Vehicle air suspension control method, device, equipment and readable storage medium

Abstract

The present invention provides a vehicle air suspension control method, device, equipment and readable storage medium, including: determining whether the vehicle is static or dynamic according to the vehicle speed and gear position; if the vehicle is static, detecting whether the vehicle is in a non-steady state according to the longitudinal acceleration and lateral acceleration; if the vehicle is dynamic, detecting whether the vehicle is in a non-steady state according to the brake master cylinder pressure, throttle opening, steering angle, longitudinal acceleration and lateral acceleration; if the vehicle is in a non-steady state, not responding to the air suspension adjustment command. Through the present invention, the vehicle is judged to be non-steady in advance to ensure that the vehicle maintains a good posture, and the user's driving experience can also be improved.

Description

Technical Field

[0001] The present invention relates to the field of automobile technology, and in particular to a vehicle air suspension control method, device, equipment and readable storage medium. Background Art

[0002] At present, with the development of automobile technology, the configuration rate of air suspension on passenger cars is gradually increasing. Drivers can choose to set different suspension height levels. The air suspension will raise or lower the suspension by inflating and deflating air, and adjust the suspension height to the height level set by the driver.

[0003] The driver may adjust the air suspension in any working condition and at any time. When the vehicle is parked on a large slope, if the driver raises the suspension, it may cause the center of gravity of the vehicle to rise, and in extreme cases the vehicle may tilt or overturn. When the driver performs sudden acceleration, deceleration, or sharp turns, if the driver adjusts the suspension level, the height control of the suspension adjustment cannot meet the accuracy requirements, resulting in an uneven posture of the adjusted vehicle, which brings a poor driving experience to the user. At the same time, extreme changes in the vehicle posture and center of gravity during the adjustment process may cause the vehicle to become unstable. Summary of the invention

[0004] The main purpose of the present invention is to provide a vehicle air suspension control method, device, equipment and readable storage medium, aiming to make a non-steady-state judgment on the vehicle in advance to ensure that the vehicle maintains a good posture, while also improving the user's driving experience.

[0005] In a first aspect, the present invention provides a vehicle air suspension control method, the vehicle air suspension control method comprising:

[0006] Determine whether the vehicle is static or dynamic based on the vehicle speed and gear position;

[0007] If the vehicle is in a static state, detect whether the vehicle is in a non-steady state based on the longitudinal acceleration and lateral acceleration;

[0008] If the vehicle is in a dynamic state, detect whether the vehicle is in a non-steady state based on the brake master cylinder pressure, throttle opening, steering angle, longitudinal acceleration and lateral acceleration;

[0009] If the vehicle is in an unsteady state, it will not respond to air suspension adjustment commands.

[0010] Optionally, the step of determining whether the vehicle is in a static or dynamic state according to the vehicle speed and gear position includes:

[0011] Detecting whether the vehicle meets a first condition, wherein the first condition is that the gear is not in the P gear, and the duration of the vehicle speed being greater than a first threshold is not less than a first duration;

[0012] If the vehicle does not meet the first condition, it is determined that the vehicle is in a static state;

[0013] If the vehicle meets the first condition, it is determined that the vehicle is in dynamic state.

[0014] Optionally, if the vehicle is in a static state, the step of detecting whether the vehicle is in a non-steady state according to the longitudinal acceleration and the lateral acceleration includes:

[0015] If the vehicle is static, determine the road condition of the vehicle based on the longitudinal acceleration and lateral acceleration;

[0016] Detecting whether the road condition of the vehicle is a slope road condition;

[0017] If the road condition of the vehicle is the slope road condition, it is determined that the vehicle is in a non-steady state.

[0018] Optionally, the step of determining the road condition of the vehicle according to the longitudinal acceleration and the lateral acceleration includes:

[0019] Detecting whether the longitudinal acceleration satisfies a second condition, where the second condition is that the longitudinal acceleration is greater than a second threshold for a duration that is not less than a second duration;

[0020] If the longitudinal acceleration satisfies the second condition, it is determined that the vehicle is longitudinally tilted, and the road condition of the vehicle is determined to be a longitudinal slope road condition;

[0021] detecting whether the lateral acceleration satisfies a third condition, wherein the third condition is that the duration for which the magnitude of the lateral acceleration is greater than a third threshold is not less than a third duration;

[0022] If the lateral acceleration satisfies the third condition, it is determined that the vehicle is tilted laterally, and the road condition of the vehicle is determined to be a lateral slope road condition;

[0023] detecting whether the longitudinal acceleration satisfies the second condition and whether the lateral acceleration satisfies the third condition;

[0024] If the longitudinal acceleration satisfies the second condition and the lateral acceleration satisfies the third condition, it is determined that the vehicle is tilted longitudinally and laterally, and the road condition of the vehicle is determined to be a longitudinal and lateral slope road condition.

[0025] Optionally, if the vehicle is in a dynamic state, the step of detecting whether the vehicle is in a non-steady state according to the brake master cylinder pressure, the throttle opening, the steering angle, the longitudinal acceleration and the lateral acceleration includes:

[0026] When the vehicle is in a dynamic state, determining the working condition of the vehicle according to the brake master cylinder pressure, throttle opening and steering angle;

[0027] Whether the vehicle is in a non-steady state is detected according to the working condition, longitudinal acceleration and lateral acceleration of the vehicle.

[0028] Optionally, the step of determining the working condition of the vehicle according to the brake master cylinder pressure, throttle opening and steering angle includes:

[0029] If the master brake cylinder pressure is greater than a fourth threshold, determining that the vehicle is in a braking condition;

[0030] If the throttle opening is greater than a fifth threshold, it is determined that the vehicle is in an acceleration condition;

[0031] If the steering angle is greater than a sixth threshold, determining that the vehicle is in a steering condition;

[0032] If the master cylinder pressure is greater than a fourth threshold and the steering angle is greater than a sixth threshold, it is determined that the vehicle is in a braking steering condition;

[0033] If the throttle opening is greater than a fifth threshold and the steering angle is greater than a sixth threshold, it is determined that the vehicle is in an acceleration steering condition.

[0034] Optionally, the step of detecting whether the vehicle is in a non-steady state according to the operating condition, longitudinal acceleration and lateral acceleration of the vehicle includes:

[0035] When the vehicle is in a braking condition, detecting whether the longitudinal acceleration satisfies a fourth condition, wherein the fourth condition is that the longitudinal acceleration is greater than the seventh threshold for a duration not less than a fourth duration;

[0036] If the longitudinal acceleration satisfies the fourth condition, it is determined that the vehicle is in a non-steady state;

[0037] When the vehicle is in an acceleration condition, detecting whether the longitudinal acceleration satisfies a fifth condition, wherein the fifth condition is that the longitudinal acceleration is greater than the eighth threshold for a duration not less than a fifth duration;

[0038] If the longitudinal acceleration satisfies the fifth condition, it is determined that the vehicle is in a non-steady state;

[0039] When the vehicle is in a turning condition, detecting whether the lateral acceleration satisfies a sixth condition, wherein the sixth condition is that the duration for which the magnitude of the lateral acceleration is greater than the ninth threshold is not less than a sixth duration;

[0040] If the lateral acceleration satisfies the sixth condition, it is determined that the vehicle is in an unsteady state;

[0041] When the vehicle is in a braking and steering condition, detecting whether the longitudinal acceleration satisfies the fourth condition and whether the lateral acceleration satisfies the sixth condition;

[0042] If at least one of the fourth condition and the sixth condition is satisfied, it is determined that the vehicle is in a non-steady state;

[0043] When the vehicle is in an accelerating steering condition, detecting whether the longitudinal acceleration satisfies the fifth condition and whether the lateral acceleration satisfies the sixth condition;

[0044] If at least one of the fifth condition and the sixth condition is satisfied, it is determined that the vehicle is in a non-steady state.

