An air suspension system and a control method, device, equipment and vehicle thereof

Abstract

The application discloses an air suspension system and a control method, device and equipment thereof and a vehicle, and is applied to the technical field of suspensions. The method comprises the following steps: obtaining a height adjustment instruction and identifying whether a road surface on which a vehicle travels is a bumpy road surface; if yes, obtaining a left vehicle height curve and a right vehicle height curve of the vehicle, and determining a left vehicle height target value and a right vehicle height target value of the vehicle according to the vehicle height curve; controlling a chamber electromagnetic valve of the air suspension system to be opened, and controlling opening and closing of a front electromagnetic valve group, a rear electromagnetic valve group and a gas charging control assembly of the air suspension system; detecting whether the left vehicle height is equal to the left vehicle height target value and the right vehicle height is equal to the right vehicle height target value; if not, returning to the step of controlling opening and closing of the front electromagnetic valve group, the rear electromagnetic valve group and the gas charging control assembly; and if yes, controlling the chamber electromagnetic valve, a gas storage tank electromagnetic valve and a gas outlet electromagnetic valve of the air suspension system to be closed. The application improves the steering stability of the vehicle when the vehicle travels on the bumpy road surface.

Description

Technical Field

[0001] This invention relates to the field of suspension technology, and in particular to an air suspension system and its control method, device, equipment and vehicle. Background Technology

[0002] An air suspension system is a type of automotive suspension system that typically includes components such as air springs, shock absorbers, control arms, guide mechanisms, thrust rods, and buffer limiters. By controlling the mass of gas within the air springs, precise control of the vehicle's height can be achieved. Vehicle height is often simply referred to as vehicle height. When a vehicle is traveling on bumpy roads, the uneven surface causes the vehicle's height to change repeatedly and rapidly. Therefore, repeated adjustments to the vehicle height are necessary to reach the target value, resulting in low efficiency and precision in height adjustment.

[0003] In response, related technologies detect whether the vehicle is traveling on a bumpy road. If so, they directly prevent the air suspension system from adjusting the vehicle height, thus solving the problem of repeated height adjustments when the vehicle is traveling on bumpy roads. However, when a vehicle is traveling on a bumpy road, the height difference between the left and right wheels is often significant. If related technologies are used to control the air suspension system in this situation, it will greatly increase the air pressure difference between the left and right air springs. This results in a greater pressure difference between the left and right wheels on the road surface, leading to poor consistency in the power, braking force, and lateral force provided by the left and right wheels during braking, acceleration, or cornering. Consequently, the vehicle's handling stability is poor when traveling on bumpy roads. Summary of the Invention

[0004] The purpose of this invention is to at least partially solve one of the technical problems existing in the prior art.

[0005] Therefore, the purpose of this invention is to provide an air suspension system and its control method, device, equipment and vehicle.

[0006] To achieve the above-mentioned technical objectives, the technical solutions adopted in the embodiments of the present invention include: On one hand, embodiments of the present invention provide an air suspension system, comprising: The air suspension chamber includes a first chamber and a second chamber; The front air spring assembly, located at the front of the vehicle, is configured to adjust the height of the vehicle by inputting or expelling gas; The rear air spring assembly, located at the rear of the vehicle, is configured to adjust the height of the vehicle by inputting or venting gas; A front solenoid valve assembly is disposed in the first chamber and connected to the front air spring assembly; The rear solenoid valve assembly is located in the second chamber and is connected to the rear air spring assembly; A chamber solenoid valve is disposed between the first chamber and the second chamber. The chamber solenoid valve is configured to remain open during the adjustment of the vehicle height to connect the first chamber and the second chamber, and to close when the vehicle height adjustment is completed to block the first chamber and the second chamber. An inflation control assembly, connected to the air suspension chamber, is used to introduce gas into the air suspension chamber or to expel gas from the air suspension chamber; A pressure sensor is used to detect the pressure inside the air tank in the inflation control assembly when both the front solenoid valve group and the rear solenoid valve group are closed and the air tank solenoid valve in the inflation control assembly is open, thereby obtaining the air storage pressure.

[0007] On the other hand, embodiments of the present invention provide a control method for an air suspension system, applied to the aforementioned air suspension system, the method comprising the following steps: Obtain a height adjustment command and identify the road surface on which the vehicle is traveling based on the height adjustment command; When the road surface on which the vehicle is traveling is identified as a bumpy road surface, the left vehicle height curve and the right vehicle height curve of the vehicle are obtained, and the target values ​​of the left vehicle height and the right vehicle height are determined based on the left vehicle height curve and the right vehicle height curve. Wherein, the vertical axis of the left vehicle height curve is used to represent the left vehicle height of the vehicle, the vertical axis of the right vehicle height curve is used to represent the right vehicle height of the vehicle, and the horizontal axis of the left vehicle height target value in the left vehicle height curve is equal to the horizontal axis of the right vehicle height target value in the right vehicle height curve. The chamber solenoid valve is controlled to open, and the front solenoid valve group, the rear solenoid valve group and the inflation control assembly are controlled to open and close. At the same time, the left and right vehicle heights of the vehicle are detected. When it is detected that the left vehicle height is not equal to the target value of the left vehicle height and / or the right vehicle height is not equal to the target value of the right vehicle height, the process returns to the step of controlling the opening and closing of the front solenoid valve group, the rear solenoid valve group, and the inflation control assembly until it is detected that the left vehicle height is equal to the target value of the left vehicle height and the right vehicle height is equal to the target value of the right vehicle height, at which point the chamber solenoid valve and the air tank solenoid valve and the air outlet solenoid valve of the inflation control assembly are controlled to close.

[0008] In another aspect, embodiments of the present invention provide a control device for an air suspension system, comprising: The acquisition module is used to acquire height adjustment instructions and identify the road surface on which the vehicle is traveling based on the height adjustment instructions; The first processing module is used to acquire the left vehicle height curve and the right vehicle height curve of the vehicle when it is identified that the road surface on which the vehicle is traveling is a bumpy road surface, and to determine the target value of the left vehicle height and the target value of the right vehicle height based on the left vehicle height curve and the right vehicle height curve. Wherein, the vertical axis of the left vehicle height curve is used to represent the left vehicle height of the vehicle, the vertical axis of the right vehicle height curve is used to represent the right vehicle height of the vehicle, and the horizontal axis of the left vehicle height target value in the left vehicle height curve is equal to the horizontal axis of the right vehicle height target value in the right vehicle height curve. The control module is used to control the opening of the chamber solenoid valve and to control the opening and closing of the front solenoid valve group, the rear solenoid valve group and the inflation control assembly; and to control the closing of the chamber solenoid valve and the gas tank solenoid valve and the gas outlet solenoid valve of the inflation control assembly. The second processing module is used to detect the left and right vehicle heights of the vehicle; and, when it is detected that the left vehicle height is not equal to the target left vehicle height value and / or the right vehicle height is not equal to the target right vehicle height value, the control module is triggered so that the control module controls the opening and closing of the front solenoid valve group, the rear solenoid valve group, and the inflation control assembly until it is detected that the left vehicle height is equal to the target left vehicle height value and the right vehicle height is equal to the target right vehicle height value, the control module is triggered so that the control module controls the chamber solenoid valve and the air tank solenoid valve and the air outlet solenoid valve of the inflation control assembly to close.

[0009] In another aspect, embodiments of the present invention provide an electronic device, comprising: At least one processor; At least one storage device for storing at least one program; When the at least one program is executed by the at least one processor, the at least one processor implements the control method for an air suspension system described above.

[0010] In another aspect, embodiments of the present invention provide a vehicle including the air suspension system described above; the vehicle also includes a control device for the air suspension system described above or an electronic device described above.

[0011] The beneficial effects of this invention are as follows: It provides an air suspension system and its control method, device, equipment, and vehicle. First, it obtains a height adjustment command and identifies whether the road surface on which the vehicle is traveling is a bumpy road surface. If so, it obtains the vehicle's left and right vehicle height curves and determines the target values ​​for the vehicle's left and right vehicle heights based on the height curves. Then, it controls the opening of the chamber solenoid valve of the air suspension system and controls the opening and closing of the front solenoid valve group, rear solenoid valve group, and inflation control assembly of the air suspension system. At the same time, it detects whether the left vehicle height is equal to the left vehicle height target value and the right vehicle height is equal to the right vehicle height target value. If not, it returns to the step of controlling the opening and closing of the front and rear solenoid valve groups and inflation control assembly. If so, it controls the chamber solenoid valve, air tank solenoid valve, and exhaust solenoid valve of the air suspension system to close. When a vehicle is traveling on a bumpy road, this invention ensures that the internal air pressure of the left front air spring is the same as that of the right front air spring, and the internal air pressure of the left rear air spring is the same as that of the right rear air spring. This effectively reduces the pressure difference between the left and right wheels on the road surface, ensuring consistency in the power, braking force, and lateral force provided by the left and right wheels during braking, acceleration, or turning, thereby improving the handling stability of the vehicle when traveling on bumpy roads.

[0012] Other features and advantages of this application will be set forth in the following description and will be apparent in part from the description or may be learned by practicing the application. The objectives and other advantages of this application may be realized and obtained by means of the structures particularly pointed out in the description, claims and drawings. Attached Figure Description

[0013] Figure 1 This is a structural diagram of an air suspension system provided by the present invention; Figure 2 This is a flowchart of a control method for an air suspension system provided by the present invention; Figure 3 This is a flowchart for identifying the road surface on which a vehicle is traveling, provided by the present invention; Figure 4 This is a flowchart provided by the present invention for determining the target values ​​for the left and right vehicle heights; Figure 5 This is an example diagram of the initial vehicle height curve provided by the present invention; Figure 6 This is another flowchart provided by the present invention for determining the target values ​​for the left and right vehicle heights; Figure 7 This is a flowchart of the control of the front solenoid valve group, the rear solenoid valve group, and the inflation control assembly provided by the present invention; Figure 8This is a structural diagram of a control device for an air suspension system provided by the present invention. Detailed Implementation

[0014] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0015] The present application will be further described below with reference to the accompanying drawings and specific embodiments. The described embodiments should not be considered as limitations on the present application, and all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of the present application.

