides an air suspension control method, apparatus, device, and readable storage medium, aimed at improving the stability control effect of a vehicle.

[0005] To achieve the above objectives, this application provides an air suspension control method, which includes the following steps:

[0006] Acquire the height fluctuation signal of the vehicle's air suspension;

[0007] The vehicle's operating conditions are determined based on the altitude fluctuation signal.

[0008] Select the height adjustment accuracy corresponding to the driving conditions described;

[0009] Based on the height adjustment accuracy, the height of the air suspension is adjusted so that the adaptive height adjustment effect of the air suspension can adapt to different driving conditions and avoid frequent inflation and deflation of the air suspension.

[0010] For example, adjusting the height of the air suspension according to the height adjustment accuracy includes:

[0011] Obtain the current speed of the vehicle;

[0012] Determine the target height of the air suspension corresponding to the current vehicle speed;

[0013] The target height range is determined based on the height adjustment accuracy and the target height.

[0014] Obtain the actual height of the air suspension;

[0015] Adjust the actual height to within the target height range.

[0016] For example, determining the vehicle's driving conditions based on the altitude fluctuation signal includes:

[0017] The height fluctuation signal is filtered.

[0018] Determine the fluctuation characteristics of the filtered signal;

[0019] Based on the fluctuations, the vehicle's operating conditions are determined.

[0020] For example, determining the fluctuation of the filtered signal includes:

[0021] According to the preset acquisition window, the filtered signal within the preset time period is acquired to obtain the acquisition result;

[0022] Calculate the root mean square error of the collected results;

[0023] The root mean square error is compared with a preset error threshold to obtain a comparison result;

[0024] Based on the comparison results, the fluctuation of the filtered signal is determined.

[0025] For example, the driving conditions include a first driving condition and a second driving condition, and determining the driving condition of the vehicle based on the fluctuation includes:

[0026] When the fluctuation condition is a no-bump or slightly bumpy condition, the vehicle is determined to be in the first driving condition;

[0027] Select the height adjustment accuracy corresponding to the first driving condition;

[0028] When the fluctuation condition is a severe bumpy condition, the vehicle is determined to be in the second driving condition;

[0029] When the vehicle is in the second driving condition, the adaptive adjustment function of the air suspension is interrupted.

[0030] For example, after adjusting the height of the air suspension according to the height adjustment accuracy, the process includes:

[0031] Determine the height adjustment effect of the air suspension at the stated height adjustment accuracy;

[0032] Based on the height adjustment effect, determine the number of times the air suspension is inflated and deflated;

[0033] If the number of inflation / deflation cycles is greater than the preset number, then the height adjustment accuracy is updated until the number of inflation / deflation cycles is less than the preset number.

[0034] Record the updated height adjustment accuracy to assess the effectiveness of subsequent adaptive adjustments of the air suspension.

[0035] For example, after adjusting the height of the air suspension according to the height adjustment accuracy, the process includes:

[0036] A first correspondence is determined for different driving conditions, different vehicle speeds, and height adjustment accuracy, and a second correspondence is determined for the updated value and the number of inflation / deflation cycles during the process of updating the height adjustment accuracy.

[0037] An adjustment reference table is generated based on the first relationship and the second relationship; the adjustment reference table is used as a reference when controlling the air suspension in the future, so as to reduce the calculation time required for subsequent control.

[0038] For example, to achieve the above objectives, this application also provides an air suspension control device, the device comprising:

[0039] The acquisition module is used to acquire the height fluctuation signal of the vehicle's air suspension.

[0040] The determination module is used to determine the driving conditions of the vehicle based on the altitude fluctuation signal;

[0041] The selection module is used to select the height adjustment accuracy corresponding to the driving condition.

[0042] The adjustment module is used to adjust the height of the air suspension according to the height adjustment accuracy, so that the adaptive height adjustment effect of the air suspension can adapt to different driving conditions.

[0043] For example, to achieve the above objectives, this application also provides an air suspension control device, the device comprising: a memory, a processor, and an air suspension control program stored in the memory and executable on the processor, the air suspension control program being configured to implement the steps of the air suspension control method as described above.

[0044] For example, to achieve the above objectives, this application also provides a computer-readable storage medium storing an air suspension control program, which, when executed by a processor, implements the steps of the air suspension control method as described above.

