Air suspension calibration method and vehicle

Abstract

The application discloses an air suspension calibration method and a vehicle, and belongs to the technical field of vehicles. The vehicle is calibrated at a preset altitude position. The calibration parameters of the air suspension are an ascending failure threshold value, a gas supplement failure threshold value, a first service life threshold value and a second service life threshold value. The relevant threshold value of the altitude corresponding to the preset altitude position of the vehicle can be obtained. The ascending failure threshold value is determined by the ascending rate. The gas supplement failure threshold value is determined by the gas supplement rate. The first service life threshold value is obtained by the first working time prediction. The second service life threshold value is obtained by the second working time and the distance prediction. The air suspension is calibrated at multiple different altitude positions. The calibration effect is improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more particularly to an air suspension calibration method and a vehicle. Background Technology

[0002] When vehicle air suspension operates in the low-pressure environment of high-altitude areas, it is prone to false alarms, damage to system components, or poor system performance. Furthermore, the fault detection system for air suspension in high-altitude areas is affected by the low-pressure environment, necessitating recalibration of fault detection thresholds. However, existing air suspension calibration methods lack a unified standard, resulting in poor calibration effectiveness. Summary of the Invention

[0003] The present invention aims to at least solve one of the technical problems existing in the prior art. To this end, the present invention proposes an air suspension calibration method that calibrates the air suspension at multiple locations with different altitudes. This method can provide a basis for setting detection thresholds when detecting operational faults in the compressor, air tank, and air suspension, thereby improving the calibration effect.

[0004] An air suspension calibration method according to a first aspect of the present invention is used to calibrate the air suspension of a vehicle, the air suspension being connected to the vehicle body, the air suspension including a compressor and an air tank, the air suspension calibration method comprising:

[0005] Move the vehicle to a preset altitude position;

[0006] Control the air suspension to raise the height of the vehicle body and obtain the rate of rise of the vehicle body;

[0007] The rise failure threshold of the air suspension is determined based on the rise rate;

[0008] Control the compressor to fill the gas tank with gas and obtain the gas replenishment rate of the gas tank;

[0009] The gas replenishment failure threshold of the gas storage tank is determined based on the gas replenishment rate;

[0010] The load capacity of the vehicle is changed and the compressor is controlled to maintain the vehicle body at a preset height, and the first working time of the compressor is obtained;

[0011] The first lifespan threshold of the compressor is predicted based on the first operating time;

[0012] The system controls the vehicle to travel at a preset speed, controls the air suspension to adjust the height of the vehicle body, and obtains the second working time of the compressor and the distance traveled by the vehicle.

[0013] The second lifespan threshold of the compressor is predicted based on the second operating time and the distance traveled.

[0014] The air suspension is calibrated using the rise fault threshold, the air replenishment fault threshold, the first lifespan threshold, and the second lifespan threshold.

[0015] The air suspension calibration method according to embodiments of the present invention has at least the following beneficial effects: Calibration is performed at a preset altitude position; the air suspension raises the vehicle's height to obtain an ascent rate; the compressor charges the air tank to obtain a replenishment rate; the vehicle's load is changed while the compressor maintains the vehicle's preset height to obtain a first operating time for the compressor; the air suspension adjusts the vehicle's height while the vehicle travels at a preset speed to obtain a second operating time for the compressor. Therefore, based on the ascent fault threshold, replenishment fault threshold, first lifespan threshold, and second lifespan threshold as calibration parameters for the air suspension, the relevant thresholds corresponding to the preset altitude position of the vehicle can be obtained. The ascent fault threshold is determined by the ascent rate, the replenishment fault threshold is determined by the replenishment rate, the first lifespan threshold is predicted by the first operating time, and the second lifespan threshold is predicted by the second operating time and distance. Calibration of the air suspension at multiple different altitude positions can provide a basis for setting detection thresholds when detecting operational faults in the compressor, air tank, and air suspension, thereby improving the calibration effect.

[0016] According to some embodiments of the present invention, the step of changing the load capacity of the vehicle and controlling the compressor to maintain the vehicle body at a preset height, and obtaining the first operating time of the compressor, includes:

[0017] The load capacity is changed multiple times, allowing the vehicle to switch between an unloaded state, a design load state, and a fully loaded state.

[0018] After each change in load capacity, the compressor is controlled to adjust the vehicle body back to the preset height, and the first running time of each compressor operation is obtained.

[0019] The first working time is calculated based on the sum of all the first running times.

[0020] According to some embodiments of the present invention, the multiple changes in the load capacity, switching the vehicle between an unloaded state, a design load state, and a fully loaded state, include:

[0021] Configure the vehicle to be in an unloaded state;

[0022] Adding a first counterweight to the vehicle transforms it into its design load configuration;

[0023] Remove the first counterweight to put the vehicle into the unloaded state;

[0024] Adding a second counterweight to the vehicle transforms it into a fully loaded state;

[0025] The second counterweight is removed, thus putting the vehicle into the unloaded state.

[0026] According to some embodiments of the present invention, controlling the air suspension to adjust the height of the vehicle body and obtaining the second operating time of the compressor and the distance traveled by the vehicle includes:

[0027] When the gas pressure in the gas storage tank is greater than or equal to the first preset gas pressure, the compressor is controlled to stop filling the gas storage tank with gas.

[0028] The compressor and the air tank are controlled to adjust the vehicle body, so that the vehicle body switches between a first height, a second height, and a third height, where the second height is higher than the first height and the third height is higher than the second height.