[0016] In the following description, references are made to “some embodiments,” which describe a subset of all possible embodiments. However, it is understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0017] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0018] An air suspension system is a type of automotive suspension system that typically includes components such as air springs, shock absorbers, control arms, guide mechanisms, thrust rods, and buffer limiters. By controlling the mass of gas within the air springs, precise control of the vehicle height can be achieved. When a vehicle is traveling on bumpy roads, the uneven surface causes the vehicle height to change repeatedly and rapidly. Therefore, repeated adjustments to the vehicle height are necessary to reach the target value, resulting in low efficiency and precision in height adjustment.

[0019] In response, related technologies detect whether the vehicle is traveling on a bumpy road. If so, they directly prevent the air suspension system from adjusting the vehicle height, thus solving the problem of repeated height adjustments when the vehicle is traveling on bumpy roads. However, when a vehicle is traveling on a bumpy road, the height difference between the left and right wheels is often significant. If related technologies are used to control the air suspension system in this situation, it will greatly increase the air pressure difference between the left and right air springs. This results in a greater pressure difference between the left and right wheels on the road surface, leading to poor consistency in the power, braking force, and lateral force provided by the left and right wheels during braking, acceleration, or cornering. Consequently, the vehicle's handling stability is poor when traveling on bumpy roads.

[0020] In view of this, the present invention provides an air suspension system and its control method, device, equipment and vehicle. By optimizing the structure of the air suspension system and combining it with the corresponding control method, the internal pressure of the left air spring and the internal pressure of the right air spring are made consistent when the vehicle is driving on a bumpy road. This reduces the pressure difference between the left and right wheels on the road surface, thereby ensuring the consistency of the power, braking force and lateral force provided by the left and right wheels during braking, acceleration or turning, and improving the handling stability of the vehicle when driving on a bumpy road.

[0021] First, the implementation of an air suspension system provided by the present invention will be described in detail below with reference to the accompanying drawings.

[0022] Reference Figure 1 , Figure 1 This is a structural diagram of an air suspension system provided by the present invention. The air suspension system mainly includes: The air suspension chamber includes a first chamber 100 and a second chamber 200.

[0023] The front air spring assembly 300, located at the front of the vehicle, is primarily configured to adjust the vehicle's height by introducing or expelling air.

[0024] The rear air spring assembly 400, located at the rear of the vehicle, is primarily configured to adjust the vehicle's height by introducing or expelling air.

[0025] The front solenoid valve assembly 500 is located in the first chamber 100 and is connected to the front air spring assembly 300.

[0026] The rear solenoid valve assembly 600 is located in the second chamber 200 and is connected to the rear air spring assembly 400.

[0027] A chamber solenoid valve 700 is disposed between a first chamber 100 and a second chamber 200. It is mainly configured to remain open during the process of adjusting the height of the vehicle to connect the first chamber 100 and the second chamber 200, and to close when the height of the vehicle is adjusted to block the first chamber 100 and the second chamber 200.

[0028] The inflation control assembly 800 is connected to the air suspension chamber and its main function is to introduce gas into or expel gas from the air suspension chamber.

[0029] The pressure sensor 900 is mainly used to detect the pressure inside the air tank 810 in the air tank of the air control assembly 800 when both the front solenoid valve group 500 and the rear solenoid valve group 600 are closed and the air tank solenoid valve 820 in the air control assembly 800 is open, so as to obtain the air storage pressure.

[0030] In some embodiments of the present invention, reference is made to... Figure 1 The front air spring assembly 300 mainly includes: The left front air spring 310 is located on the left front side of the vehicle and is used to support the left front part of the vehicle. The right front air spring 320 is located on the right front side of the vehicle and is used to support the right front part of the vehicle.

[0031] Specifically, the left front air spring 310 is primarily configured to adjust the height of the left front side of the vehicle by inputting or venting gas; the right front air spring 320 is primarily configured to adjust the height of the right front side of the vehicle by inputting or venting gas.

[0032] Optionally, the number of left front air spring 310 and right front air spring 320 can be set according to actual conditions, and the embodiments of the present invention do not specifically limit this.

[0033] In some embodiments of the present invention, reference is made to... Figure 1 The front solenoid valve assembly 500 mainly includes: The left front spring solenoid valve 510 is connected to the left front air spring 310 through the first channel 101; The right front spring solenoid valve 520 is connected to the right front air spring 320 through the second channel 102.

[0034] Specifically, when the left front spring solenoid valve 510 is opened, gas is input into or discharged from the left front air spring 310, thereby adjusting the height of the left front side of the vehicle; when the right front spring solenoid valve 520 is opened, gas is input into or discharged from the right front air spring 320, thereby adjusting the height of the right front side of the vehicle.

[0035] Optionally, the number of the left front spring solenoid valve 510 and the right front spring solenoid valve 520 can be set according to actual conditions, and the embodiments of the present invention do not impose specific limitations on this. However, it should be noted that there is a one-to-one correspondence between the spring solenoid valve and the air spring.

[0036] In some embodiments of the present invention, reference is made to... Figure 1 The rear air spring assembly 400 mainly includes: The left rear air spring 410 is located on the left rear side of the vehicle and is used to support the left rear part of the vehicle. The right rear air spring 420 is located on the right rear side of the vehicle and is used to support the right rear part of the vehicle.

[0037] Specifically, the left rear air spring 410 is primarily configured to adjust the height of the left rear side of the vehicle by inputting or venting gas; the right rear air spring 420 is primarily configured to adjust the height of the right rear side of the vehicle by inputting or venting gas.

[0038] Optionally, the number of left rear air spring 410 and right rear air spring 420 can be set according to actual conditions, and the embodiments of the present invention do not specifically limit this.

[0039] In some embodiments of the present invention, reference is made to... Figure 1 The rear solenoid valve assembly 600 mainly includes: The left rear spring solenoid valve 610 is connected to the left rear air spring 410 through the third channel 103; The right rear spring solenoid valve 620 is connected to the right rear air spring 420 through the fourth channel 104.

[0040] Specifically, when the left rear spring solenoid valve 610 is opened, gas is input into or discharged from the left rear air spring 410, thereby adjusting the height of the left rear side of the vehicle; when the right rear spring solenoid valve 620 is opened, gas is input into or discharged from the right rear air spring 420, thereby adjusting the height of the right rear side of the vehicle.

[0041] Optionally, the number of the left rear spring solenoid valve 610 and the right rear spring solenoid valve 620 can be set according to actual conditions, and the embodiments of the present invention do not impose specific limitations on this. However, it should be noted that there is a one-to-one correspondence between the spring solenoid valve and the air spring.

[0042] In some embodiments of the present invention, reference is made to... Figure 1 The inflation control assembly 800 mainly includes an air tank 810, an air tank solenoid valve 820, and an air compressor 830. The air tank solenoid valve 820 is located in the first chamber 100. The end of the air tank 810 away from the air compressor 830 is connected to the air tank solenoid valve 820 through the fifth channel 105.

[0043] Specifically, the function of the air tank 810 in the air suspension system is to store gas to improve the speed of vehicle height adjustment. It should be understood that the gas stored in the air tank 810 is high-pressure gas, that is, gas with a pressure greater than a pressure threshold.

[0044] Furthermore, the air compressor 830 mainly includes an air inlet, an air outlet, and a booster port. The air inlet is equipped with an air inlet solenoid valve 831, the air outlet is equipped with an air outlet solenoid valve 832, and the booster port is equipped with a booster solenoid valve 833. Specifically, the air inlet solenoid valve 831 is configured to connect the air inlet to the atmosphere via a sixth channel 106 when open; the air outlet solenoid valve 832 is configured to connect the air outlet to the first chamber 100 via a seventh channel 107 when open; and the booster solenoid valve 833 is configured to connect the booster port to the air storage tank 810 via an eighth channel 108 when open.

[0045] Specifically, the air compressor 830 in the air suspension system increases the gas pressure, thereby providing compressed gas to the air tank 810. More specifically, the air compressor 830 further pressurizes the gas in the air tank 810 through a pressurization port, thereby increasing the speed of vehicle height adjustment.

[0046] In some embodiments of the present invention, reference is made to... Figure 1 The first chamber 100 is also provided with an air compressor interface Q1. Specifically, when the air outlet solenoid valve 832 of the air compressor 830 is opened, the air outlet of the air compressor 830 and the air compressor interface Q1 of the first chamber 100 are connected through the seventh channel 107.

[0047] The following will combine the structure of the air suspension system and Figure 1 The principle of the air suspension system provided by this invention will be explained.

[0048] Before height adjustment, the control chamber solenoid valve 700 and the gas tank solenoid valve 820 are opened, and the front solenoid valve group 500 and the rear solenoid valve group 600 are closed. At the same time, the pressure sensor 900 is controlled to detect the pressure inside the gas tank 810 at the current moment to obtain the gas storage pressure.