[0045] Compared to existing technologies, where rapid height changes during vehicle travel on bumpy roads lead to frequent air spring inflation and deflation, resulting in poor vehicle stability control, this application addresses the issue by acquiring air suspension height fluctuation signals. Based on these signals, the current driving condition of the vehicle is determined, and a corresponding height adjustment precision is established for each condition. This precision is then used to control the air suspension height, enabling the adaptive adjustment of the air suspension to adapt to the current driving conditions and preventing frequent air spring inflation and deflation. In essence, this involves identifying the vehicle's air suspension height fluctuation signals, determining the driving condition based on these signals, and then determining the appropriate height adjustment precision. This allows the vehicle to adapt to different driving conditions, thereby avoiding frequent air spring inflation and deflation and improving vehicle stability control. Attached Figure Description

[0046] Figure 1 This is a flowchart illustrating the first embodiment of the air suspension control method of this application;

[0047] Figure 2 This is a schematic diagram of the components of an air suspension control system;

[0048] Figure 3 This is a flowchart illustrating the second embodiment of the air suspension control method of this application;

[0049] Figure 4 This is a schematic diagram illustrating the effect of processing highly volatile signals.

[0050] Figure 5 This is a schematic diagram of the hardware operating environment involved in the embodiments of this application.

[0051] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0052] It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit this application.

[0053] This application provides an air suspension control method, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the air suspension control method of this application.

[0054] This application provides embodiments of an air suspension control method. It should be noted that although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order. For ease of description, the execution entities describing the various steps of the air suspension control method are omitted below. The air suspension control method includes:

[0055] Step S110: Acquire the height fluctuation signal of the vehicle's air suspension;

[0056] Currently, electronically controlled air suspension technology is being used more and more widely in large commercial vehicles, and one of its core technologies is air suspension height control. On the one hand, by adjusting the height of the air suspension, the damping characteristics of the air suspension can be changed, thereby improving ride comfort; on the other hand, the height of the air suspension can be adjusted according to vehicle speed to improve fuel economy.

[0057] Reference Figure 2 , Figure 2 This is a schematic diagram of the components of an air suspension control system.

[0058] Figure 2 It includes the following components or functional devices: shock absorbers, air springs, height sensors, solenoid valves, high-pressure air sources, controllers, and various control cables and pipes.

[0059] In air suspension, the main component used for cushioning is the air spring, and the cushioning stroke is adjusted according to the height of the air spring.

[0060] The air spring is equipped with connecting platforms at its upper and lower ends, which are respectively connected to the vehicle body. The mass of the upper connecting platform is m, which is the mass of the spring. s The mass of the lower connecting platform is m, and the mass of the spring is m. u A height sensor is fixedly installed on the lower end face of the upper connecting platform and a height sensor is fixedly installed on the upper end face of the lower connecting platform. The height sensors detect the overall height of the air spring. The shock absorber is fixedly connected between the upper and lower connecting platforms.

[0061] The air spring is equipped with an air filling port. The air filling port is connected to a gas pipeline through which a high-pressure gas source is connected. A solenoid valve is installed on the gas pipeline to control the gas flow and thus control the gas flow into and out of the air filling port, thereby causing the air spring to fill and release air and control the air spring to rise or fall.

[0062] The controller is connected to two height sensors and a solenoid valve via a control circuit. By collecting monitoring signals generated by the height sensors, the controller determines the current height of the air spring. When the height does not meet the preset height, the controller controls the solenoid valve to cause the air spring to deflate or inflate, thereby changing the height of the air spring. This allows the controller to adapt to different situations and control the extension and contraction of the air spring to produce a buffering effect.

[0063] Therefore, before controlling the vehicle's air suspension, it is necessary to first determine the current air suspension height fluctuation effect of the vehicle, and based on this, further confirm whether the air suspension height needs to be adjusted.

[0064] The height fluctuation signal is the fluctuation signal of the height change of the air spring in the air suspension. This signal can be used to directly determine the height fluctuation of the air spring and the current height of the air spring.

[0065] Step S120: Determine the vehicle's operating condition based on the altitude fluctuation signal;

[0066] The height fluctuation signal represents the vertical fluctuation of the air suspension height. When the air spring height fluctuates, it indicates that the vehicle is traveling on some bumpy road sections. In other words, the height fluctuation of the air spring can represent the degree of bumpiness of the road section the vehicle is currently traveling on. The more violent the height fluctuation of the air spring, the higher the degree of bumpiness of the road section. Conversely, the more gentle the height fluctuation of the air spring, the lower the degree of bumpiness of the road section.

[0067] Therefore, the vehicle's driving condition can be determined based on the altitude fluctuation signal. This driving condition refers to the degree of bumpiness of the road section the vehicle travels on. The driving condition generally includes two aspects: slight bumpiness and severe bumpiness. This judgment method can be achieved by setting a threshold. If the amount of fluctuation represented by the altitude fluctuation signal is greater than the threshold, it is considered severe bumpiness; if the amount of fluctuation is less than the threshold, it is considered slight bumpiness.

[0068] Step S130: Select the height adjustment accuracy corresponding to the driving conditions;

[0069] Different height adjustment accuracies should be selected according to different driving conditions, where the height adjustment accuracies refer to the height adjustment accuracies of the air springs.