[0045] In a second aspect, the present invention further provides a vehicle air suspension control device, the vehicle air suspension control device comprising:

[0046] A determination module, used to determine whether the vehicle is in a static state or a dynamic state according to the vehicle speed and gear position;

[0047] A first detection module, for detecting whether the vehicle is in a non-steady state based on the longitudinal acceleration and the lateral acceleration if the vehicle is in a static state;

[0048] The second detection module is used to detect whether the vehicle is in a non-steady state according to the brake master cylinder pressure, throttle opening, steering angle, longitudinal acceleration and lateral acceleration if the vehicle is in a dynamic state;

[0049] The regulating module is used for not responding to the air suspension regulating instruction if the vehicle is in an unsteady state.

[0050] In a third aspect, the present invention also provides a vehicle air suspension control device, characterized in that the vehicle air suspension control device comprises a processor, a memory, and a vehicle air suspension control program stored in the memory and executable by the processor, wherein when the vehicle air suspension control program is executed by the processor, the steps of the vehicle air suspension control method as described above are implemented.

[0051] In a fourth aspect, the present invention also provides a readable storage medium, characterized in that a vehicle air suspension control program is stored on the readable storage medium, wherein when the vehicle air suspension control program is executed by a processor, the steps of the vehicle air suspension control method as described above are implemented.

[0052] The present invention determines whether the vehicle is in a static or dynamic state according to the vehicle speed and gear position; if the vehicle is in a static state, it detects whether the vehicle is in a non-steady state according to the longitudinal acceleration and the lateral acceleration; if the vehicle is in a dynamic state, it detects whether the vehicle is in a non-steady state according to the brake master cylinder pressure, the throttle opening, the steering angle, the longitudinal acceleration and the lateral acceleration; if the vehicle is in a non-steady state, it does not respond to the air suspension adjustment instruction. Through the present invention, the suspension controller receives the vehicle speed signal sent by the intelligent integrated brake control unit and the gear signal sent by the power domain control unit through the CAN bus to judge the dynamic and static state of the vehicle. When the vehicle is in a static state, it judges whether the vehicle is in a non-steady state based on the longitudinal acceleration and the lateral acceleration, ensuring that the height of the air suspension of the vehicle in a static state will not raise the center of gravity, thereby avoiding the risk of extreme situations; when the vehicle is in a dynamic state, it judges whether the vehicle is in a non-steady state based on the brake master cylinder pressure, throttle opening, steering angle, longitudinal acceleration and lateral acceleration; if the vehicle is in a non-steady state, it does not respond to the adjustment command of the vehicle's air suspension, thereby ensuring the adjustment accuracy of the vehicle's air suspension, while ensuring that the vehicle maintains a good vehicle posture and improving the driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] Figure 1 It is a flow chart of the vehicle air suspension control method of the present invention;

[0054] Figure 2 Detailed flow chart of step S20 of the vehicle air suspension control method of the present invention;

[0055] Figure 3 A detailed flow chart of the vehicle air suspension control method of the present invention for determining the road condition of the vehicle;

[0056] Figure 4 Detailed flow chart of step S30 of the vehicle air suspension control method of the present invention;

[0057] Figure 5 It is a detailed flow chart of step S301 of the vehicle air suspension control method of the present invention;

[0058] Figure 6 Detailed flow chart of step S302 of the vehicle air suspension control method of the present invention;

[0059] Figure 7 It is a schematic diagram of the functional modules of the vehicle air suspension control device of the present invention;

[0060] Figure 8 It is a schematic diagram of the hardware structure of the vehicle air suspension control device involved in the embodiment of the present invention.

[0061] The realization of the purpose, functional features and advantages of the present invention will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0062] It should be understood that the specific embodiments described herein are only used to explain the present invention, and are not used to limit the present invention.

[0063] In a first aspect, an embodiment of the present invention provides a vehicle air suspension control method.

[0064] Please refer to Figure 1 , Figure 1 FIG. 1 is a flow chart of the vehicle air suspension control method of the present invention. Figure 1 As shown, in one embodiment, the vehicle air suspension control method includes:

[0065] Step S10, determining whether the vehicle is in a static or dynamic state according to the vehicle speed and gear position;

[0066] In this embodiment, the vehicle speed signal sent by the intelligent integrated unit and the gear position signal sent by the power domain control unit are received through the CAN (Controller Area Network) bus to further determine whether the vehicle is in a dynamic or static state. For example, the vehicle speed and gear position are limited at the same time. The limiting condition for the vehicle to be in a dynamic state is that the vehicle is not in the parking gear, and the vehicle speed is greater than 5km / h for a duration greater than 3s. Only when the vehicle speed and gear position meet the limiting conditions at the same time, the vehicle is judged to be in a dynamic state; otherwise, the vehicle is judged to be in a static state. It should be noted that the values ​​listed in this embodiment, such as "5km / h" and "3s", are only used to illustrate the content of this embodiment and are not specific limiting values.

[0067] Furthermore, in one embodiment, step S10 includes:

[0068] Detecting whether the vehicle meets a first condition, wherein the first condition is that the gear is not in the P gear, and the duration of the vehicle speed being greater than a first threshold is not less than a first duration;

[0069] If the vehicle does not meet the first condition, it is determined that the vehicle is in a static state;

[0070] If the vehicle meets the first condition, it is determined that the vehicle is in dynamic state.

[0071] In this embodiment, the preset gear is not in the P gear, and the duration of the vehicle speed greater than the first threshold is not less than the first duration as the only condition for judging that the vehicle is in a dynamic state. If the vehicle does not meet this condition, it means that the vehicle is not in a driving state or the vehicle is driving at a very slow speed, which can almost be regarded as a stationary state. At this time, it is determined that the vehicle is in a static state; if the vehicle is not in the parking gear, no matter the vehicle is in the forward gear or the reverse gear, as long as the vehicle speed is greater than the first threshold and the driving time is greater than the first time, it means that the vehicle is in a driving state, and at this time, it is determined that the vehicle is in a dynamic state. For example, the first threshold is 5km / h and the first duration is 3s. If the vehicle is in the forward gear, but the vehicle speed is only 1km / h (less than the first threshold 5km / h), the vehicle is driving very slowly. Even if the duration is very long, it can be ignored and directly regarded as the vehicle is in a static state; if the vehicle gear is still in the forward gear, the vehicle speed is 10km / h (greater than the first threshold 5km / h), and it has been driving for 5s (greater than the first duration 5s), then the vehicle is in a driving state, that is, dynamic. It should be noted that the numerical values ​​listed in this embodiment, such as "5km / h", "3s", "1km / h", "10km / h" and "5s", are only used to illustrate the content of this embodiment and are not specific limiting values.