[0049] During height adjustment, the control chamber solenoid valve 700 remains open to connect the first chamber 100 and the second chamber 200, and controls the opening and closing of the gas tank solenoid valve 820, the inlet solenoid valve 831, the outlet solenoid valve 832, and the booster solenoid valve 833, as follows: (1) If it is necessary to increase the air pressure of the air spring (i.e., inflate the air spring) to raise the vehicle height at the location of the air spring, the following control process is required: i) When the air storage pressure is sufficient, there is no need to activate the boosting function of the air compressor 830. The solenoid valve 820 of the air storage tank and the spring solenoid valve corresponding to the air spring that needs to be inflated are opened, and the air compressor 830, the intake solenoid valve 831, the boosting solenoid valve 833 and the exhaust solenoid valve 832 are closed. The gas inside the air storage tank 810 enters the air suspension chamber, and then the gas enters the air spring that needs to be inflated from the air suspension chamber, thereby achieving inflation.

[0050] ii) When the air storage pressure is insufficient but the pressurization function of the air compressor 830 is available, the pressurization function of the air compressor 830 is activated. Specifically, the air compressor 830, the pressurization solenoid valve 833, the outlet solenoid valve 832, and the spring solenoid valve corresponding to the air spring that needs to be inflated are opened, and the air storage tank solenoid valve 820 and the inlet solenoid valve 831 are closed. The air compressor 830 further pressurizes the high-pressure gas inside the air storage tank 810. The pressurized gas enters the air suspension chamber through the outlet solenoid valve 832, and then the pressurized gas enters the air spring that needs to be inflated from the air suspension chamber, thereby achieving inflation.

[0051] iii) When the air storage pressure is insufficient and the pressurization function of the air compressor 830 is unusable, the pressurization function of the air compressor 830 is turned off, and external atmospheric pressure is used for pressurization. Specifically, the air compressor 830, the intake solenoid valve 831, the pressurization solenoid valve 833, the exhaust solenoid valve 832, and the spring solenoid valve corresponding to the air spring that needs to be inflated are opened, and the air storage tank solenoid valve 820 is closed. The air compressor 830 obtains air from the external atmosphere and pressurizes it. The pressurized gas enters the air suspension chamber through the exhaust solenoid valve 832, and then the pressurized gas enters the air spring that needs to be inflated from the air suspension chamber, thereby achieving inflation.

[0052] (2) If it is necessary to reduce the air pressure of the air spring (i.e., release air into the air spring) to lower the vehicle height at the location of the air spring, the following control process applies: The solenoid valve 820 of the air storage tank and the solenoid valve 833 of the booster are closed, and the solenoid valve 832 of the air outlet, the solenoid valve 831 of the air inlet, and the spring solenoid valve corresponding to the air spring that needs to be vented are opened. The gas in the air spring that needs to be vented enters the air suspension chamber, and then the gas enters the outside atmosphere through the solenoid valve 832 of the air outlet and the solenoid valve 831 of the air inlet in sequence, thereby realizing the venting.

[0053] (3) If it is necessary to increase the air pressure of some air springs and decrease the air pressure of others, the control process is as follows: First, deflation is performed. Specifically, the solenoid valves 820 (air tank), 833 (boost), and the corresponding solenoid valve for the air spring requiring inflation are closed. Meanwhile, the solenoid valves 832 (outlet), 831 (inlet), and the corresponding solenoid valve for the air spring requiring deflation are opened. Gas from the air spring requiring deflation enters the air suspension chamber, and then sequentially passes through the outlet valve 832 and the inlet valve 831 into the outside atmosphere, thus achieving deflation. When the vehicle height at the location of the air spring requiring deflation reaches the target value, deflation stops, and the corresponding solenoid valve for the air spring requiring deflation is closed.

[0054] Then, inflation begins. Depending on whether the air storage pressure is sufficient and whether the booster function of the air compressor 830 is available, the opening and closing of the air tank solenoid valve 820, the intake solenoid valve 831, the exhaust solenoid valve 832, the booster solenoid valve 833, and the spring solenoid valve corresponding to the air spring requiring inflation are controlled to achieve inflation. When the vehicle height at the location of the air spring requiring inflation reaches the target value, inflation stops, and the height adjustment is considered complete.

[0055] When the height adjustment is complete, the control chamber solenoid valve 700 closes to block the first chamber 100 and the second chamber 200, and the air tank solenoid valve 820 and the air outlet solenoid valve 832 close to block the air suspension chamber from the air tank 810 and the air compressor 830. When the first chamber 100 and the second chamber 200 are blocked, the left front air spring 310 and the right front air spring 320 are both located in the first chamber 100, connecting the left front air spring 310 and the right front air spring 320, and the left rear air spring 410 and the right rear air spring 420 are both located in the second chamber 200, connecting the left rear air spring 410 and the right rear air spring 420. Therefore, when the vehicle is driving on a bumpy road, since the internal air pressure of the left front air spring 310 is the same as that of the right front air spring 320, and the internal air pressure of the left rear air spring 410 is the same as that of the right rear air spring 420, the pressure difference between the left and right wheels on the road surface can be effectively reduced. This ensures the consistency of the power, braking force and lateral force provided by the left and right wheels during braking, acceleration or turning, thereby improving the handling stability of the vehicle when driving on a bumpy road.

[0056] Secondly, the implementation steps of the control method for an air suspension system provided by the present invention will be described in detail below with reference to the accompanying drawings.

[0057] This invention provides a control method for an air suspension system, which can be applied to a terminal, a server, or software running on either a terminal or a server. The terminal can be a tablet, laptop, desktop computer, etc., but is not limited to these. The server can be a standalone physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server providing basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, content delivery networks, and big data and artificial intelligence platforms.

[0058] Reference Figure 1 and Figure 2 , Figure 2This is a flowchart of a control method for an air suspension system provided by the present invention. The method is mainly applied to the air suspension system described above, and the method may include, but is not limited to, the following steps S101-S104.

[0059] S101, obtain the height adjustment command, and identify the road surface on which the vehicle is traveling based on the height adjustment command.

[0060] It should be noted that the height adjustment command is used to adjust the height of the left and right sides of the vehicle.

[0061] In this step, a height adjustment command is obtained to adjust the height of the left and right sides of the vehicle. Before adjusting the height, it is necessary to identify the degree of bumpiness on the road surface the vehicle is traveling on, and then use different adjustment methods to adjust the height of the left and right sides of the vehicle according to the degree of bumpiness.

[0062] S102, when it is identified that the road surface on which the vehicle is traveling is a bumpy road surface, the vehicle's left-side vehicle height curve and right-side vehicle height curve are obtained, and the target values ​​of the vehicle's left-side vehicle height and right-side vehicle height are determined based on the left-side vehicle height curve and right-side vehicle height curve.

[0063] It should be noted that the ordinate of the left vehicle height curve represents the left side height of the vehicle, and the ordinate of the right vehicle height curve represents the right side height of the vehicle. Furthermore, the left vehicle height target value represents the target adjustment value for the left side height of the vehicle, and the right vehicle height target value represents the target adjustment value for the right side height of the vehicle.

[0064] In this step, when the vehicle is traveling on a bumpy road, the uneven surface causes the vehicle's height to change repeatedly and rapidly, leading to inaccurate height adjustment and increasing the height difference between the left and right wheels, which is detrimental to ensuring the vehicle's handling stability. Therefore, if the road surface is identified as bumpy, this embodiment of the invention adjusts the height of both the left and right sides of the vehicle based on the principle of considering both wheels simultaneously. Specifically, a left-side height curve for mapping the left side of the vehicle and a right-side height curve for mapping the right side are obtained. Using these curves, target values ​​for the left and right sides of the vehicle's height are obtained. The horizontal coordinate of the left-side height target value on the left-side height curve is equal to the horizontal coordinate of the right-side height target value on the right-side height curve.

[0065] S103 controls the opening of the chamber solenoid valve and controls the opening and closing of the front solenoid valve group, the rear solenoid valve group and the inflation control assembly, while simultaneously detecting the vehicle's left and right vehicle heights.

[0066] In this step, after determining the target height values ​​for the left and right sides of the vehicle, the control chamber solenoid valve 700 remains open to connect the first chamber 100 and the second chamber 200. The opening and closing of the air tank solenoid valve 820, the intake solenoid valve 831, the exhaust solenoid valve 832, and the booster solenoid valve 833 are controlled to adjust the vehicle's left and right heights. During height adjustment, the vehicle's left and right heights are monitored.

[0067] S104, when it is detected that the left vehicle height is not equal to the left vehicle height target value and / or the right vehicle height is not equal to the right vehicle height target value, return to the step of opening and closing control of the front solenoid valve group, the rear solenoid valve group and the inflation control assembly, until it is detected that the left vehicle height is equal to the left vehicle height target value and the right vehicle height is equal to the right vehicle height target value, and then close the control chamber solenoid valve and the air tank solenoid valve and the air outlet solenoid valve of the inflation control assembly.

[0068] In this step, when it is detected that the left vehicle height is not equal to the target value for the left vehicle height and / or the right vehicle height is not equal to the target value for the right vehicle height, it means that the left and right vehicle heights of the vehicle have not been adjusted to the corresponding target values. The left and right vehicle heights of the vehicle still need to be adjusted. At this time, return to step S103 to control the opening and closing of the front solenoid valve group 500, the rear solenoid valve group 600 and the inflation control assembly 800, in order to achieve cyclic adjustment.