[0070] When a vehicle travels on a bumpy road, the height of the vehicle's air suspension will fluctuate drastically, meaning the air springs will fluctuate violently. Therefore, at this time, according to the adaptive adjustment function of the air suspension, the air springs will be adjusted to a certain height based on the current level of bumpiness. This adjustment is based on a preset threshold set during vehicle calibration, and the height is adjusted according to the threshold.

[0071] However, when the air suspension experiences severe height fluctuations due to bumpy road conditions, these fluctuations may occur around a preset threshold. Consequently, the air suspension continuously and adaptively adjusts its height left and right based on this threshold, which in turn adjusts the height of the air springs (hereinafter, adjusting the air spring height is equivalent to adjusting the air suspension height). This results in the air springs being frequently inflated and deflated in a short period of time. Consequently, the adjustment effect of the air springs becomes poor, and it is easy to damage the components.

[0072] Therefore, when the air spring experiences height fluctuations around the preset threshold, the corresponding adjustment precision should be selected. This precision should be lower than the precision when the vehicle is driving on a normal road, so as to avoid frequent inflation and deflation.

[0073] If a low-precision adjustment mode is selected after the vehicle has traveled on a bumpy road, then when the vehicle travels on a slightly bumpy road later, it will be necessary to select a new precision parameter that is suitable for the slightly bumpy road.

[0074] For example, the height adjustment accuracy varies depending on the driving conditions, with high and low accuracy options available.

[0075] The height adjustment accuracy refers to the deviation when the air spring is adjusted to a certain height. For example, if the current height of the air spring is 150mm, and you want to adjust it to 160mm, there may be a certain deviation. This deviation is the height adjustment accuracy. The high accuracy can be parameters such as ±1mm or ±2mm. When the height adjustment accuracy is ±1mm, the air spring can be adjusted to 159mm-161mm.

[0076] Step S140: Adjust the height of the air suspension according to the height adjustment accuracy so that the adaptive height adjustment effect of the air suspension can adapt to different driving conditions and avoid frequent inflation and deflation of the air suspension.

[0077] After determining the height adjustment accuracy, the height of the air suspension is adjusted according to the accuracy requirements, so that the adaptive height adjustment effect of the air suspension can adapt to different driving conditions and avoid frequent inflation and deflation of the air suspension.

[0078] During the process of adjusting the height of the air suspension, the height adjustment accuracy is the allowable accuracy when adjusting the current height of the air suspension to the preset standard height.

[0079] At the same time, the effect of adjusting the height of the air suspension can be determined based on the preset standard height and height adjustment accuracy.

[0080] For example, when the vehicle is traveling on a bumpy road, a coarse precision setting can be selected to avoid the need for repeated height adjustments of the air spring due to excessive fluctuations. Conversely, when the vehicle is traveling on a smooth road, a high precision setting can be selected to improve the cushioning effect and precisely control the height of the air spring, thereby ensuring a good cushioning effect.

[0081] For example, adjusting the height of the air suspension according to the height adjustment accuracy includes:

[0082] Step a: Obtain the current speed of the vehicle;

[0083] When air suspension is in use, its adaptive adjustment effect changes according to the vehicle's current speed. For example, depending on the vehicle's current gear, such as 1st, 2nd, or 3rd, different precision and control height adjustment effects are selected to control the height adjustment effect of the air spring.

[0084] When a vehicle is traveling at high speed, the air suspension can stiffen to improve vehicle stability by lowering the height of the air springs; while when the vehicle is traveling at low speed on uneven roads for a long time, the air suspension softens by raising the height of the air springs to improve vehicle comfort.

[0085] The current vehicle speed is obtained to help determine the effectiveness of the adaptive adjustments made to the air suspension.

[0086] Step b: Determine the target height of the air suspension corresponding to the current vehicle speed;

[0087] Depending on the vehicle's current speed, different adaptive adjustment effects will be selected. In addition to controlling the precision of the adjustment, the adaptive adjustment effect also needs to set a corresponding adjustment benchmark. For example, a target height is set, and the air spring is adjusted from the current height to the target height to achieve the adaptive adjustment effect. Therefore, different target heights will be set when the vehicle speed is different. The corresponding target height can be selected according to the current vehicle speed. The target height serves as the benchmark for air suspension adjustment.

[0088] Step c: Determine the target height range based on the height adjustment accuracy and the target height;

[0089] Based on the height adjustment accuracy and the target height, the target height range to which the air spring needs to be adjusted can be determined. This range is the target height as the benchmark. Based on the height adjustment accuracy, the height values ​​at the left and right ends of the target height are both taken as the target height, thus obtaining the target height range.