[0072] Step S20, if the vehicle is in a static state, detecting whether the vehicle is in a non-steady state according to the longitudinal acceleration and the lateral acceleration;

[0073] In this embodiment, when the vehicle is in a static state, the longitudinal acceleration signal and the lateral acceleration signal sent by the inertial unit are received through the CAN bus to determine whether the vehicle is in a tilted state. If the vehicle is in a tilted state, it means that the vehicle is unstable, that is, the vehicle is in a non-steady state; if the vehicle is not in a tilted state, it means that the vehicle is stable, that is, the vehicle is in a steady state. For example, when the vehicle is in a static state, the longitudinal acceleration changes, indicating that the vehicle is tilted longitudinally; the lateral acceleration changes, indicating that the vehicle is tilted laterally; the longitudinal acceleration and the lateral acceleration both change, indicating that the vehicle is tilted longitudinally and laterally. However, as long as the vehicle is in a tilted state, no matter in which direction it is tilted, it means that the vehicle is unstable and is considered to be in a non-steady state; but if the vehicle is not in a tilted state, the vehicle is stable and it can be considered to be in a steady state.

[0074] Further, in one embodiment, please refer to Figure 2 , Figure 2 FIG. 2 is a detailed flow chart of step S20 of the vehicle air suspension control method of the present invention. Figure 2 As shown, step S20 includes:

[0075] Step S201, if the vehicle is in a static state, determine the road condition of the vehicle according to the longitudinal acceleration and the lateral acceleration;

[0076] In this embodiment, if the vehicle is in a static state, the longitudinal acceleration signal and the lateral acceleration signal sent by the inertial unit are received through the CAN bus to determine whether the vehicle is in a tilted state and whether it is in a sloped road condition. For example, if the longitudinal acceleration of the vehicle changes, it means that the vehicle is tilted longitudinally, that is, it is determined that the vehicle is in a longitudinal sloped road condition. On the contrary, if the longitudinal acceleration of the vehicle does not change, it means that the vehicle is not tilted longitudinally, that is, the vehicle is not in a longitudinal sloped road condition; if the lateral acceleration of the vehicle changes, it means that the vehicle is tilted laterally, that is, it is determined that the vehicle is in a transverse sloped road condition. On the contrary, if the lateral acceleration of the vehicle does not change, it means that the vehicle is not tilted laterally, that is, it is determined that the vehicle is not in a transverse sloped road condition; if the longitudinal acceleration and the lateral acceleration of the vehicle change at the same time, it means that the vehicle is tilted longitudinally and transversely at the same time, that is, the vehicle is in a longitudinal and transverse sloped road condition (Note: the longitudinal and transverse sloped road condition refers to a road condition in which the longitudinal sloped road condition and the transverse sloped road condition exist at the same time), on the contrary, if the longitudinal acceleration and the lateral acceleration of the vehicle do not change, it means that the vehicle is not tilted, that is, it is determined that the vehicle is not in a sloped road condition.

[0077] Step S202, detecting whether the road condition of the vehicle is a slope road condition;

[0078] Step S203: If the road condition of the vehicle is the slope road condition, it is determined that the vehicle is in a non-steady state.

[0079] In this embodiment, the slope road condition includes but is not limited to a longitudinal slope road condition, a transverse slope road condition, or a longitudinal and transverse slope road condition (Note: a longitudinal and transverse slope road condition refers to a road condition in which a longitudinal slope road condition and a transverse slope road condition exist at the same time). However, no matter what slope road condition the vehicle is in, the vehicle will tilt, and at this time it is determined that the vehicle is in an unsteady state; conversely, if the vehicle is not in a slope road condition, the vehicle does not tilt or it is difficult to tilt, then it is determined that the vehicle is in a steady state. For example, when the vehicle is in a static state, the vehicle is on a longitudinal ramp and the vehicle tilts longitudinally; the vehicle is on a transverse ramp and the vehicle tilts transversely; the vehicle is on a longitudinal and transverse ramp and the vehicle tilts longitudinally and transversely at the same time. In fact, no matter what slope road condition the vehicle is in, the vehicle will inevitably tilt, and at this time it can be regarded as the vehicle being in an unsteady state. Conversely, if the vehicle is not on a ramp, then the vehicle is in a steady state.

[0080] Further, in one embodiment, please refer to Figure 3 , Figure 3 The detailed flow chart of the vehicle air suspension control method of the present invention for determining the road condition of the vehicle. Figure 3 As shown, the step of determining the road condition of the vehicle according to the longitudinal acceleration and the lateral acceleration includes:

[0081] Step S2011, detecting whether the longitudinal acceleration satisfies a second condition, wherein the second condition is that the longitudinal acceleration is greater than a second threshold for a duration not less than a second duration;

[0082] Step S2012: if the longitudinal acceleration satisfies the second condition, the vehicle is determined to be longitudinally tilted, and the road condition of the vehicle is determined to be a longitudinal slope road condition;

[0083] In this embodiment, the preset second condition is the only condition for judging that the vehicle is in a longitudinal slope road condition. When the longitudinal acceleration magnitude is greater than the second threshold value for a duration not less than the second duration, it indicates that the longitudinal tilt amplitude of the vehicle is large, and the vehicle road condition is determined to be a longitudinal slope road condition. If the longitudinal acceleration does not meet the second condition, it indicates that the longitudinal tilt amplitude of the vehicle is small or not tilted, and the vehicle road condition is determined not to be a longitudinal slope road condition. For example, in this embodiment, the longitudinal acceleration magnitude is expressed by A x Indicates that the second threshold is 0.2g, the second duration is 5s, if A x =1g (greater than the second threshold value 0.2g) lasts for 10s (greater than the second duration 5s), indicating that the longitudinal tilt of the vehicle is large. At this time, the road condition of the vehicle is determined to be a longitudinal slope road condition; if A x =0.1g or A x = 0g (not greater than the second threshold value 0.2g), no matter how long the vehicle is held, the longitudinal tilt of the vehicle is very small or there is no tilt, and it is determined that the vehicle is not in a longitudinal slope condition. It should be noted that the values ​​listed in this embodiment, such as "0.2g", "5s", "A x =1g", "10s" and "A x =0.1g or A x =0g” is only used to illustrate the content of this embodiment and is not a specific limiting value.

[0084] Step S2013, detecting whether the lateral acceleration satisfies a third condition, wherein the third condition is that the duration of the lateral acceleration being greater than a third threshold is not less than a third duration;

[0085] Step S2014: if the lateral acceleration satisfies the third condition, it is determined that the vehicle is laterally tilted, and the road condition of the vehicle is determined to be a lateral slope road condition;

[0086] In this embodiment, the preset third condition is the only condition for judging that the vehicle is in a lateral slope road condition. When the lateral acceleration magnitude is greater than the third threshold value for a duration not less than the third duration, it indicates that the lateral tilt of the vehicle is large, and the vehicle's road condition is determined to be a lateral slope road condition. If the lateral acceleration does not meet the third condition, it indicates that the lateral tilt of the vehicle is small or not tilted, and the vehicle's road condition is determined not to be a lateral slope road condition. For example, in this embodiment, the lateral acceleration magnitude is expressed by Ay Indicates that the third threshold is 0.2g, the second duration is 5s, if A y =1g (greater than the third threshold 0.2g) lasts for 10s (greater than the second duration 5s), indicating that the lateral tilt of the vehicle is large. At this time, it is determined that the road condition of the vehicle is a lateral slope. If A y =0.1g or A y = 0g (not greater than the third threshold value 0.2g), no matter how long the vehicle is held, the lateral tilt of the vehicle is very small or there is no tilt, and it is determined that the vehicle is not in a lateral slope road condition. It should be noted that the values ​​listed in this embodiment, such as "0.2g", "5s", "A y =1g", "10s" and "A y =0.1g or A y =0g” is only used to illustrate the content of this embodiment and is not a specific limiting value.