[0069] When the detection shows that the left vehicle height equals the target value for the left vehicle height and the right vehicle height equals the target value for the right vehicle height, it indicates that the left and right vehicle heights have been adjusted to the corresponding target values. At this point, the height adjustment operation ends, the control chamber solenoid valve 700 closes to block the first chamber 100 and the second chamber 200, and the control air tank solenoid valve 820 and the exhaust solenoid valve 832 close to block the air suspension chamber from the air tank 810 and the air compressor 830. When the first chamber 100 and the second chamber 200 are blocked, the left front air spring 310 and the right front air spring 320 are both located in the first chamber 100, achieving communication between the left front air spring 310 and the right front air spring 320, and the left rear air spring 410 and the right rear air spring 420 are both located in the second chamber 200, achieving communication between the left rear air spring 410 and the right rear air spring 420. Therefore, when the vehicle is driving on a bumpy road, since the internal air pressure of the left front air spring 310 is the same as that of the right front air spring 320, and the internal air pressure of the left rear air spring 410 is the same as that of the right rear air spring 420, the pressure difference between the left and right wheels on the road surface is effectively reduced, ensuring the consistency of the power, braking force and lateral force provided by the left and right wheels during braking, acceleration or turning, and improving the handling stability of the vehicle when driving on a bumpy road.

[0070] In some embodiments of the present invention, reference is made to... Figure 3 In step S101, the process of identifying the road surface on which the vehicle is traveling according to the height adjustment command may include, but is not limited to, the following steps S1011-S1016.

[0071] S1011, according to the height adjustment command, performs multiple detections on the vehicle body acceleration and the height of the four wheels within a preset time period to obtain multiple body acceleration signals and multiple height signals for each wheel.

[0072] It should be noted that the vehicle acceleration signal refers to the vehicle's six-degree-of-freedom acceleration signal.

[0073] In this step, for a single detection, the height of each wheel is detected by a height sensor located at the position of each wheel, obtaining a height signal for each wheel. Simultaneously, the vehicle's acceleration is detected by a six-DOF accelerometer, obtaining a vehicle acceleration signal. Through multiple detections, multiple vehicle acceleration signals and multiple height signals for each wheel are obtained.

[0074] S1012 calculates multiple acceleration values ​​of the road surface based on multiple vehicle body acceleration signals and multiple height signals of each wheel.

[0075] In this step, for a single vehicle body acceleration signal and four single wheel height signals, the height signal of each wheel is first differentiated to obtain the acceleration of each wheel relative to the vehicle body, which is taken as the first acceleration of each wheel. Then, based on the vehicle body acceleration signal, the acceleration of each wheel's position in the depth axis direction of the vehicle body is calculated as the second acceleration of each wheel. Finally, the difference between the second and first accelerations of each wheel is calculated as the acceleration value of the road surface. This process is repeated for multiple vehicle body acceleration signals and multiple height signals of the four wheels to obtain multiple acceleration values ​​of the road surface.

[0076] S1013, count the total number of acceleration values ​​that exceed the first threshold as the number of overspeed events.

[0077] Optionally, the first threshold can be set according to the actual situation, and the embodiments of the present invention do not impose specific limitations on it.

[0078] In this step, the acceleration values ​​exceeding the first threshold are counted to obtain the total number of acceleration values ​​exceeding the first threshold, which is recorded as the number of overspeed times.

[0079] S1014, compare the number of speeding incidents with the second threshold.

[0080] Optionally, the second threshold can be set according to the actual situation, and the embodiments of the present invention do not impose specific limitations on it.

[0081] In this step, the relationship between the number of speeding violations and the second threshold is compared, that is, it is determined whether the number of speeding violations is greater than the second threshold, in order to identify whether the road surface on which the vehicle is traveling is a rough road surface.

[0082] S1015, when the number of speeding incidents exceeds the second threshold, the road surface on which the vehicle is traveling is determined to be a bumpy road surface.

[0083] S1016, when the number of speeding incidents is less than or equal to the second threshold, the road surface on which the vehicle is traveling is determined to be a non-bumpy road surface.

[0084] In the above steps, the number of speeding violations is positively correlated with the roughness of the road surface. A higher number of speeding violations indicates more intense wheel vibration and a rougher road surface; conversely, a lower number of speeding violations indicates less frequent wheel vibration and a smoother road surface. Therefore, when the number of speeding violations exceeds the second threshold, it indicates that the vehicle's wheels are vibrating intensely, and the vehicle is considered to be traveling on a bumpy road. In this case, the road surface is determined to be bumpy. When the number of speeding violations is less than or equal to the second threshold, it indicates that the vehicle's wheels are vibrating at a low frequency, and the vehicle is considered to be traveling on a smooth road. In this case, the road surface is determined to be smooth.

[0085] In some embodiments of the present invention, reference is made to... Figure 4 In step S102, the process of obtaining the left vehicle height curve and the right vehicle height curve, and determining the target values ​​of the left vehicle height and the right vehicle height based on the left vehicle height curve and the right vehicle height curve mainly includes the following steps S1021-S1023.

[0086] S1021, obtain the set of vehicle height curves and the vehicle's adjustment level.

[0087] It should be noted that the set of vehicle height curves may include, but is not limited to, multiple initial vehicle height curves on the left and multiple initial vehicle height curves on the right, and each initial vehicle height curve on the left and each initial vehicle height curve on the right are configured with corresponding adjustment levels.

[0088] Optionally, the adjustment level, the initial vehicle height curve on the left, and the initial vehicle height curve on the right can all be customized according to the vehicle model, the type of air spring, or other parameters. This embodiment of the invention does not impose specific limitations on this.

[0089] In this step, the set of vehicle height curves is obtained and the adjustment level of the vehicle is determined. The aim is to find a suitable initial vehicle height curve from the set of vehicle height curves based on the adjustment level, which can be used as the left and right vehicle height curves of the vehicle.

[0090] S1022, From the set of vehicle height curves, select the left initial vehicle height curve corresponding to the adjustment level as the left vehicle height curve of the vehicle, and at the same time select the right initial vehicle height curve corresponding to the adjustment level as the right vehicle height curve of the vehicle.

[0091] In this step, after obtaining the set of vehicle height curves and determining the adjustment level of the vehicle, the left initial vehicle height curve corresponding to the adjustment level is selected from multiple left initial vehicle height curves, and the selected curve is used as the left vehicle height curve of the vehicle. At the same time, the right initial vehicle height curve corresponding to the adjustment level is selected from multiple right initial vehicle height curves, and the selected curve is used as the right vehicle height curve of the vehicle.

[0092] S1023, obtain the reference horizontal axis value, and calculate the vertical coordinate value in the left vehicle height curve when the horizontal coordinate is the reference horizontal axis value as the target value of the left vehicle height of the vehicle. At the same time, calculate the vertical coordinate value in the right vehicle height curve when the horizontal coordinate is the reference horizontal axis value as the target value of the right vehicle height of the vehicle.

[0093] Optionally, the reference horizontal axis value can be customized according to the vehicle model, air spring type, or other parameters. This embodiment of the invention does not impose specific limitations on this.

[0094] In this step, firstly, a pre-set reference horizontal axis value is obtained; then, for the left vehicle height curve, the vertical axis value of the curve when the horizontal axis is equal to the reference horizontal axis value is calculated as the target value of the left vehicle height; for the right vehicle height curve, the vertical axis value of the curve when the horizontal axis is equal to the reference horizontal axis value is calculated as the target value of the right vehicle height.

[0095] For example, refer to Figure 5 , Figure 5 It includes 10 initial vehicle height curves, which constitute a set of vehicle height curves. NL represents the standard adjustment level, LL1 represents the lower adjustment level, LL2 represents the lowest adjustment level, HL1 represents the higher adjustment level, and HL2 represents the highest adjustment level. LL1, LL2, HL1, and HL2 each have corresponding left and right initial vehicle height curves.

[0096] It is important to note that all initial vehicle height curves are independent of the road surface roughness. These initial vehicle height curves are only used when the vehicle is traveling on a bumpy road to represent the left and right related height targets. Furthermore, in all initial vehicle height curves, the horizontal axis has no actual physical meaning (or can be set according to the actual situation), but the vertical axis is used to characterize the vehicle height.

[0097] In this example, the vehicle's adjustment level is LL1. First, the initial vehicle height curve corresponding to LL1 on the left is selected as the vehicle's left-side vehicle height curve, and the initial vehicle height curve corresponding to LL1 on the right is selected as the vehicle's right-side vehicle height curve. Simultaneously, the reference horizontal axis value is obtained. Then, a reference vertical line parallel to the vertical axis is constructed using the reference horizontal axis value. The intersection points of this reference vertical line with the target values ​​on the left and right sides of the vehicle height curve corresponding to NL are the target values ​​for vehicle height adjustment. For ease of understanding, the reference vertical line is represented as x=A, where A represents the reference horizontal axis value. Figure 5 The central reference vertical line is represented by a dashed line. Based on the reference vertical line and the left vehicle height curve, when x=A, the y-value of the left vehicle height curve is -45mm, meaning the target left vehicle height is -45mm. Based on the reference vertical line and the right vehicle height curve, when x=A, the y-value of the right vehicle height curve is 25.5mm, meaning the target right vehicle height is 25.5mm.

[0098] In some embodiments of the present invention, the method may also include, but is not limited to, the following step S201.

[0099] S201, when it is identified that the road surface on which the vehicle is traveling is a non-bumpy road surface, the reference vehicle height curve is obtained, and the target values ​​of the left and right vehicle heights are determined based on the reference vehicle height curve.

[0100] It should be noted that the vertical axis of the reference vehicle height curve is used to characterize the vehicle height.

[0101] In the above steps, when it is detected that the vehicle is not traveling on a bumpy road, the height of the left and right sides of the vehicle is still adjusted based on the principle of considering both wheels simultaneously. However, because the road surface is relatively smooth, the vehicle height does not change repeatedly and rapidly. Therefore, the adjustment process in this case differs from the adjustment process when the vehicle is traveling on a bumpy road. Specifically, a reference vehicle height curve is obtained to map the vehicle height, and the target values ​​for the left and right vehicle heights are obtained using this reference curve. The target value for the left vehicle height is equal to the target value for the right vehicle height.