[0090] For example, the target height is 150mm, the height adjustment accuracy is ±3mm, and the target height range is 147mm-153mm.

[0091] Step d: Obtain the actual height of the air suspension;

[0092] Step e: Adjust the actual height to within the target height range.

[0093] During the adjustment process, the height of the air suspension is controlled within the target height range.

[0094] The actual height of the air suspension will be adjusted to the target height range.

[0095] To determine whether the adjustment effect meets the height adjustment accuracy requirements, the actual height is obtained, and the difference between the actual height and the target height is calculated to ensure that the height adjustment accuracy is met. In other words, the actual height is controlled within the target height range.

[0096] If the height adjustment accuracy is not met, further adjustments are made; if it is met, the current state is maintained and the height of the air spring is no longer adjusted.

[0097] Compared to existing technologies, where rapid height changes during vehicle travel on bumpy roads lead to frequent air spring inflation and deflation, resulting in poor vehicle stability control, this application addresses the issue by acquiring air suspension height fluctuation signals. Based on these signals, the current driving condition of the vehicle is determined, and a corresponding height adjustment precision is established for each condition. This precision is then used to control the air suspension height, enabling the adaptive adjustment of the air suspension to adapt to the current driving conditions and preventing frequent air spring inflation and deflation. In essence, this involves identifying the vehicle's air suspension height fluctuation signals, determining the driving condition based on these signals, and then determining the appropriate height adjustment precision. This allows the vehicle to adapt to different driving conditions, thereby avoiding frequent air spring inflation and deflation and improving vehicle stability control.

[0098] For example, refer to Figure 3 , Figure 3 This is a flowchart illustrating the second embodiment of the air suspension control method of this application. Based on the first embodiment of the air suspension control method of this application described above, a second embodiment is proposed, wherein the method further includes:

[0099] Step S210: Filter the height fluctuation signal;

[0100] When a height fluctuation signal is acquired, the signal output by the height sensor that monitors the air spring height will fluctuate due to the vibration generated by the vehicle itself. Therefore, the height fluctuation signal needs to be filtered to reduce noise and purify it, so as to ensure the accuracy of using the filtered signal to determine the vehicle's driving conditions.

[0101] When filtering highly fluctuating signals, existing filtering methods such as low-pass filtering and complementary filtering can be used.

[0102] Reference Figure 4 , Figure 4 This is a schematic diagram illustrating the effect of processing highly volatile signals.

[0103] Figure 4 The lighter-colored signal in the image represents the unprocessed high-frequency fluctuation signal. Figure 4 The dark-colored signal in the image is a highly volatile signal that has been filtered. Figure 4 It can be seen that the filtered signal has obvious characteristics and low noise, and can accurately determine the current driving condition of the vehicle.

[0104] in, Figure 4 The horizontal axis represents time. Figure 4 The vertical axis represents the height of the air spring.

[0105] The height fluctuation signal is represented by the height of the air spring at any given moment.

[0106] Step S220: Determine the fluctuation of the filtered signal;

[0107] The fluctuation of the filtered signal is determined, which mainly corresponds to the rate of change of the air spring's height, that is, how fast the air spring's height changes within the same time period.

[0108] The rate of change of the air spring's height can be used to determine its fluctuation. The faster the change, the greater the fluctuation, indicating a bumpier road section; the slower the change, the smaller the fluctuation, indicating a smoother road section.

[0109] For example, determining the fluctuation of the filtered signal includes:

[0110] Step f: According to the preset acquisition window, acquire the filtered signal within the preset time period to obtain the acquisition result;

[0111] Step g: Calculate the root mean square error of the acquisition results;

[0112] When judging the fluctuation situation, the fluctuation situation corresponding to the high fluctuation signal is determined based on the high fluctuation signal.

[0113] This determination process calculates the root mean square error (RMSE) of the altitude fluctuation signal and determines the fluctuation status of the current altitude fluctuation signal based on the magnitude of the RMSE.

[0114] When calculating the root mean square error, it is necessary to detect and calculate the signal fluctuations over a period of time. Using a preset acquisition window, highly fluctuating signals are acquired. From the fluctuating signals over a continuous period of time, a signal of a certain duration is acquired. The acquired signal is used for relevant calculations, and the acquired signal is the acquisition result.

[0115] The preset acquisition window is designed by setting a time window of a certain length. For example, if the current time is set to t, the length of the window is d, and d is a time period, such as ten seconds or twenty seconds, then the preset acquisition window will acquire the signal between t and d.

[0116] The root mean square error of the collected data was calculated using general formulas, and the calculation process will not be described in detail here.

[0117] Step h: Compare the root mean square error with a preset error threshold to obtain the comparison result;

[0118] Step i: Determine the fluctuation of the filtered signal based on the comparison results.