[0087] Step S2015, detecting whether the longitudinal acceleration satisfies the second condition and whether the lateral acceleration satisfies the third condition;

[0088] Step S2016: If the longitudinal acceleration satisfies the second condition and the lateral acceleration satisfies the third condition, it is determined that the vehicle is tilted longitudinally and laterally, and the road condition of the vehicle is determined to be a longitudinal and lateral slope road condition.

[0089] In this embodiment, if the longitudinal acceleration meets the condition of the longitudinal slope road condition and the lateral acceleration meets the condition of the lateral slope road condition, it means that both the longitudinal slope road condition and the lateral slope road condition exist at the same time, that is, the vehicle tilts both longitudinally and laterally, and the vehicle's road condition is determined to be a longitudinal and lateral slope road condition; if the longitudinal acceleration meets the condition of the longitudinal slope road condition and the lateral acceleration does not meet the condition of the lateral slope road condition, the vehicle only tilts longitudinally, and the vehicle's road condition is determined to be a longitudinal slope road condition; if the longitudinal acceleration does not meet the condition of the longitudinal slope road condition and the lateral acceleration meets the condition of the lateral slope road condition, the vehicle's road condition is determined to be a lateral slope road condition; only when the longitudinal acceleration does not meet the condition of the longitudinal slope road condition and the lateral acceleration does not meet the condition of the lateral slope road condition, it means that the vehicle is neither in a longitudinal slope road condition nor in a lateral slope road condition, and then it is determined that the vehicle's road condition is not in a sloped road condition.

[0090] Step S30, if the vehicle is in a dynamic state, detecting whether the vehicle is in a non-steady state according to the brake master cylinder pressure, throttle opening, steering angle, longitudinal acceleration and lateral acceleration;

[0091] In this embodiment, when the vehicle is in dynamic state, the brake master cylinder pressure signal issued by the intelligent integrated brake control unit, the throttle opening signal issued by the power domain control unit and the steering angle signal issued by the steering controller are received through the CAN bus to judge the working condition of the vehicle (the working condition of the vehicle includes but is not limited to braking condition, acceleration condition, steering condition, braking steering condition and acceleration steering condition), and then trigger the monitoring of longitudinal acceleration and lateral acceleration. If the longitudinal acceleration of the vehicle changes, the vehicle tilts forward or backward, and the vehicle is in an unstable state; if the lateral acceleration of the vehicle changes, the vehicle rolls, and the vehicle is in an unstable state.

[0092] Further, in one embodiment, please refer to Figure 4 , Figure 4 FIG. 2 is a detailed flow chart of step S30 of the vehicle air suspension control method of the present invention. Figure 4 As shown, step S30 includes:

[0093] Step S301, when the vehicle is in a dynamic state, determining the working condition of the vehicle according to the brake master cylinder pressure, throttle opening and steering angle;

[0094] In this embodiment, when the vehicle is in a dynamic state, the brake master cylinder pressure signal issued by the intelligent integrated brake control unit, the throttle opening signal issued by the power domain control unit and the steering angle signal issued by the steering controller are received through the CAN bus, and the working condition of the vehicle is further determined according to the brake master cylinder pressure signal, the throttle opening signal and the steering angle signal. For example: the working condition of the vehicle includes but is not limited to braking condition, acceleration condition, steering condition, braking steering condition and acceleration steering condition. When the brake master cylinder pressure changes, the working condition of the vehicle can be determined to be a braking condition; when the throttle opening changes, the working condition of the vehicle can be determined to be an acceleration condition; when the steering angle changes, the working condition of the vehicle can be determined to be a steering condition; when the brake master cylinder pressure and the steering angle change at the same time, the working condition of the vehicle can be determined to be a braking steering condition (Note: the braking steering condition is a condition in which the braking condition and the steering condition exist at the same time); when the throttle opening and the steering angle of the vehicle change at the same time, the working condition of the vehicle can be determined to be an acceleration steering condition (Note: the acceleration steering condition is a condition in which the acceleration condition and the steering condition exist at the same time).

[0095] Step S302: Detect whether the vehicle is in a non-steady state according to the working condition, longitudinal acceleration and lateral acceleration of the vehicle.

[0096] In this embodiment, after the working condition of the vehicle is determined, the longitudinal acceleration and the lateral acceleration are combined to determine whether the vehicle is tilted. If the vehicle is tilted, it is determined that the vehicle is in an unsteady state; if the vehicle is not tilted, it is determined that the vehicle is in a steady state. For example, in the previous embodiment, the working condition of the vehicle is determined to include but is not limited to the braking condition, the acceleration condition, the steering condition, the braking steering condition, and the acceleration steering condition. When the vehicle is in the braking condition or the acceleration condition, it is necessary to observe whether the longitudinal acceleration changes, and then determine whether the vehicle is tilted forward or backward; when the vehicle is in the steering condition, it is necessary to observe whether the lateral acceleration changes, and then determine whether the vehicle is tilted; when the vehicle is in the braking steering condition, it is necessary to observe the changes in the longitudinal acceleration and the lateral acceleration at the same time to determine whether the vehicle is tilted forward and tilted; when the vehicle is in the acceleration steering condition, it is also necessary to observe the longitudinal acceleration and the lateral acceleration at the same time to determine whether the vehicle is tilted backward and tilted. However, in the working condition of the above-mentioned vehicle, as long as the vehicle is detected to be in a tilted state, no matter whether it is tilted forward, backward or sideways, the vehicle is judged to have entered an unstable state. Conversely, as long as the vehicle is not in any tilted state, the vehicle is in a stable state.

[0097] Further, in one embodiment, please refer to Figure 5 , Figure 5 FIG. 1 is a detailed flow chart of step S301 of the vehicle air suspension control method of the present invention. Figure 5 As shown, step S301 includes:

[0098] Step S3011, if the brake master cylinder pressure is greater than a fourth threshold, it is determined that the vehicle is in a braking condition;

[0099] In this embodiment, the brake master cylinder converts the mechanical force applied to the brake pedal and the force of the vacuum booster into brake oil pressure, and sends the brake fluid with a certain pressure to the brake wheel cylinder (slave cylinder) of each wheel through the brake pipeline, and then converts it into wheel braking force by the wheel brake. Therefore, when the brake master cylinder pressure is greater than the fourth threshold value, the driving wheel brake starts to generate wheel braking force to brake the vehicle, and then it is determined that the vehicle is in a braking condition. For example, the fourth threshold value is 5bar, and when the vehicle brake master cylinder pressure is 10bar (greater than the fourth threshold value 5bar), the driving wheel brake starts to generate wheel braking force to brake the vehicle, and then it is determined that the vehicle is in a braking condition. It should be noted that the values ​​listed in this embodiment, such as "5bar" and "10bar", are only used to illustrate the content of this embodiment and are not specific limiting values.

[0100] Step S3012: if the throttle opening is greater than a fifth threshold, it is determined that the vehicle is in an acceleration condition;

[0101] In this embodiment, the throttle opening controls the filling amount of the cylinder, thereby determining the output power of the engine, that is, controlling the engine speed, thereby controlling the vehicle speed. Therefore, when the throttle opening is greater than the fifth threshold, the engine speed is controlled to increase, thereby achieving vehicle acceleration, and at this time it is determined that the vehicle is in an acceleration condition. For example, the fifth threshold is 20%. When the throttle opening is 20% (greater than the fifth threshold 20%), the engine speed is controlled to increase, thereby achieving vehicle acceleration, and at this time it is determined that the vehicle is in an acceleration condition. It should be noted that the values ​​listed in this embodiment, such as "20%" and "20%", are only used to illustrate the content of this embodiment and are not specific limiting values.