[0102] It should be understood that after obtaining the target values ​​for the left and right vehicle heights in step S201, the process proceeds to step S103 to adjust the vehicle height.

[0103] In some embodiments of the present invention, reference is made to... Figure 6 In step S201, the process of obtaining the reference vehicle height curve and determining the target values ​​of the left and right vehicle heights based on the reference vehicle height curve mainly includes the following steps S2011-S2013.

[0104] S2011, obtain the set of vehicle height curves and the vehicle's adjustment level.

[0105] It should be noted that the set of vehicle height curves may include, but is not limited to, multiple initial vehicle height curves on the left and multiple initial vehicle height curves on the right, and each initial vehicle height curve on the left and each initial vehicle height curve on the right are configured with corresponding adjustment levels.

[0106] Optionally, the adjustment level, the initial vehicle height curve on the left, and the initial vehicle height curve on the right can all be customized according to the vehicle model, the type of air spring, or other parameters. This embodiment of the invention does not impose specific limitations on this.

[0107] In this step, the set of vehicle height curves is obtained and the adjustment level of the vehicle is determined. The aim is to find a suitable initial vehicle height curve from the set of vehicle height curves based on the adjustment level as the reference vehicle height curve.

[0108] S2012: From the set of vehicle height curves, select the left initial vehicle height curve or the right initial vehicle height curve corresponding to the adjustment level as the vehicle's reference vehicle height curve.

[0109] In this step, since the target values ​​for the left and right vehicle heights are the same when the vehicle is driving on a smooth road, the left initial vehicle height curve or the right initial vehicle height curve corresponding to the adjustment level is selected from multiple left initial vehicle height curves and multiple right initial vehicle height curves as the vehicle's reference vehicle height curve.

[0110] S2013, obtain the reference horizontal axis value, and calculate the vertical axis value in the reference vehicle height curve when the horizontal axis is the reference horizontal axis value, as the target values ​​for the left and right vehicle heights of the vehicle.

[0111] Optionally, the reference horizontal axis value can be customized according to the vehicle model, air spring type, or other parameters. This embodiment of the invention does not impose specific limitations on this.

[0112] In this step, firstly, the baseline horizontal axis value is obtained; then, for the baseline vehicle height curve, the vertical axis value of the curve is calculated when the horizontal axis value is equal to the baseline horizontal axis value, which serves as the target value for the left and right vehicle heights.

[0113] For example, refer again Figure 5 In this example, the vehicle's adjustment level is LL1. First, either the left or right initial vehicle height curve corresponding to LL1 is selected as the vehicle's reference vehicle height curve, and the reference horizontal axis value is obtained. Then, a reference vertical line parallel to the vertical axis is constructed using the reference horizontal axis value. The intersection points of the reference vertical line with the left and right target points of the vehicle height curve corresponding to NL are the target values ​​for vehicle height adjustment. For ease of understanding, the reference vertical line can be expressed as x=A, where A represents the reference horizontal axis value. Figure 5The central reference vertical line is still represented by a dashed line. If the initial vehicle height curve on the left corresponding to LL1 is selected as the reference vehicle height curve, then when x=A, the y-value of the reference vehicle height curve is -45mm, meaning that the target vehicle height values ​​on both the left and right sides are -45mm. If the initial vehicle height curve on the right corresponding to LL1 is selected as the reference vehicle height curve, then when x=A, the y-value of the reference vehicle height curve is 25.5mm, meaning that the target vehicle height values ​​on both the left and right sides are 25.5mm.

[0114] In some embodiments of the present invention, reference is made to... Figure 1 and Figure 7 In step S103, the process of controlling the opening and closing of the front solenoid valve group, the rear solenoid valve group and the inflation control assembly mainly includes the following steps S1031-S1033.

[0115] S1031, perform inflation and deflation tests on the front air spring assembly and the rear air spring assembly to obtain the air spring to be inflated and the air spring to be deflated.

[0116] It should be noted that if the current height of the air spring is lower than the target value, the air spring is a spring to be inflated; if the current height of the air spring is higher than the target value, the air spring is a spring to be deflated.

[0117] It should be understood that in one case, there are both air springs to be inflated and air springs to be deflated; in another case, there are only air springs to be deflated and no air springs to be inflated; and in yet another case, there are only air springs to be inflated and no air springs to be deflated.

[0118] In this step, inflation and deflation tests are performed on the left front air spring 310, right front air spring 320, left rear air spring 410, and right rear air spring 420 to determine which air springs from the front air spring assembly 300 and the rear air spring assembly 400 need to be inflated and which need to be deflated.

[0119] S1032, check if there is an air spring to be deflated; if yes, proceed to step S1033; if no, proceed to step B01.

[0120] S1033, detect whether there is an air spring to be inflated; if yes, proceed to step C01; if no, proceed to step D01.

[0121] B01. Obtain the gas storage pressure and compare it with the fourth threshold to determine whether the gas storage pressure is greater than the fourth threshold. If yes, proceed to step B02; otherwise, proceed to step B03.

[0122] Optionally, the fourth threshold can be set according to the actual situation, and the embodiments of the present invention do not impose specific limitations on it.

[0123] In this step, if no air springs to be deflated are detected, it means that only air springs to be inflated exist. At this time, the relationship between the air storage pressure and the fourth threshold is compared to determine whether the air storage pressure is greater than the fourth threshold. Based on the determination result, the appropriate control method is selected to achieve inflation.

[0124] B02 controls the opening of the spring solenoid valve corresponding to the air spring to be inflated and the air tank solenoid valve of the inflation control assembly, and controls the closing of the air compressor, intake solenoid valve, booster solenoid valve and exhaust solenoid valve of the inflation control assembly.

[0125] In this step, when there is only an air spring to be inflated, if the air storage pressure is greater than the fourth threshold, it indicates that the air storage pressure is sufficient and there is no need to activate the boosting function of the air compressor 830. At this time, the solenoid valve 820 of the air storage tank and the spring solenoid valve corresponding to the air spring to be inflated are opened, and the air compressor 830, the intake solenoid valve 831, the boosting solenoid valve 833 and the exhaust solenoid valve 832 are closed. The gas inside the air storage tank 810 enters the air suspension chamber, and then the gas enters the air spring to be inflated from the air suspension chamber, thereby achieving inflation.

[0126] B03. Compare the gas storage pressure with the third threshold, i.e., determine whether the gas storage pressure is greater than the third threshold; if yes, proceed to step B04; if no, proceed to step B05.

[0127] It should be noted that the third threshold is less than the fourth threshold.

[0128] Optionally, the third threshold can be set according to the actual situation, and the embodiments of the present invention do not impose specific limitations on it.

[0129] B04 controls the closing of the intake solenoid valve and the air tank solenoid valve of the inflation control assembly, and controls the opening of the spring solenoid valve corresponding to the air spring to be inflated, as well as the air compressor, boost solenoid valve and exhaust solenoid valve of the inflation control assembly.

[0130] In this step, when only air springs to be inflated exist, if the air storage pressure is less than or equal to the fourth threshold and greater than the third threshold, it indicates that the air storage pressure is insufficient, but the pressurization function of the air compressor 830 is available, and the pressurization function of the air compressor 830 needs to be activated. Specifically, the air compressor 830, the pressurization solenoid valve 833, the outlet solenoid valve 832, and the spring solenoid valve corresponding to the air spring that needs to be inflated are opened, while the air tank solenoid valve 820 and the inlet solenoid valve 831 are closed. The air compressor 830 further pressurizes the high-pressure gas inside the air tank 810. The pressurized gas enters the air suspension chamber through the outlet solenoid valve 832, and then the pressurized gas enters the air spring that needs to be inflated from the air suspension chamber, thereby achieving inflation.

[0131] B05 controls the closing of the air tank solenoid valve of the inflation control assembly and controls the opening of the spring solenoid valve corresponding to the air spring to be inflated, as well as the air compressor, intake solenoid valve, booster solenoid valve and exhaust solenoid valve of the inflation control assembly.

[0132] In this step, when only air springs to be inflated exist, if the air storage pressure is less than or equal to the third threshold, it indicates that the air storage pressure is insufficient and the pressurization function of the air compressor 830 cannot be used. Therefore, the pressurization function of the air compressor 830 is turned off, and external atmospheric pressure is used for inflation. Specifically, the air compressor 830, intake solenoid valve 831, pressurization solenoid valve 833, exhaust solenoid valve 832, and the spring solenoid valve corresponding to the air spring requiring inflation are opened, while the air storage tank solenoid valve 820 is closed. The air compressor 830 obtains air from the external atmosphere and pressurizes it. The pressurized gas enters the air suspension chamber through the exhaust solenoid valve 832, and then enters the air spring requiring inflation from the air suspension chamber, thus achieving inflation.

[0133] C01 controls the solenoid valve corresponding to the air spring to be inflated, as well as the air tank solenoid valve and the boost solenoid valve of the inflation control assembly to be closed, and controls the solenoid valve corresponding to the air spring to be deflated, as well as the air outlet solenoid valve and the air inlet solenoid valve of the inflation control assembly to be opened.

[0134] C02, when the vehicle height at the location of the air spring to be deflated reaches the corresponding target value, control the spring solenoid valve corresponding to the air spring to be deflated to close, and proceed to step B01.