[0119] After calculating the root mean square error, the error is compared with a preset error threshold. Based on the comparison results, the corresponding situations under different threshold standards can be identified.

[0120] The preset error threshold can be selected from multiple thresholds to distinguish between no bump, slight bump and severe bump conditions, or a single threshold can be selected to directly determine the slight bump and severe bump conditions, with the slight bump condition including the no bump condition.

[0121] For example, let's take setting two preset error thresholds, X1 and X2, as an example. When the root mean square error is less than X1, the current situation is determined to be without bumps; when the root mean square error is less than X1 and the root mean square error is greater than X2, the current situation is determined to be slightly bumpy; when the root mean square error is greater than X2, the current situation is determined to be severely bumpy.

[0122] Among them, no bump, slight bump, and severe bump are all fluctuation conditions of the fluctuation signal.

[0123] Step S230: Determine the vehicle's operating condition based on the fluctuation situation.

[0124] Based on the above comparison of root mean square error and preset error threshold, the corresponding fluctuation conditions can be determined, namely, no turbulence, slight turbulence, and severe turbulence.

[0125] Different driving conditions can be categorized based on the varying degrees of bumpiness: no-bump condition, slightly bumpy condition, and severely bumpy condition.

[0126] For example, the driving conditions include a first driving condition and a second driving condition, and determining the driving condition of the vehicle based on the fluctuation includes:

[0127] Step j: When the fluctuation condition is a no-bump or slightly bumpy condition, determine that the vehicle is in the first driving condition;

[0128] Step k: When the fluctuation condition is a severe bumpy condition, determine that the vehicle is in the second driving condition;

[0129] The driving conditions include a first driving condition and a second driving condition. These two categories are determined by the conditions of no bumps, slight bumps, and severe bumps. The first driving condition is defined as the conditions of no bumps and slight bumps. Under this condition, the adjustment accuracy of the air spring's adaptive adjustment will be adjusted accordingly. Under the second driving condition, the air spring experiences severe bumps. When the air spring makes adaptive adjustments, it will cause frequent inflation and deflation of the air spring. Therefore, under the second driving condition corresponding to severe bumps, the air spring is controlled not to make adaptive adjustments, thereby avoiding the inflation and deflation of the air spring.

[0130] Therefore, after determining whether the vehicle is currently in the first or second driving condition, different control methods are selected according to the different driving conditions.

[0131] Step 1: Select the height adjustment accuracy corresponding to the first driving condition;

[0132] When the vehicle is in its first driving condition, the corresponding height adjustment precision is selected to achieve precision control during the adaptive adjustment of the air spring. The precision can be increased or decreased, so that the air spring can adapt to different driving conditions, including conditions without bumps and conditions with slight bumps.

[0133] Step m: When the vehicle is in the second driving condition, the adaptive adjustment function of the air suspension is interrupted.

[0134] When the vehicle is in the second driving condition, it means that the vehicle is experiencing severe bumps, which means that the height of the air spring fluctuates greatly. When the air spring adaptively adjusts to change its height, the air spring will need to constantly adjust its height due to the continuous jumps in its current height, which in turn leads to frequent inflation and deflation.

[0135] To avoid the aforementioned frequent inflation and deflation actions, the adaptive adjustment function of the air suspension is interrupted when the vehicle is in the second driving condition. That is, when the vehicle is in the second driving condition, the height of the air springs does not change through active adjustment.

[0136] In this embodiment, the height fluctuation signal is filtered and related calculations are performed on the filtered signal. Based on the height fluctuation signal, the current height fluctuation of the air spring is determined, and the current driving condition of the vehicle is determined. Different control methods are selected according to different driving conditions to adapt to different conditions and avoid frequent inflation and deflation of the air spring.

[0137] For example, based on the first and second embodiments of the air suspension control method of this application described above, a third embodiment is proposed, wherein the method further includes:

[0138] Step n: Determine the height adjustment effect of the air suspension under the stated height adjustment accuracy;

[0139] According to the above embodiments, different height adjustment accuracies are selected based on different driving conditions to control the height adjustment effect of the air spring during adaptive adjustment.

[0140] After changing the accuracy of the adaptive adjustment of the air suspension, the height of the air springs changes continuously when the vehicle travels on bumpy roads, causing them to bounce up and down. The adaptive adjustment not only needs to adjust the height of the air springs to the target height, but also needs to make further adjustments based on the bounce of the air springs, which causes the air springs to inflate and deflate frequently. By reducing the accuracy, the number of times the air springs need to be adjusted can be reduced to a certain extent.

[0141] The number of adjustments demonstrates the effectiveness of the current air spring height adjustment.

[0142] Step o: Determine the number of times the air suspension is inflated and deflated based on the height adjustment effect;

[0143] Based on the height adjustment effect, the number of times the air suspension is inflated and deflated can be determined, that is, the number of times the air spring actively controls its own height by inflating and deflating during the height adjustment process.