[0102] Step S3013: if the steering angle is greater than a sixth threshold, determining that the vehicle is in a steering condition;

[0103] In this embodiment, the steering wheel is operated to drive the steering machine, thereby causing the rack and pinion steering gear to work, so that the front tie rod swings left and right to make the front wheels produce an angle. When the front wheels of the vehicle deflect to the left or right, the steering angle will increase from 0. When the steering angle is greater than the sixth threshold, it means that the amplitude of the vehicle turning left or right is too large, and it is determined that the vehicle is in a turning condition. For example, when the sixth threshold is 45° and the steering angle is 60° (greater than the sixth threshold 45°), it means that the amplitude of the vehicle turning left or right is too large, and it is determined that the vehicle is in a turning condition. It should be noted that the values ​​listed in this embodiment, such as "45°" and "60°", are only used to illustrate the content of this embodiment and are not specific limiting values.

[0104] Step S3014, if the master cylinder pressure is greater than a fourth threshold and the steering angle is greater than a sixth threshold, it is determined that the vehicle is in a braking steering condition;

[0105] In this embodiment, when the master cylinder pressure is detected to be greater than the fourth threshold value (for example, the fourth threshold value is 5 bar), it indicates that the vehicle is in a braking condition, and when the steering angle is detected to be greater than the sixth threshold value (for example, the sixth threshold value is 45°), it indicates that the vehicle is also in a steering condition, which means that the vehicle is in a working state where the braking condition and the steering condition exist simultaneously, that is, the vehicle is determined to be in a braking steering condition. It should be noted that the values ​​listed in this embodiment, such as "5 bar" and "45°", are only used to illustrate the content of this embodiment and are not specific limiting values.

[0106] Step S3015: If the throttle opening is greater than the fifth threshold and the steering angle is greater than the sixth threshold, it is determined that the vehicle is in an acceleration steering condition.

[0107] In this embodiment, when the throttle opening is greater than the fifth threshold value (for example, the fifth threshold value is 20%), it indicates that the vehicle is in an acceleration condition; at this time, the vehicle also performs a steering operation, so that the steering angle of the front wheels of the vehicle is greater than the sixth threshold value (for example, the sixth threshold value is 45°), it indicates that the vehicle is also in a steering condition, which means that the vehicle is in a working state where the acceleration condition and the steering condition exist at the same time, that is, the vehicle is determined to be in an acceleration steering condition. It should be noted that the values ​​listed in this embodiment, such as "20%" and "45°", are only used to illustrate the content of this embodiment and are not specific limiting values.

[0108] Further, in one embodiment, please refer to Figure 6 , Figure 6 FIG. 2 is a detailed flow chart of step S302 of the vehicle air suspension control method of the present invention. Figure 6 As shown, step S302 includes:

[0109] Step S3021, when the vehicle is in a braking condition, detecting whether the longitudinal acceleration satisfies a fourth condition, wherein the fourth condition is that the longitudinal acceleration is greater than the seventh threshold for a duration not less than a fourth duration;

[0110] Step S3022: if the longitudinal acceleration satisfies the fourth condition, it is determined that the vehicle is in a non-steady state;

[0111] In this embodiment, when the vehicle is in a braking condition, the vehicle is decelerating, and the front of the vehicle is lower than the rear of the vehicle, indicating that the vehicle is tilting forward. Only when the longitudinal acceleration is greater than the seventh threshold and the continuous driving time is not less than the fourth duration, it is indicated that the vehicle is in an emergency braking condition. At this time, the vehicle's forward tilt is more obvious, that is, it is determined that the vehicle is in a non-steady state. However, when the longitudinal acceleration does not meet the only condition that the longitudinal acceleration is greater than the seventh threshold and the duration is not less than the fourth duration, it is indicated that the vehicle is in a stable braking state. At this time, the vehicle's forward tilt is not obvious, that is, it is determined that the vehicle is in a steady state. For example: when the vehicle is in a braking condition, the longitudinal acceleration is expressed by A x Indicates that the seventh threshold is 0.2g and the fourth duration is 2s. When the vehicle is in braking condition, A x As long as there is a change, it means that the vehicle is leaning forward. x =1g (greater than the seventh threshold 0.2g) and lasts for 5s (greater than the fourth duration 2s), it means that the vehicle is decelerating rapidly and the vehicle is leaning forward, which further determines that the vehicle is in an unsteady state; if A x =0.1g or A x =0, and is not greater than the seventh threshold value 0.2g, then no matter how long it lasts, it means that the vehicle is in a stable braking state. At this time, the vehicle does not tilt forward obviously or does not tilt forward, and it is determined that the vehicle is in a steady state. It should be noted that the values ​​listed in this embodiment, such as "0.2g", "2s", "Ax =1g", "5s°" and "A x =0.1g or A x =0", which is only used to illustrate the content of this embodiment and is not a specific limiting value.

[0112] Step S3023, when the vehicle is in an acceleration condition, detecting whether the longitudinal acceleration satisfies a fifth condition, wherein the fifth condition is that the longitudinal acceleration is greater than the eighth threshold for a duration not less than a fifth duration;

[0113] Step S3024: if the longitudinal acceleration satisfies the fifth condition, it is determined that the vehicle is in a non-steady state;

[0114] In this embodiment, when the vehicle is in an acceleration condition, the vehicle is accelerating, and the front of the vehicle is higher than the rear of the vehicle, indicating that the vehicle is tilting backward. Only when the longitudinal acceleration is greater than the eighth threshold and the continuous driving time is not less than the fifth duration, it is indicated that the vehicle is in a rapid acceleration condition. At this time, the backward tilt of the vehicle is more obvious, that is, it is determined that the vehicle is in a non-steady state. However, when the longitudinal acceleration does not meet the only condition that the longitudinal acceleration is greater than the eighth threshold and the duration is not less than the fifth duration, it is indicated that the vehicle is in a stable acceleration state. At this time, the backward tilt of the vehicle is not obvious, that is, it is determined that the vehicle is in a steady state. For example: the longitudinal acceleration is expressed by A x Indicates that the eighth threshold is 0.2g and the fifth duration is 2s. When the vehicle is in an accelerating condition, A x As long as there is a change, it means that the vehicle is tilting backward. x =1g (greater than the eighth threshold 0.2g) and lasts for 5s (greater than the fifth duration 2s), it means that the vehicle is accelerating rapidly and the vehicle is tilting backward, and it is determined that the vehicle is in an unsteady state; if A x =0.1g or A x =0 (not greater than the eighth threshold value 0.2g), no matter how long it lasts, it means that the vehicle is in a stable acceleration state. At this time, the backward tilt of the vehicle is not obvious or there is no backward tilt, and it is determined that the vehicle is in a steady state. It should be noted that the values ​​listed in this embodiment, such as "0.2g", "2s", "A x =1g", "5s°" and "A x =0.1g or A x =0", which is only used to illustrate the content of this embodiment and is not a specific limiting value.