[0135] In the above steps, if both an air spring to be inflated and a deflated air spring are detected simultaneously, the deflated air spring is deflated first, and then the inflated air spring is inflated. Specifically, the air tank solenoid valve 820, the boost solenoid valve 833, and the spring solenoid valve corresponding to the air spring to be inflated are closed, while the exhaust solenoid valve 832, the intake solenoid valve 831, and the spring solenoid valve corresponding to the air spring to be deflated are opened. Gas from the deflated air spring enters the air suspension chamber, and then the gas sequentially passes through the exhaust solenoid valve 832 and the intake solenoid valve 831 into the outside atmosphere, thus achieving deflation. When the vehicle height at the location of all the deflated air springs reaches the target value, deflation stops, and the spring solenoid valves corresponding to all the deflated air springs are closed.

[0136] Then, depending on whether the air storage pressure is sufficient and whether the booster function of the air compressor 830 is available, the opening and closing of the air tank solenoid valve 820, the intake solenoid valve 831, the exhaust solenoid valve 832, the booster solenoid valve 833, and the spring solenoid valve corresponding to the air spring that needs to be inflated are controlled to achieve inflation. This control process has been described in the preceding steps and will not be repeated here in this embodiment of the invention. It should be understood that when the vehicle height at the location of all the air springs that need to be inflated reaches the target value, inflation stops, and the height adjustment is considered complete.

[0137] D01 controls the closing of the air tank solenoid valve and the boost solenoid valve of the inflation control assembly, and controls the opening of the spring solenoid valve corresponding to the air spring to be deflated, as well as the air outlet solenoid valve and the air inlet solenoid valve of the inflation control assembly.

[0138] In this step, when no air springs to be inflated are detected, it means that only air springs to be deflated exist. At this time, the solenoid valve 820 of the air tank and the solenoid valve 833 of the booster are closed, and the solenoid valves 832 of the exhaust solenoid valve, 831 of the intake solenoid valve, and the spring solenoid valve corresponding to the air spring that needs to be deflated are opened. The gas in the air spring that needs to be deflated enters the air suspension chamber, and then the gas enters the outside atmosphere through the exhaust solenoid valve 832 and the intake solenoid valve 831 in sequence, thereby realizing the deflation.

[0139] Additionally, refer to Figure 8 The present invention also provides a control device for an air suspension system, which mainly includes: The acquisition module 301 is mainly used to acquire height adjustment commands and identify the road surface on which the vehicle is traveling based on the height adjustment commands.

[0140] The first processing module 302 is mainly used to obtain the left vehicle height curve and the right vehicle height curve when it is identified that the road surface on which the vehicle is traveling is a bumpy road surface, and to determine the target value of the left vehicle height and the target value of the right vehicle height based on the left vehicle height curve and the right vehicle height curve.

[0141] The control module 303 is used to control the opening of the chamber solenoid valve and to control the opening and closing of the front solenoid valve group, the rear solenoid valve group and the inflation control assembly; and to control the closing of the chamber solenoid valve and the air tank solenoid valve and the air outlet solenoid valve of the inflation control assembly.

[0142] The second processing module 304 is used to detect the left and right vehicle heights of the vehicle; and when it is detected that the left vehicle height is not equal to the target value of the left vehicle height and / or the right vehicle height is not equal to the target value of the right vehicle height, it triggers the control module 303 so that the control module 303 controls the opening and closing of the front solenoid valve group, the rear solenoid valve group and the inflation control assembly until it detects that the left vehicle height is equal to the target value of the left vehicle height and the right vehicle height is equal to the target value of the right vehicle height, and triggers the control module 303 so that the control module 303 controls the chamber solenoid valve and the air tank solenoid valve and the air outlet solenoid valve of the inflation control assembly to close.

[0143] The control device of the air suspension system executes the control method of the air suspension system described above. For specific limitations of the control device of the air suspension system, please refer to the limitations of the control method of the air suspension system above, which will not be repeated here.

[0144] The various modules in the control device of the aforementioned air suspension system can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of a computer device in software form, so that the processor can call and execute the operations corresponding to each module.

[0145] In addition, the present invention also provides an electronic device, comprising: At least one processor; At least one storage device for storing at least one program; When the at least one program is executed by the at least one processor, the at least one processor implements the control method for an air suspension system described above.

[0146] The content of the above method embodiments is applicable to this device embodiment. The specific functions implemented in this device embodiment are the same as those in the above method embodiments, and the beneficial effects achieved are also the same as those achieved in the above method embodiments.

[0147] Finally, the present invention provides a vehicle comprising the aforementioned air suspension system, and a control device for the aforementioned air suspension system or an aforementioned electronic device.

[0148] Understandably, the vehicle can be a private car, such as a sedan, sport utility vehicle (SUV), multi-purpose vehicle (MPV), or pickup truck, or a commercial vehicle, such as a van, bus, small truck, or large trailer, or a gasoline vehicle or a new energy vehicle such as a hybrid or pure electric vehicle.

[0149] Similarly, the content of the above method embodiments is applicable to this vehicle embodiment. The specific functions implemented in this vehicle embodiment are the same as those in the above method embodiments, and the beneficial effects achieved are also the same as those achieved in the above method embodiments.

[0150] The following example illustrates an air suspension system and its control method, apparatus, equipment, and vehicle provided by the present invention.

[0151] In this example, refer to Figure 1The air suspension system mainly includes air suspension chambers, a front air spring assembly 300, a rear air spring assembly 400, a front solenoid valve assembly 500, a rear solenoid valve assembly 600, chamber solenoid valves 700, an inflation control assembly 800, and a pressure sensor 900. The air suspension chambers include a first chamber 100 and a second chamber 200. The front air spring assembly 300 mainly includes a left front air spring 310 and a right front air spring 320, and the rear air spring assembly 400 mainly includes a left rear air spring 410 and a right rear air spring 420. A right rear air spring 420; a front solenoid valve assembly 500 is disposed in the first chamber 100, the front solenoid valve assembly 500 includes a left front spring solenoid valve 510 and a right front spring solenoid valve 520, the left front spring solenoid valve 510 is connected to the left front air spring 310 through the first channel 101, and the right front spring solenoid valve 520 is connected to the right front air spring 320 through the second channel 102; a rear solenoid valve assembly 600 is disposed in the second chamber 200, the rear solenoid valve assembly 600 includes a left rear spring solenoid valve 610 and a right front spring solenoid valve 520. The right rear spring solenoid valve 620 and the left rear spring solenoid valve 610 are connected to the left rear air spring 410 via the third channel 103, and the right rear spring solenoid valve 620 is connected to the right rear air spring 420 via the fourth channel 104; the chamber solenoid valve 700 is disposed between the first chamber 100 and the second chamber 200, and is configured to remain open during vehicle height adjustment to connect the first chamber 100 and the second chamber 200, and to close when the vehicle height adjustment is complete to block the first chamber 100 and the second chamber 200. The second chamber 200; the inflation control assembly 800 mainly includes an air tank 810, an air tank solenoid valve 820 and an air compressor 830. The air tank solenoid valve 820 is located in the first chamber 100. The end of the air tank 810 away from the air compressor 830 is connected to the air tank solenoid valve 820 through the fifth channel 105. The air compressor 830 mainly includes an air inlet, an air outlet and a booster port. The air inlet is equipped with an air inlet solenoid valve 831, the air outlet is equipped with an air outlet solenoid valve 832, and the booster port is equipped with a booster solenoid valve 833. Among them, the intake solenoid valve 831 is configured to connect the intake port and the atmosphere through the sixth channel 106 when it is open; the exhaust solenoid valve 832 is configured to connect the exhaust port and the first chamber 100 through the seventh channel 107 when it is open; and the boost solenoid valve 833 is configured to connect the boost port and the air tank 810 through the eighth channel 108 when it is open. The pressure sensor 900 in the air suspension system is used to detect the pressure inside the air tank 810 when both the current solenoid valve group 500 and the rear solenoid valve group 600 are closed and the air tank solenoid valve 820 is open, so as to obtain the air storage pressure.

[0152] Based on the aforementioned air suspension system, the process of adjusting the vehicle height using the air suspension system is as follows: S01: Before height adjustment, control chamber solenoid valve 700 and gas tank solenoid valve 820 to open, and control front solenoid valve group 500 and rear solenoid valve group 600 to close. At the same time, control pressure sensor 900 to detect the pressure inside gas tank 810 at the current moment to obtain gas storage pressure.

[0153] S02: Obtain the height adjustment command and identify the road surface on which the vehicle is traveling based on the height adjustment command.

[0154] Specifically, the system receives height sensor signals from the positions of the four wheels and a six-DOF accelerometer signal from the vehicle body. By differentiating the four height sensor signals, the acceleration of the four wheels relative to the vehicle body is calculated. Then, using the six-DOF accelerometer signal, the acceleration of the four wheels along the vehicle body's depth axis is calculated. Subtracting the acceleration of the four wheels relative to the vehicle body from the acceleration along the vehicle body's depth axis yields the road surface acceleration value. The system detects the number of times the road surface acceleration value exceeds a set value within a certain period. If the number exceeds a set threshold, the road surface is determined to be bumpy, and the process proceeds to step S03; otherwise, the road surface is determined to be smooth, and the process proceeds to step S04.

[0155] S03: When a vehicle travels on a bumpy road, the uneven surface causes repeated and rapid changes in vehicle height, leading to inadequate height adjustment and increasing the height difference between the left and right wheels, which is detrimental to ensuring vehicle handling stability. Therefore, if the road surface is identified as bumpy, the vehicle height on both the left and right sides is adjusted based on the principle of considering both wheels simultaneously. Specifically, a left-side height curve for mapping the left side of the vehicle and a right-side height curve for mapping the right side are obtained. Using these curves, target values ​​for the left and right sides of the vehicle height are obtained. The horizontal coordinate of the left-side target height value on the left-side height curve is equal to the horizontal coordinate of the right-side target height value on the right-side height curve.