[0144] Step p: If the number of inflation / deflation cycles is greater than the preset number, then update the height adjustment accuracy until the number of inflation / deflation cycles is less than the preset number;

[0145] Step q: Record the updated height adjustment accuracy to inform the subsequent control of the adaptive adjustment effect of the air suspension.

[0146] The number of inflation / deflation cycles is judged. When the number of cycles exceeds the preset number (which can be determined according to the actual number of cycles to be controlled), the height adjustment accuracy is redefined and continuously updated until the number of inflation / deflation cycles is less than the preset number.

[0147] In the judgment process according to the above embodiments, different height adjustment accuracies will be selected according to different driving conditions. However, the accuracy may not be fully applicable to the current driving conditions. That is, when calibrating the vehicle controller, it is impossible to calibrate the corresponding height adjustment accuracy for all driving conditions. Therefore, when the selected height adjustment accuracy causes the air spring to inflate and deflate more than the preset number of times, it proves that the height adjustment accuracy does not meet the control requirements. At this time, the height adjustment accuracy needs to be further adjusted.

[0148] When adjusting the accuracy, the current driving conditions are recorded in a learning and recording manner, and the accuracy is continuously updated. The accuracy is then continuously adjusted in a testing manner until the height adjustment accuracy is suitable for the current driving conditions.

[0149] The process and results of adjusting the accuracy were recorded so that the height adjustment accuracy could be updated and tested when similar situations occur in the future. This would reduce the time required to update the accuracy and improve the update efficiency, thereby improving the control efficiency of the air spring.

[0150] In this embodiment, when the selected height adjustment accuracy is not fully applicable to the current driving conditions of the vehicle, the number of times the air spring is inflated and deflated is confirmed. Based on the number of inflated and deflated times, the height adjustment accuracy is updated to adapt to the current driving conditions and reduce the number of times the air spring is inflated and deflated. The update process and results are recorded so that they can be used as a reference when similar situations are encountered in the future, thereby improving the efficiency of updating the height adjustment accuracy and thus improving the control efficiency of the air spring.

[0151] For example, based on the first, second, and third embodiments of the air suspension control method of this application described above, a fourth embodiment is proposed, wherein the method further includes:

[0152] Step r: Determine the first correspondence between different driving conditions, different vehicle speeds and height adjustment accuracy, and determine the second correspondence between the updated value and the number of inflation / deflation cycles during the process of updating the height adjustment accuracy;

[0153] Based on the driving conditions and current vehicle speed, the appropriate height adjustment precision is selected to determine the relationship between the three factors, as well as the second correspondence between the updated data and the number of inflation / deflation cycles during the process of updating the height adjustment precision.

[0154] Step t: Generate an adjustment reference table based on the first relationship and the second relationship; the adjustment reference table is used as a reference when controlling the air suspension in the future, so as to reduce the calculation time required for subsequent control.

[0155] That is, when the air spring is adaptively adjusted, there will be a corresponding first correspondence, which is the mapping relationship that exists when the vehicle is initially calibrated.

[0156] When the height adjustment accuracy is not fully adapted to the corresponding driving conditions, the accuracy will be updated and adjusted. At this time, the correspondence between the data in the update process is a mapping relationship that does not exist in the calibration. The second correspondence needs to be recorded. When recording, the first correspondence can be referenced. Data with duplicate correspondence with the first correspondence in the second correspondence is removed, and correspondences that do not exist in the first correspondence are added to generate an adjustment reference table.

[0157] This adjustment reference table can be used to select parameters when controlling the air spring in the future.

[0158] According to the adjustment reference table, the relevant calculations, selections, and testing updates required when reducing the control air spring can be adapted. That is, in the above embodiment, the relevant calculations for selecting and updating the height adjustment accuracy are carried out, thereby improving the rapid control air spring to achieve the expected effect of reducing the number of inflation and deflation cycles.

[0159] In this embodiment, the correspondence between the height adjustment accuracy data of the adaptive adjustment of the air spring for control and the height adjustment accuracy is determined. After the determination, a relevant adjustment reference table is generated according to the correspondence. This allows the corresponding height adjustment accuracy to be selected according to the adjustment reference table when controlling the air spring in the future, thereby improving the efficiency of controlling the air spring to a certain extent.

[0160] In addition, this application also provides an air suspension control device, which includes:

[0161] The acquisition module is used to acquire the height fluctuation signal of the vehicle's air suspension.

[0162] The determination module is used to determine the driving conditions of the vehicle based on the altitude fluctuation signal;

[0163] The selection module is used to select the height adjustment accuracy corresponding to the driving condition.