[0115] Step S3025, when the vehicle is in a turning condition, detecting whether the lateral acceleration satisfies a sixth condition, wherein the sixth condition is that the duration of the lateral acceleration being greater than the ninth threshold is not less than a sixth duration;

[0116] Step S3026: if the lateral acceleration satisfies the sixth condition, it is determined that the vehicle is in a non-steady state;

[0117] In this embodiment, when the vehicle is in a turning condition, the lateral acceleration changes, indicating that the vehicle is turning and tilting. Only when the lateral acceleration is greater than the ninth threshold value for a duration not less than the sixth duration, it is indicated that the vehicle is in a sharp turning condition. At this time, the vehicle's tilt is more obvious, that is, it is determined that the vehicle is in an unsteady state. However, when the lateral acceleration does not meet the only condition that the lateral acceleration is greater than the ninth threshold value for a duration not less than the sixth duration, it is indicated that the vehicle is in a normal turning state. At this time, the vehicle's tilt is not obvious or there is no tilt, that is, it is determined that the vehicle is in a steady state. For example: the lateral acceleration is expressed by A y Indicates that the ninth threshold is 0.15g and the sixth duration is 1.5s. When the vehicle is in a turning condition, A y As long as there is a change, it means that the vehicle is tilting when turning. y =1g (greater than the ninth threshold 0.15g) and lasts for 5s (greater than the sixth duration 1.5s), it means that the vehicle is turning sharply and the vehicle is leaning to the left or right, further determining that the vehicle is in an unsteady state; if A y =0.1g or A y =0 (not greater than the ninth threshold value 0.15g), no matter how long it lasts, it means that the vehicle is in a stable steering state. At this time, the vehicle's roll is not obvious or there is no roll, and it is determined that the vehicle is in a steady state. It should be noted that the values ​​listed in this embodiment, such as "0.15g", "1.5s", "A y =1g", "5s°" and "A y =0.1g or A y =0" is only used to illustrate the content of this embodiment and is not a specific limiting value.

[0118] Step S3027, when the vehicle is in a braking and steering condition, detecting whether the longitudinal acceleration satisfies the fourth condition and whether the lateral acceleration satisfies the sixth condition;

[0119] Step S3028, if at least one of the fourth condition and the sixth condition is satisfied, it is determined that the vehicle is in a non-steady state;

[0120] In this embodiment, when the vehicle is in a braking and steering condition, it means that the vehicle is in a braking condition and a steering condition at the same time. Therefore, it is necessary to simultaneously determine whether the longitudinal acceleration satisfies the fourth condition and whether the lateral acceleration satisfies the sixth condition, and then determine whether the vehicle is tilted forward and whether the vehicle is tilted sideways. However, when the vehicle is in a braking and steering condition, as long as one of the longitudinal acceleration and the lateral acceleration satisfies the condition, it means that the vehicle is tilted and the vehicle is in an emergency braking and steering condition, that is, it is determined that the vehicle enters an unsteady state. However, only when the longitudinal acceleration does not satisfy the fourth condition and the lateral acceleration does not satisfy the sixth condition, the vehicle is not in a tilting state, and it is determined that the vehicle enters a steady state. For example, if the longitudinal acceleration satisfies the fourth condition and the lateral acceleration does not satisfy the sixth condition, the vehicle only tilts forward more obviously, but the vehicle is still in a tilting state, so it is determined that the vehicle is in an unsteady state; only when the longitudinal acceleration and the lateral acceleration do not satisfy their respective conditions, the vehicle does not tilt forward or tilt sideways, and it is determined that the vehicle is in a steady state.

[0121] Step S3029, when the vehicle is in an accelerating steering condition, detecting whether the longitudinal acceleration satisfies the fifth condition and whether the lateral acceleration satisfies the sixth condition;

[0122] Step S30210: If at least one of the fifth condition and the sixth condition is satisfied, it is determined that the vehicle is in a non-steady state.

[0123] In this embodiment, when the vehicle is in an accelerated steering condition, it means that the vehicle is in an accelerated condition and a steering condition at the same time, so it is necessary to simultaneously determine whether the longitudinal acceleration satisfies the fifth condition and whether the lateral acceleration satisfies the sixth condition, and then determine whether the vehicle tilts backward and whether the vehicle tilts sideways. However, when the vehicle is in an accelerated steering condition, as long as one of the longitudinal acceleration and the lateral acceleration satisfies the condition, it means that the vehicle tilts and the vehicle is in a rapid accelerated steering condition, that is, it is determined that the vehicle enters an unsteady state. However, only when the longitudinal acceleration does not satisfy the fifth condition and the lateral acceleration does not satisfy the sixth condition, the vehicle is not in a tilted state, and it is determined that the vehicle enters a steady state. For example, if the longitudinal acceleration satisfies the fifth condition and the lateral acceleration does not satisfy the sixth condition, the vehicle only tilts backward more obviously, but the vehicle is still in a tilted state, so it is determined that the vehicle is in an unsteady state; only when the longitudinal acceleration and the lateral acceleration do not satisfy their respective conditions, the vehicle does not tilt backward or tilt sideways, and it is determined that the vehicle is in a steady state.

[0124] Step S40: If the vehicle is in an unsteady state, the air suspension adjustment instruction is not responded to.

[0125] In this embodiment, no matter the vehicle is in a static or dynamic state, as long as it is in an unsteady state, when receiving the vehicle air suspension adjustment instruction, the air suspension controller may not respond. For example, if the user wants to raise or lower the height of the air suspension, he / she inputs the air suspension adjustment instruction, but the air suspension controller finds that the vehicle is in an unsteady state and may not respond to the air suspension adjustment instruction to avoid inaccurate adjustment accuracy, resulting in poor vehicle posture, which may be risky in extreme cases; if the air suspension controller is adjusting the height of the air suspension and finds that the vehicle has entered an unsteady state, the current air suspension adjustment is interrupted, and the air pump, the air release valve and the air distribution valve are closed; only when the air suspension controller finds that the vehicle has entered a steady state, the air suspension adjustment is resumed, the air pump, the air release valve and the air distribution valve are opened, and the air suspension is raised and lowered, so that the height value of the air suspension reaches the suspension level height set by the driver, so that the adjustment accuracy of the air suspension can be ensured, and at the same time, the vehicle can maintain a good vehicle posture and improve the driving experience.

[0126] In this embodiment, it is determined whether the vehicle is static or dynamic based on the vehicle speed and gear position; if the vehicle is static, it is detected whether the vehicle is in a non-steady state based on the longitudinal acceleration and lateral acceleration; if the vehicle is dynamic, it is detected whether the vehicle is in a non-steady state based on the brake master cylinder pressure, throttle opening, steering angle, longitudinal acceleration and lateral acceleration; if the vehicle is in a non-steady state, it will not respond to the air suspension adjustment command. Through this embodiment, the suspension controller receives the vehicle speed signal sent by the intelligent integrated brake control unit and the gear signal sent by the power domain control unit through the CAN bus to judge the dynamic and static state of the vehicle. When the vehicle is in a static state, it judges whether the vehicle is in a non-steady state based on the longitudinal acceleration and lateral acceleration, ensuring that adjusting the height of the air suspension of the vehicle in a static state will not raise the center of gravity, thereby avoiding the risk of extreme situations; when the vehicle is in a dynamic state, it judges whether the vehicle is in a non-steady state based on the brake master cylinder pressure, throttle opening, steering angle, longitudinal acceleration and lateral acceleration; if the vehicle is in a non-steady state, it does not respond to the adjustment command of the vehicle's air suspension, thereby ensuring the adjustment accuracy of the vehicle's air suspension, while ensuring that the vehicle maintains a good vehicle posture and improving the driving experience.

[0127] In a second aspect, an embodiment of the present invention further provides a vehicle air suspension control device.