[0156] S04: When it is detected that the vehicle is not traveling on a bumpy road, the vehicle height on the left and right sides is still adjusted based on the principle of considering both wheels simultaneously. However, since the road surface is relatively smooth, the vehicle height will not change repeatedly or rapidly. Therefore, the adjustment process in this case differs from the adjustment process when the vehicle is traveling on a bumpy road. Specifically, a reference vehicle height curve is obtained to map the vehicle height, and the target values ​​for the left and right vehicle heights are obtained using this curve. The target value for the left vehicle height is equal to the target value for the right vehicle height.

[0157] S05: After obtaining the target values ​​for the left and right vehicle heights through the aforementioned steps S03 or S04, the control chamber solenoid valve 700 is kept open to connect the first chamber 100 and the second chamber 200. The opening and closing of the gas tank solenoid valve 820, the intake solenoid valve 831, the exhaust solenoid valve 832, and the booster solenoid valve 833 are controlled to achieve inflation or deflation. At the same time, it is detected whether the left vehicle height is equal to the target value for the left vehicle height and whether the right vehicle height is equal to the target value for the right vehicle height.

[0158] If it is detected that the left vehicle height is not equal to the left vehicle height target value and / or the right vehicle height is not equal to the right vehicle height target value, then return to step S05 to control the opening and closing of the front solenoid valve group 500, the rear solenoid valve group 600 and the inflation control assembly 800, in order to achieve cyclic adjustment.

[0159] If the detection shows that the left vehicle height equals the target value for the left vehicle height and the right vehicle height equals the target value for the right vehicle height, the height adjustment operation ends, the control chamber solenoid valve 700 closes to block the first chamber 100 and the second chamber 200, and the control air tank solenoid valve 820 and the exhaust solenoid valve 832 close to block the air suspension chamber from the air tank 810 and the air compressor 830. When the first chamber 100 and the second chamber 200 are blocked, the left front air spring 310 and the right front air spring 320 are both located in the first chamber 100, achieving communication between the left front air spring 310 and the right front air spring 320, and the left rear air spring 410 and the right rear air spring 420 are both located in the second chamber 200, achieving communication between the left rear air spring 410 and the right rear air spring 420.

[0160] Furthermore, in this example, refer to Figure 5 When the vehicle is traveling on a bumpy road, the target height for the right side is defined as 25.5mm, and the target height for the left side is -45mm. When the left side height equals -45mm and the right side height equals 25.5mm, the height adjustment is considered complete, and the adjustment process ends without inflating or deflating the left or right air springs. When the left and right air springs are connected, the internal air pressure of the left rear air spring 410 gradually equalizes with that of the right rear air spring 420. After pressure equilibrium, the height on both sides will return to near 0mm (i.e., near the height curve corresponding to NL), effectively reducing the pressure difference between the left and right wheels on the road surface. This ensures consistency in the power, braking force, and lateral force provided by the left and right wheels during braking, acceleration, or cornering, improving the vehicle's handling stability on bumpy roads.

[0161] In summary, on the one hand, when the vehicle is traveling on a bumpy road, this invention, based on the principle of considering both left and right wheels simultaneously, uses the vehicle height curve to determine the target values ​​for the left and right vehicle heights, making the target values ​​for the left and right vehicle heights correlated. The determined left vehicle height is used to adjust the left vehicle height, and the determined right vehicle height is used to adjust the right vehicle height. This not only improves the accuracy of vehicle height adjustment but also enables height adjustment even when there is a significant difference in the height of the left and right wheels, thus improving the tolerance of vehicle height adjustment.

[0162] On the other hand, after the vehicle height is adjusted, the first and second chambers are blocked by the chamber solenoid valve, so that the internal air pressure of the left front air spring is the same as that of the right front air spring, and the internal air pressure of the left rear air spring is the same as that of the right rear air spring. This effectively reduces the pressure difference between the left and right wheels on the road surface, ensuring the consistency of the power, braking force and lateral force provided by the left and right wheels during braking, acceleration or turning, and improving the handling stability of the vehicle when driving on bumpy roads.

[0163] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

[0164] The above is a detailed description of the preferred embodiments of the present invention. However, the present invention is not limited to the embodiments described. Those skilled in the art can make various equivalent modifications or substitutions without departing from the spirit of the present invention. All such equivalent modifications or substitutions are included within the scope defined by the claims of the present invention.

Claims

1. A control method for an air suspension system, characterized in that, Applied to an air suspension system, the system comprising: The air suspension chamber includes a first chamber and a second chamber; The front air spring assembly, located at the front of the vehicle, is configured to adjust the height of the vehicle by inputting or expelling gas; The rear air spring assembly, located at the rear of the vehicle, is configured to adjust the height of the vehicle by inputting or venting gas; A front solenoid valve assembly is disposed in the first chamber and connected to the front air spring assembly; The rear solenoid valve assembly is located in the second chamber and is connected to the rear air spring assembly; A chamber solenoid valve is disposed between the first chamber and the second chamber. The chamber solenoid valve is configured to remain open during the adjustment of the vehicle height to connect the first chamber and the second chamber, and to close when the vehicle height adjustment is completed to block the first chamber and the second chamber. An inflation control assembly, connected to the air suspension chamber, is used to introduce gas into the air suspension chamber or to expel gas from the air suspension chamber; A pressure sensor is used to detect the pressure inside the air tank in the inflation control assembly when both the front solenoid valve group and the rear solenoid valve group are closed and the air tank solenoid valve in the inflation control assembly is open, so as to obtain the air storage pressure. The method includes the following steps: Obtain a height adjustment command and identify the road surface on which the vehicle is traveling based on the height adjustment command; When the road surface on which the vehicle is traveling is identified as a bumpy road surface, the left vehicle height curve and the right vehicle height curve of the vehicle are obtained, and the target values ​​of the left vehicle height and the right vehicle height are determined based on the left vehicle height curve and the right vehicle height curve. Wherein, the vertical axis of the left vehicle height curve is used to represent the left vehicle height of the vehicle, the vertical axis of the right vehicle height curve is used to represent the right vehicle height of the vehicle, and the horizontal axis of the left vehicle height target value in the left vehicle height curve is equal to the horizontal axis of the right vehicle height target value in the right vehicle height curve. The chamber solenoid valve is controlled to open, and the front solenoid valve group, the rear solenoid valve group and the inflation control assembly are controlled to open and close. At the same time, the left and right vehicle heights of the vehicle are detected. When it is detected that the left vehicle height is not equal to the target value of the left vehicle height and / or the right vehicle height is not equal to the target value of the right vehicle height, the process returns to the step of controlling the opening and closing of the front solenoid valve group, the rear solenoid valve group, and the inflation control assembly until it is detected that the left vehicle height is equal to the target value of the left vehicle height and the right vehicle height is equal to the target value of the right vehicle height, at which point the chamber solenoid valve and the air tank solenoid valve and the air outlet solenoid valve of the inflation control assembly are controlled to close.

2. The control method for an air suspension system according to claim 1, characterized in that, The front air spring assembly includes: A left front air spring, located on the left front side of the vehicle, is configured to adjust the height of the left front side of the vehicle by inputting or venting gas. The right front air spring, located on the right front side of the vehicle, is configured to adjust the height of the right front side of the vehicle by inputting or venting gas.

3. The control method for an air suspension system according to claim 2, characterized in that, The front solenoid valve assembly includes: A left front spring solenoid valve is connected to the left front air spring; wherein, when the left front spring solenoid valve is opened, gas is input to the left front air spring or discharged from the left front air spring; A right front spring solenoid valve is connected to the right front air spring; wherein, when the right front spring solenoid valve is opened, gas is input to or discharged from the right front air spring.

4. The control method for an air suspension system according to claim 1, characterized in that, The rear air spring assembly includes: A left rear air spring, located on the left rear side of the vehicle, is configured to adjust the height of the left rear side of the vehicle by inputting or venting gas; The right rear air spring, located on the right rear side of the vehicle, is configured to adjust the height of the right rear side of the vehicle by inputting or venting gas.

5. The control method for an air suspension system according to claim 4, characterized in that, The rear solenoid valve assembly includes: A left rear spring solenoid valve is connected to the left rear air spring; wherein, when the left rear spring solenoid valve is opened, gas is input into the left rear air spring or discharged from the left rear air spring; A right rear spring solenoid valve is connected to the right rear air spring; wherein, when the right rear spring solenoid valve is opened, gas is input to or discharged from the right rear air spring.

6. The control method for an air suspension system according to claim 1, characterized in that, The inflation control assembly includes: Gas storage tanks are used to store gases; An air compressor includes an air inlet, an air outlet, and a booster port. The air inlet is equipped with an air inlet solenoid valve, which is configured to connect the air inlet to the outside atmosphere when open. The air outlet is equipped with an air outlet solenoid valve, which is configured to connect the air outlet to a first chamber when open. The booster port is equipped with a booster solenoid valve, which is configured to connect the booster port to an air storage tank when open. An air tank solenoid valve is disposed in the first chamber, and the air tank solenoid valve is connected to the end of the air tank away from the air compressor.