[0164] The adjustment module is used to adjust the height of the air suspension according to the height adjustment accuracy, so that the adaptive height adjustment effect of the air suspension can adapt to different driving conditions.

[0165] For example, the adjustment module includes:

[0166] The first acquisition submodule is used to acquire the current speed of the vehicle;

[0167] The first determining submodule is used to determine the target height of the air suspension corresponding to the current vehicle speed;

[0168] The second determining submodule is used to determine the target height range based on the height adjustment accuracy and the target height;

[0169] The second acquisition submodule is used to acquire the actual height of the air suspension;

[0170] The adjustment submodule is used to adjust the actual height to within the target height range.

[0171] For example, the determining module includes:

[0172] A filtering submodule is used to filter the height fluctuation signal;

[0173] The third determination submodule is used to determine the fluctuation of the filtered signal;

[0174] The fourth determination submodule is used to determine the driving conditions of the vehicle based on the fluctuation situation.

[0175] For example, the third determining submodule includes:

[0176] The acquisition unit is used to acquire filtered signals within a preset time period according to a preset acquisition window to obtain the acquisition results;

[0177] A calculation unit is used to calculate the root mean square error of the acquisition results;

[0178] The comparison unit is used to compare the root mean square error with a preset error threshold to obtain a comparison result;

[0179] The first determining unit is used to determine the fluctuation of the filtered signal based on the comparison result.

[0180] The second determining unit is used to determine that the vehicle is in a first driving condition when the fluctuation condition is a no-bump condition or a slight-bump condition.

[0181] The selection unit is used to select the height adjustment accuracy corresponding to the first driving condition;

[0182] The third determining unit is used to determine that the vehicle is in the second driving condition when the fluctuation condition is a severe bumpy condition;

[0183] An interruption unit is used to interrupt the adaptive adjustment function of the air suspension when the vehicle is in a second driving condition.

[0184] For example, the adjustment module includes:

[0185] The fifth determining submodule is used to determine the height adjustment effect of the air suspension under the stated height adjustment accuracy.

[0186] The sixth determining submodule is used to determine the number of times the air suspension is inflated and deflated based on the height adjustment effect;

[0187] The judgment submodule is used to update the height adjustment accuracy if the number of inflation / deflation cycles is greater than the preset number, until the number of inflation / deflation cycles is less than the preset number.

[0188] The recording submodule is used to record the updated height adjustment accuracy, so as to provide information for subsequent control of the adaptive adjustment of the air suspension.

[0189] The seventh determining submodule is used to determine the first correspondence between different driving conditions, different vehicle speeds and height adjustment accuracy, and to determine the second correspondence between the updated value and the number of inflation and deflation times during the process of updating the height adjustment accuracy;

[0190] A generation submodule is used to generate an adjustment reference table based on the first relationship and the second relationship; the adjustment reference table is used as a reference when controlling the air suspension in the future to reduce the calculation time required for subsequent control.

[0191] The specific implementation of the air suspension control device in this application is basically the same as the various embodiments of the air suspension control method described above, and will not be repeated here.

[0192] In addition, this application also provides an air suspension control device. For example... Figure 5 As shown, Figure 5 This is a schematic diagram of the hardware operating environment involved in the embodiments of this application.

[0193] For example, Figure 5 This can be a structural diagram of the hardware operating environment of the air suspension control device.

[0194] like Figure 5 As shown, the air suspension control device may include a processor 501, a communication interface 502, a memory 503, and a communication bus 504. The processor 501, the communication interface 502, and the memory 503 communicate with each other through the communication bus 504. The memory 503 is used to store computer programs. When the processor 501 executes the program stored in the memory 503, it implements the steps of the air suspension control method.

[0195] The communication bus 504 mentioned in the aforementioned air suspension control device can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This communication bus 504 can be divided into an address bus, a data bus, and a control bus, etc. For ease of illustration, it is represented by only one thick line in the figure, but this does not indicate that there is only one bus or one type of bus.

[0196] Communication interface 502 is used for communication between the aforementioned air suspension control device and other devices.

[0197] The memory 503 may include random access memory (RMD) or non-volatile memory (NM), such as at least one disk storage device. Optionally, the memory 503 may also be at least one storage device located remotely from the aforementioned processor 501.

[0198] The processor 501 mentioned above can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0199] The specific implementation of the air suspension control device in this application is basically the same as the various embodiments of the air suspension control method described above, and will not be repeated here.

[0200] Furthermore, embodiments of this application also propose a computer-readable storage medium storing an air suspension control program, which, when executed by a processor, implements the steps of the air suspension control method as described above.

[0201] The specific implementation of the computer-readable storage medium in this application is basically the same as the embodiments of the air suspension control method described above, and will not be repeated here.

[0202] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or system. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or system that includes that element.