[0128] In one embodiment, please refer to Figure 7 , Figure 7 FIG. 1 is a schematic diagram of the functional modules of the vehicle air suspension control device of the present invention. Figure 7 As shown, the vehicle air suspension control device includes:

[0129] A determination module 10, for determining whether the vehicle is in a static state or a dynamic state according to the vehicle speed and the gear position;

[0130] The first detection module 20 is used to detect whether the vehicle is in a non-steady state according to the longitudinal acceleration and the lateral acceleration if the vehicle is in a static state;

[0131] The second detection module 30 is used to detect whether the vehicle is in a non-steady state according to the brake master cylinder pressure, throttle opening, steering angle, longitudinal acceleration and lateral acceleration if the vehicle is in a dynamic state;

[0132] The adjustment module 40 is configured to not respond to the air suspension adjustment instruction if the vehicle is in an unsteady state.

[0133] Further, in one embodiment, the determination module 10 is specifically configured to:

[0134] Detecting whether the vehicle meets a first condition, wherein the first condition is that the gear is not in the P gear, and the duration of the vehicle speed being greater than a first threshold is not less than a first duration;

[0135] If the vehicle does not meet the first condition, it is determined that the vehicle is in a static state;

[0136] If the vehicle meets the first condition, it is determined that the vehicle is in dynamic state.

[0137] Furthermore, in one embodiment, the first detection module 20 is specifically used for:

[0138] If the vehicle is static, determine the road condition of the vehicle based on the longitudinal acceleration and lateral acceleration;

[0139] Detecting whether the road condition of the vehicle is a slope road condition;

[0140] If the road condition of the vehicle is the slope road condition, it is determined that the vehicle is in a non-steady state.

[0141] Furthermore, in one embodiment, the first detection module 20 is used to:

[0142] Detecting whether the longitudinal acceleration satisfies a second condition, where the second condition is that the longitudinal acceleration is greater than a second threshold for a duration that is not less than a second duration;

[0143] If the longitudinal acceleration satisfies the second condition, it is determined that the vehicle is longitudinally tilted, and the road condition of the vehicle is determined to be a longitudinal slope road condition;

[0144] detecting whether the lateral acceleration satisfies a third condition, wherein the third condition is that the duration for which the magnitude of the lateral acceleration is greater than a third threshold is not less than a third duration;

[0145] If the lateral acceleration satisfies the third condition, it is determined that the vehicle is tilted laterally, and the road condition of the vehicle is determined to be a lateral slope road condition;

[0146] detecting whether the longitudinal acceleration satisfies the second condition and whether the lateral acceleration satisfies the third condition;

[0147] If the longitudinal acceleration satisfies the second condition and the lateral acceleration satisfies the third condition, it is determined that the vehicle is tilted longitudinally and laterally, and the road condition of the vehicle is determined to be a longitudinal and lateral slope road condition.

[0148] Furthermore, in one embodiment, the second detection module 30 is specifically used for:

[0149] When the vehicle is in a dynamic state, determining the working condition of the vehicle according to the brake master cylinder pressure, throttle opening and steering angle;

[0150] Whether the vehicle is in a non-steady state is detected according to the working condition, longitudinal acceleration and lateral acceleration of the vehicle.

[0151] Furthermore, in one embodiment, the second detection module 30 is used to:

[0152] If the master brake cylinder pressure is greater than a fourth threshold, determining that the vehicle is in a braking condition;

[0153] If the throttle opening is greater than a fifth threshold, it is determined that the vehicle is in an acceleration condition;

[0154] If the steering angle is greater than a sixth threshold, determining that the vehicle is in a steering condition;

[0155] If the master cylinder pressure is greater than a fourth threshold and the steering angle is greater than a sixth threshold, it is determined that the vehicle is in a braking steering condition;

[0156] If the throttle opening is greater than a fifth threshold and the steering angle is greater than a sixth threshold, it is determined that the vehicle is in an acceleration steering condition.

[0157] Furthermore, in one embodiment, the second detection module 30 is used to:

[0158] When the vehicle is in a braking condition, detecting whether the longitudinal acceleration satisfies a fourth condition, wherein the fourth condition is that the longitudinal acceleration is greater than the seventh threshold for a duration not less than a fourth duration;

[0159] If the longitudinal acceleration satisfies the fourth condition, it is determined that the vehicle is in a non-steady state;

[0160] When the vehicle is in an acceleration condition, detecting whether the longitudinal acceleration satisfies a fifth condition, wherein the fifth condition is that the longitudinal acceleration is greater than the eighth threshold for a duration not less than a fifth duration;

[0161] If the longitudinal acceleration satisfies the fifth condition, it is determined that the vehicle is in a non-steady state;

[0162] When the vehicle is in a turning condition, detecting whether the lateral acceleration satisfies a sixth condition, wherein the sixth condition is that the duration for which the magnitude of the lateral acceleration is greater than the ninth threshold is not less than a sixth duration;

[0163] If the lateral acceleration satisfies the sixth condition, it is determined that the vehicle is in an unsteady state;

[0164] When the vehicle is in a braking and steering condition, detecting whether the longitudinal acceleration satisfies the fourth condition and whether the lateral acceleration satisfies the sixth condition;

[0165] If at least one of the fourth condition and the sixth condition is satisfied, it is determined that the vehicle is in a non-steady state;

[0166] When the vehicle is in an accelerating steering condition, detecting whether the longitudinal acceleration satisfies the fifth condition and whether the lateral acceleration satisfies the sixth condition;

[0167] If at least one of the fifth condition and the sixth condition is satisfied, it is determined that the vehicle is in a non-steady state.

[0168] Among them, the functional implementation of each module in the above-mentioned vehicle air suspension control device corresponds to the various steps in the above-mentioned vehicle air suspension control method embodiment, and its functions and implementation processes will not be repeated here one by one.

[0169] In a third aspect, an embodiment of the present invention provides a vehicle air suspension control device, which may be a device having a data processing function, such as a personal computer (PC), a notebook computer, or a server.

[0170] Please refer to Figure 8 , Figure 8It is a schematic diagram of the hardware structure of the vehicle air suspension control device involved in the embodiment of the present invention. In the embodiment of the present invention, the vehicle air suspension control device may include a processor 1001 (such as a central processing unit, CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. Among them, the communication bus 1002 is used to realize the connection and communication between these components; the user interface 1003 may include a display screen (Display), an input unit such as a keyboard (Keyboard); the network interface 1004 may optionally include a standard wired interface, a wireless interface (such as wireless fidelity WIreless-FIdelity, WI-FI interface); the memory 1005 may be a high-speed random access memory (random access memory, RAM), or a stable memory (non-volatile memory), such as a disk storage, and the memory 1005 may optionally be a storage device independent of the aforementioned processor 1001. Those skilled in the art will understand that Figure 8 The hardware structure shown in the figure does not constitute a limitation of the present invention, and may include more or less components than those shown in the figure, or combine certain components, or arrange the components differently.

[0171] Continue to refer to Figure 8 , Figure 8 The memory 1005 as a computer storage medium may include an operating system, a network communication module, a user interface module, and a vehicle air suspension control program. The processor 1001 may call the vehicle air suspension control program stored in the memory 1005 and execute the vehicle air suspension control method provided in the embodiment of the present invention.

[0172] In a fourth aspect, an embodiment of the present invention further provides a readable storage medium.

[0173] The vehicle air suspension control program is stored on the readable storage medium of the present invention, wherein when the vehicle air suspension control program is executed by a processor, the steps of the vehicle air suspension control method as described above are implemented.

[0174] Among them, the method implemented when the vehicle air suspension control program is executed can refer to the various embodiments of the vehicle air suspension control method of the present invention, and will not be repeated here.

[0175] It should be noted that, in this article, the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or system including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or system. In the absence of further restrictions, an element defined by the sentence "comprises a ..." does not exclude the existence of other identical elements in the process, method, article or system including the element.