7. The control method for an air suspension system according to claim 1, characterized in that, The step of identifying the road surface on which the vehicle is traveling according to the height adjustment command includes: According to the height adjustment command, the vehicle body acceleration and the height of the four wheels are detected multiple times within a preset time period to obtain multiple body acceleration signals and multiple height signals for each wheel. Based on multiple vehicle body acceleration signals and multiple height signals for each wheel, calculate multiple acceleration values ​​for the road surface; The total number of acceleration values ​​exceeding the first threshold is counted as the overspeed count, and the overspeed count is compared with the second threshold. When the number of speeding incidents exceeds the second threshold, the road surface on which the vehicle is traveling is determined to be a bumpy road surface. When the number of speeding incidents is less than or equal to the second threshold, the road surface on which the vehicle is traveling is determined to be a non-bumpy road surface.

8. The control method for an air suspension system according to claim 7, characterized in that, The calculation of multiple acceleration values ​​of the road surface based on multiple vehicle body acceleration signals and multiple height signals of each wheel includes: For a single vehicle body acceleration signal and a single height signal of four wheels, the height signal of each wheel is first differentiated to obtain the acceleration of each wheel relative to the vehicle body as the first acceleration of each wheel. Then, based on the vehicle body acceleration signal, the acceleration of each wheel's position in the depth axis direction of the vehicle body is calculated as the second acceleration of each wheel. Finally, the difference between the second acceleration and the first acceleration of each wheel is calculated as the acceleration value of the road surface. By iterating through multiple vehicle body acceleration signals and multiple height signals of the four wheels, multiple acceleration values ​​of the road surface are obtained.

9. The control method for an air suspension system according to claim 1, characterized in that, The step of obtaining the left and right vehicle height curves of the vehicle, and determining the target values ​​for the left and right vehicle heights of the vehicle based on the left and right vehicle height curves, includes: Obtain a set of vehicle height curves and the adjustment level of the vehicle; wherein, the set of vehicle height curves includes multiple initial vehicle height curves on the left and multiple initial vehicle height curves on the right, and each initial vehicle height curve on the left and each initial vehicle height curve on the right is configured with a corresponding adjustment level; From the set of vehicle height curves, select the left initial vehicle height curve corresponding to the adjustment level as the left vehicle height curve of the vehicle, and at the same time select the right initial vehicle height curve corresponding to the adjustment level as the right vehicle height curve of the vehicle. Obtain the reference horizontal axis value, and calculate the vertical coordinate value in the left vehicle height curve when the horizontal coordinate is the reference horizontal axis value as the target value of the left vehicle height of the vehicle. At the same time, calculate the vertical coordinate value in the right vehicle height curve when the horizontal coordinate is the reference horizontal axis value as the target value of the right vehicle height of the vehicle.

10. The control method for an air suspension system according to claim 1, characterized in that, The method further includes the following steps: When the road surface on which the vehicle is traveling is identified as a non-bumpy road surface, the reference vehicle height curve of the vehicle is obtained, and the target values ​​of the left and right vehicle heights of the vehicle are determined based on the reference vehicle height curve; wherein, the vertical axis of the reference vehicle height curve is used to characterize the vehicle height, and the target value of the left vehicle height is equal to the target value of the right vehicle height.

11. The control method for an air suspension system according to claim 10, characterized in that, The step of obtaining the reference vehicle height curve and determining the target values ​​for the left and right vehicle heights based on the reference vehicle height curve includes: Obtain a set of vehicle height curves and the adjustment level of the vehicle; wherein, the set of vehicle height curves includes multiple initial vehicle height curves on the left and multiple initial vehicle height curves on the right, and each initial vehicle height curve on the left and each initial vehicle height curve on the right is configured with a corresponding adjustment level; From the set of vehicle height curves, select the left initial vehicle height curve or the right initial vehicle height curve corresponding to the adjustment level as the reference vehicle height curve of the vehicle. Obtain the reference horizontal axis value, and calculate the vertical axis value in the reference vehicle height curve when the horizontal axis is the reference horizontal axis value, as the target vehicle height value for the left side and the target vehicle height value for the right side.

12. The control method for an air suspension system according to claim 1, characterized in that, The opening and closing control of the front solenoid valve group, the rear solenoid valve group, and the inflation control assembly includes: Inflation and deflation tests are performed on the front air spring assembly and the rear air spring assembly to obtain air springs to be inflated and air springs to be deflated. When only an air spring to be inflated exists, the air storage pressure is obtained, the air storage pressure is compared with a third threshold, and the air storage pressure is compared with a fourth threshold; wherein the fourth threshold is greater than the third threshold. When the gas storage pressure is greater than the fourth threshold, the spring solenoid valve corresponding to the air spring to be inflated and the gas tank solenoid valve of the inflation control assembly are opened, and the air compressor, intake solenoid valve, booster solenoid valve and exhaust solenoid valve of the inflation control assembly are closed. When the gas storage pressure is less than or equal to the fourth threshold and greater than the third threshold, the intake solenoid valve and the gas storage tank solenoid valve of the inflation control assembly are closed, and the spring solenoid valve corresponding to the air spring to be inflated, as well as the air compressor, booster solenoid valve and outlet solenoid valve of the inflation control assembly are opened. When the gas storage pressure is less than or equal to the third threshold, the gas storage tank solenoid valve of the inflation control assembly is closed, and the spring solenoid valve corresponding to the air spring to be inflated, as well as the air compressor, intake solenoid valve, booster solenoid valve and exhaust solenoid valve of the inflation control assembly are opened.

13. The control method for an air suspension system according to claim 12, characterized in that, The method of controlling the opening and closing of the front solenoid valve group, the rear solenoid valve group, and the inflation control assembly further includes: When only air springs to be deflated exist, the air tank solenoid valve and the boost solenoid valve of the inflation control assembly are closed, and the spring solenoid valve corresponding to the air spring to be deflated, as well as the air outlet solenoid valve and the air inlet solenoid valve of the inflation control assembly, are opened.

14. The control method for an air suspension system according to claim 12, characterized in that, The method of controlling the opening and closing of the front solenoid valve group, the rear solenoid valve group, and the inflation control assembly further includes: When there are air springs to be inflated and air springs to be deflated at the same time, the solenoid valve of the air spring to be inflated, as well as the air tank solenoid valve and the boost solenoid valve of the inflation control assembly, are closed, and the solenoid valve of the air spring to be deflated, as well as the air outlet solenoid valve and the air inlet solenoid valve of the inflation control assembly, are opened. When the vehicle height at the location of the air spring to be deflated reaches the corresponding target value, the solenoid valve corresponding to the air spring to be deflated is closed, and the process proceeds to the steps of acquiring the air storage pressure, comparing the air storage pressure with the third threshold, and comparing the air storage pressure with the fourth threshold.

15. A control device for an air suspension system, characterized in that, The device is applied to a control method for an air suspension system as described in any one of claims 1-14, the device comprising: The acquisition module is used to acquire height adjustment instructions and identify the road surface on which the vehicle is traveling based on the height adjustment instructions; The first processing module is used to acquire the left vehicle height curve and the right vehicle height curve of the vehicle when it is identified that the road surface on which the vehicle is traveling is a bumpy road surface, and to determine the target value of the left vehicle height and the target value of the right vehicle height based on the left vehicle height curve and the right vehicle height curve. Wherein, the vertical axis of the left vehicle height curve is used to represent the left vehicle height of the vehicle, the vertical axis of the right vehicle height curve is used to represent the right vehicle height of the vehicle, and the horizontal axis of the left vehicle height target value in the left vehicle height curve is equal to the horizontal axis of the right vehicle height target value in the right vehicle height curve. The control module is used to control the opening of the chamber solenoid valve and to control the opening and closing of the front solenoid valve group, the rear solenoid valve group and the inflation control assembly; and to control the closing of the chamber solenoid valve and the gas tank solenoid valve and the gas outlet solenoid valve of the inflation control assembly. The second processing module is used to detect the left and right vehicle heights of the vehicle; and, when it is detected that the left vehicle height is not equal to the target left vehicle height value and / or the right vehicle height is not equal to the target right vehicle height value, the control module is triggered so that the control module controls the opening and closing of the front solenoid valve group, the rear solenoid valve group, and the inflation control assembly until it is detected that the left vehicle height is equal to the target left vehicle height value and the right vehicle height is equal to the target right vehicle height value, the control module is triggered so that the control module controls the chamber solenoid valve and the air tank solenoid valve and the air outlet solenoid valve of the inflation control assembly to close.

16. An electronic device, characterized in that, include: At least one processor; At least one storage device for storing at least one program; When the at least one program is executed by the at least one processor, the at least one processor implements a control method for an air suspension system as described in any one of claims 1-14.

17. A vehicle, characterized in that, Includes an air suspension system; the system includes: The air suspension chamber includes a first chamber and a second chamber; The front air spring assembly, located at the front of the vehicle, is configured to adjust the height of the vehicle by inputting or expelling gas; The rear air spring assembly, located at the rear of the vehicle, is configured to adjust the height of the vehicle by inputting or venting gas; A front solenoid valve assembly is disposed in the first chamber and connected to the front air spring assembly; The rear solenoid valve assembly is located in the second chamber and is connected to the rear air spring assembly; A chamber solenoid valve is disposed between the first chamber and the second chamber. The chamber solenoid valve is configured to remain open during the adjustment of the vehicle height to connect the first chamber and the second chamber, and to close when the vehicle height adjustment is completed to block the first chamber and the second chamber. An inflation control assembly, connected to the air suspension chamber, is used to introduce gas into the air suspension chamber or to expel gas from the air suspension chamber; A pressure sensor is used to detect the pressure inside the air tank in the inflation control assembly when both the front solenoid valve group and the rear solenoid valve group are closed and the air tank solenoid valve in the inflation control assembly is open, so as to obtain the air storage pressure. The vehicle also includes a control device for an air suspension system as described in claim 15 or an electronic device as described in claim 16.

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