[0203] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0204] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0205] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. An air suspension control method, characterized in that, The air suspension control method includes the following steps: Acquire the height fluctuation signal of the vehicle's air suspension; The vehicle's operating conditions are determined based on the altitude fluctuation signal. Select the height adjustment accuracy corresponding to the driving conditions described; Based on the height adjustment accuracy, the height of the air suspension is adjusted so that the adaptive height adjustment effect of the air suspension can adapt to different driving conditions and avoid frequent inflation and deflation of the air suspension. The step of adjusting the height of the air suspension according to the height adjustment accuracy includes: Obtain the current speed of the vehicle; Determine the target height of the air suspension corresponding to the current vehicle speed; The target height range is determined based on the height adjustment accuracy and the target height. Obtain the actual height of the air suspension; Adjust the actual height to within the target height range; Wherein, adjusting the height of the air suspension according to the height adjustment accuracy includes: Determine the height adjustment effect of the air suspension at the stated height adjustment accuracy; Based on the height adjustment effect, determine the number of times the air suspension is inflated and deflated; If the number of inflation / deflation cycles is greater than the preset number, then the height adjustment accuracy is updated until the number of inflation / deflation cycles is less than the preset number. Record the updated height adjustment accuracy to assess the effectiveness of subsequent adaptive adjustments of the air suspension.

2. The air suspension control method as described in claim 1, characterized in that, Determining the vehicle's operating condition based on the altitude fluctuation signal includes: The height fluctuation signal is filtered. Determine the fluctuation characteristics of the filtered signal; Based on the fluctuations, the vehicle's operating conditions are determined.

3. The air suspension control method as described in claim 2, characterized in that, Determining the fluctuation of the filtered signal includes: According to the preset acquisition window, the filtered signal within the preset time period is acquired to obtain the acquisition result; Calculate the root mean square error of the collected results; The root mean square error is compared with a preset error threshold to obtain a comparison result; Based on the comparison results, the fluctuation of the filtered signal is determined.

4. The air suspension control method as described in claim 2, characterized in that, The driving conditions include a first driving condition and a second driving condition. Determining the vehicle's driving condition based on the fluctuations includes: When the fluctuation condition is a no-bump or slightly bumpy condition, the vehicle is determined to be in the first driving condition; Select the height adjustment accuracy corresponding to the first driving condition; When the fluctuation condition is a severe bumpy condition, the vehicle is determined to be in the second driving condition; When the vehicle is in the second driving condition, the adaptive adjustment function of the air suspension is interrupted.

5. The air suspension control method according to any one of claims 1-4, characterized in that, After adjusting the height of the air suspension according to the height adjustment accuracy, the process includes: A first correspondence is determined for different driving conditions, different vehicle speeds, and height adjustment accuracy, and a second correspondence is determined for the updated value and the number of inflation / deflation cycles during the process of updating the height adjustment accuracy. An adjustment reference table is generated based on the first and second correspondence relationships. The adjustment reference table is used as a reference when controlling the air suspension in the future, thereby reducing the calculation time required for subsequent control.

6. An air suspension control device, characterized in that, The air suspension control device includes: The acquisition module is used to acquire the height fluctuation signal of the vehicle's air suspension; The determination module is used to determine the driving conditions of the vehicle based on the altitude fluctuation signal; The selection module is used to select the height adjustment accuracy corresponding to the driving condition. The adjustment module is used to adjust the height of the air suspension according to the height adjustment accuracy, so that the adaptive height adjustment effect of the air suspension can adapt to different driving conditions. The adjustment module includes: The first acquisition submodule is used to acquire the current speed of the vehicle; The first determining submodule is used to determine the target height of the air suspension corresponding to the current vehicle speed; The second determining submodule is used to determine the target height range based on the height adjustment accuracy and the target height; The second acquisition submodule is used to acquire the actual height of the air suspension; The adjustment submodule is used to adjust the actual height to within the target height range; The fifth determining submodule is used to determine the height adjustment effect of the air suspension under the stated height adjustment accuracy. The sixth determining submodule is used to determine the number of times the air suspension is inflated and deflated based on the height adjustment effect; The judgment submodule is used to update the height adjustment accuracy if the number of inflation / deflation cycles is greater than the preset number, until the number of inflation / deflation cycles is less than the preset number. The recording submodule is used to record the updated height adjustment accuracy, so as to provide information for subsequent control of the adaptive adjustment effect of the air suspension.

7. An air suspension control device, characterized in that, The device includes: a memory, a processor, and an air suspension control program stored in the memory and executable on the processor, the air suspension control program being configured to implement the steps of the air suspension control method as described in any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores an air suspension control program, which, when executed by a processor, implements the steps of the air suspension control method as described in any one of claims 1 to 5.

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