[0176] The serial numbers of the above embodiments of the present invention are only for description and do not represent the advantages or disadvantages of the embodiments.

[0177] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present invention is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes a number of instructions for a terminal device to execute the methods described in each embodiment of the present invention.

[0178] The above are only preferred embodiments of the present invention, and are not intended to limit the patent scope of the present invention. Any equivalent structure or equivalent process transformation made using the contents of the present invention specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present invention.

Claims

1. A vehicle air suspension control method, characterized in that: The vehicle air suspension control method comprises: Determine whether the vehicle is static or dynamic based on the vehicle speed and gear position; If the vehicle is in a static state, detect whether the vehicle is in a non-steady state based on the longitudinal acceleration and lateral acceleration; If the vehicle is in a dynamic state, detect whether the vehicle is in a non-steady state based on the brake master cylinder pressure, throttle opening, steering angle, longitudinal acceleration and lateral acceleration; If the vehicle is in an unsteady state, it will not respond to air suspension adjustment commands; If the vehicle is in a dynamic state, the steps of detecting whether the vehicle is in a non-steady state according to the brake master cylinder pressure, throttle opening, steering angle, longitudinal acceleration and lateral acceleration include: When the vehicle is in a dynamic state, determining the working condition of the vehicle according to the brake master cylinder pressure, throttle opening and steering angle; Whether the vehicle is in a non-steady state is detected according to the working condition, longitudinal acceleration and lateral acceleration of the vehicle.

2. The vehicle air suspension control method according to claim 1, characterized in that: The step of determining whether the vehicle is static or dynamic according to the vehicle speed and gear position comprises: Detecting whether the vehicle meets a first condition, wherein the first condition is that the gear is not in the P gear, and the duration of the vehicle speed being greater than a first threshold is not less than a first duration; If the vehicle does not meet the first condition, it is determined that the vehicle is in a static state; If the vehicle meets the first condition, it is determined that the vehicle is in dynamic state.

3. The vehicle air suspension control method according to claim 1, characterized in that: If the vehicle is in a static state, the step of detecting whether the vehicle is in a non-steady state according to the longitudinal acceleration and the lateral acceleration comprises: If the vehicle is static, determine the road condition of the vehicle based on the longitudinal acceleration and lateral acceleration; Detecting whether the road condition of the vehicle is a slope road condition; If the road condition of the vehicle is the slope road condition, it is determined that the vehicle is in a non-steady state.

4. The vehicle air suspension control method according to claim 3, characterized in that: The step of determining the road condition of the vehicle according to the longitudinal acceleration and the lateral acceleration comprises: Detecting whether the longitudinal acceleration satisfies a second condition, where the second condition is that the longitudinal acceleration is greater than a second threshold for a duration that is not less than a second duration; If the longitudinal acceleration satisfies the second condition, it is determined that the vehicle is longitudinally tilted, and the road condition of the vehicle is determined to be a longitudinal slope road condition; detecting whether the lateral acceleration satisfies a third condition, wherein the third condition is that the duration for which the magnitude of the lateral acceleration is greater than a third threshold is not less than a third duration; If the lateral acceleration satisfies the third condition, it is determined that the vehicle is tilted laterally, and the road condition of the vehicle is determined to be a lateral slope road condition; detecting whether the longitudinal acceleration satisfies the second condition and whether the lateral acceleration satisfies the third condition; If the longitudinal acceleration satisfies the second condition and the lateral acceleration satisfies the third condition, it is determined that the vehicle is tilted longitudinally and laterally, and the road condition of the vehicle is determined to be a longitudinal and lateral slope road condition.

5. The vehicle air suspension control method according to claim 1, characterized in that: The step of determining the working condition of the vehicle according to the brake master cylinder pressure, throttle opening and steering angle comprises: If the master brake cylinder pressure is greater than a fourth threshold, determining that the vehicle is in a braking condition; If the throttle opening is greater than a fifth threshold, it is determined that the vehicle is in an acceleration condition; If the steering angle is greater than a sixth threshold, determining that the vehicle is in a steering condition; If the master cylinder pressure is greater than a fourth threshold and the steering angle is greater than a sixth threshold, it is determined that the vehicle is in a braking steering condition; If the throttle opening is greater than a fifth threshold and the steering angle is greater than a sixth threshold, it is determined that the vehicle is in an acceleration steering condition.

6. The vehicle air suspension control method according to claim 5, characterized in that: The step of detecting whether the vehicle is in a non-steady state according to the working condition, longitudinal acceleration and lateral acceleration of the vehicle comprises: When the vehicle is in a braking condition, detecting whether the longitudinal acceleration satisfies a fourth condition, wherein the fourth condition is that the longitudinal acceleration is greater than the seventh threshold for a duration not less than a fourth duration; If the longitudinal acceleration satisfies the fourth condition, it is determined that the vehicle is in a non-steady state; When the vehicle is in an acceleration condition, detecting whether the longitudinal acceleration satisfies a fifth condition, wherein the fifth condition is that the longitudinal acceleration is greater than the eighth threshold for a duration not less than a fifth duration; If the longitudinal acceleration satisfies the fifth condition, it is determined that the vehicle is in a non-steady state; When the vehicle is in a turning condition, detecting whether the lateral acceleration satisfies a sixth condition, wherein the sixth condition is that the duration for which the magnitude of the lateral acceleration is greater than the ninth threshold is not less than a sixth duration; If the lateral acceleration satisfies the sixth condition, it is determined that the vehicle is in an unsteady state; When the vehicle is in a braking and steering condition, detecting whether the longitudinal acceleration satisfies the fourth condition and whether the lateral acceleration satisfies the sixth condition; If at least one of the fourth condition and the sixth condition is satisfied, it is determined that the vehicle is in a non-steady state; When the vehicle is in an accelerating steering condition, detecting whether the longitudinal acceleration satisfies the fifth condition and whether the lateral acceleration satisfies the sixth condition; If at least one of the fifth condition and the sixth condition is satisfied, it is determined that the vehicle is in a non-steady state.

7. A vehicle air suspension control device, characterized in that: The vehicle air suspension control device comprises: A determination module, used to determine whether the vehicle is in a static state or a dynamic state according to the vehicle speed and gear position; A first detection module, for detecting whether the vehicle is in a non-steady state based on the longitudinal acceleration and the lateral acceleration if the vehicle is in a static state; The second detection module is used to detect whether the vehicle is in a non-steady state according to the brake master cylinder pressure, throttle opening, steering angle, longitudinal acceleration and lateral acceleration if the vehicle is in a dynamic state; A regulating module, configured to not respond to an air suspension regulating instruction if the vehicle is in an unsteady state; The second detection module (30) is used for: When the vehicle is in a dynamic state, the working condition of the vehicle is determined according to the brake master cylinder pressure, throttle opening and steering angle; and whether the vehicle is in a non-steady state is detected according to the working condition, longitudinal acceleration and lateral acceleration of the vehicle.

8. A vehicle air suspension control device, characterized in that: The vehicle air suspension control device includes a processor, a memory, and a vehicle air suspension control program stored in the memory and executable by the processor, wherein when the vehicle air suspension control program is executed by the processor, the steps of the vehicle air suspension control method as described in any one of claims 1 to 6 are implemented.

9. A readable storage medium, characterized in that: The readable storage medium stores a vehicle air suspension control program, wherein when the vehicle air suspension control program is executed by a processor, the steps of the vehicle air suspension control method according to any one of claims 1 to 6 are implemented.

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