[0029] According to some embodiments of the present invention, controlling the compressor and the air tank to adjust the vehicle body, so that the vehicle body switches between a first height, a second height, and a third height, includes:

[0030] The vehicle body is controlled to switch between the first height and the second height multiple times, and the second running time of the compressor is obtained after each switch;

[0031] The vehicle body is controlled to switch between the second height and the third height multiple times, and the third running time of the compressor is obtained after each switch;

[0032] The process of obtaining the second operating time of the compressor and the distance traveled by the vehicle includes:

[0033] The second working time is calculated based on the sum of all the second running times and all the third running times.

[0034] According to some embodiments of the present invention, controlling the compressor to charge the gas storage tank and obtaining the gas replenishment rate of the gas storage tank includes:

[0035] After adjusting the air pressure of the air storage tank to the second preset air pressure, the compressor is controlled to increase the air pressure of the air storage tank to the third preset air pressure.

[0036] Obtain the first inflation rate of the gas storage tank;

[0037] Determining the gas replenishment failure threshold of the gas storage tank based on the gas replenishment rate includes:

[0038] The first inflation failure threshold is obtained based on the first inflation rate.

[0039] According to some embodiments of the present invention, controlling the compressor to charge the gas storage tank and obtaining the gas replenishment rate of the gas storage tank includes:

[0040] After adjusting the air pressure of the air tank to the fourth preset air pressure, control the compressor to increase the air pressure of the air tank to the fifth preset air pressure, and control the compressor to stop filling the air tank with air.

[0041] Obtain the second inflation rate of the gas storage tank;

[0042] Determining the gas replenishment failure threshold of the gas storage tank based on the gas replenishment rate includes:

[0043] The second inflation failure threshold is obtained based on the second inflation rate.

[0044] According to some embodiments of the present invention, controlling the air suspension to raise the height of the vehicle body and obtaining the rate of rise of the vehicle body includes:

[0045] When the gas pressure in the gas storage tank is less than or equal to the sixth preset gas pressure, the gas storage tank is controlled to stop outputting gas.

[0046] Control the compressor to raise the height of the vehicle body and obtain the first rate of ascent of the vehicle body;

[0047] Determining the air suspension lift failure threshold based on the rise rate includes:

[0048] The first rising fault threshold is obtained based on the first rising rate.

[0049] According to some embodiments of the present invention, controlling the air suspension to raise the height of the vehicle body and obtaining the rate of rise of the vehicle body includes:

[0050] When the gas pressure in the gas storage tank is greater than or equal to the seventh preset gas pressure, the compressor is controlled to stop filling the gas storage tank with gas.

[0051] Control the compressor and the air tank to raise the height of the vehicle body, and obtain the second rate of ascent of the vehicle body;

[0052] Determining the air suspension lift failure threshold based on the rise rate includes:

[0053] The second rising fault threshold is obtained based on the second rising rate.

[0054] According to a second aspect of the present invention, the vehicle has an air suspension, which is calibrated using the air suspension calibration method described in the above embodiments.

[0055] The vehicle according to embodiments of the present invention has at least the following beneficial effects: by using the rise fault threshold, the air replenishment fault threshold, the first life threshold, and the second life threshold as calibration parameters for the air suspension, the relevant thresholds of the altitude corresponding to the preset altitude position of the vehicle can be obtained. The rise fault threshold is determined by the rise rate, the air replenishment fault threshold is determined by the air replenishment rate, the first life threshold is predicted by the first working time, and the second life threshold is predicted by the second working time and distance. The air suspension is calibrated at multiple different altitude positions, which can provide a basis for setting the detection thresholds when detecting operational faults of the compressor, air tank, and air suspension, thereby improving the calibration effect.

[0056] Other features and advantages of the invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. Attached Figure Description

[0057] Figure 1 This is a flowchart of an air suspension calibration method according to an embodiment of the present invention;

[0058] Figure 2 This is a flowchart of obtaining the first working time of the compressor in one embodiment of the present invention;

[0059] Figure 3 This is a flowchart illustrating the multiple changes in load capacity in one embodiment of the present invention;

[0060] Figure 4 This is a flowchart illustrating the multiple adjustments to vehicle height in one embodiment of the present invention;

[0061] Figure 5 This is a flowchart of obtaining the second working time of the compressor in one embodiment of the present invention;

[0062] Figure 6 This is a flowchart of obtaining the first inflation rate of the gas storage tank in one embodiment of the present invention;

[0063] Figure 7 This is a flowchart of obtaining the second inflation rate of the gas storage tank in one embodiment of the present invention;

[0064] Figure 8 This is a flowchart of determining the gas replenishment fault threshold of a gas storage tank in one embodiment of the present invention;

[0065] Figure 9 This is a flowchart of obtaining the first rate of ascent of the vehicle body in one embodiment of the present invention;

[0066] Figure 10 This is a flowchart of obtaining the second rate of ascent of the vehicle body in one embodiment of the present invention;

[0067] Figure 11This is a flowchart of determining the rise fault threshold of the air suspension in one embodiment of the present invention. Detailed Implementation

[0068] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0069] In the description of this invention, it should be understood that the terms front, back, up, down, axial, circumferential, etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting this invention.

[0070] In the description of this invention, "multiple" means two or more; "greater than," "less than," and "exceeding" are understood to exclude the stated number; "above," "below," and "within" are understood to include the stated number. The use of "first" and "second" in the description is merely for distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0071] In the description of this invention, it should be noted that terms such as "set up," "install," and "connect" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this invention in conjunction with the specific content of the technical solution.

[0072] The technical solution of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the embodiments described below are some embodiments of the present invention, not all embodiments.

[0073] In related technologies, air suspension determines changes in vehicle height based on different road conditions and signals from distance sensors. It then controls the compressor and exhaust valves to automatically compress or extend the springs, thereby lowering or raising the vehicle's ground clearance to increase vehicle stability or passability in complex road conditions.

[0074] Air suspension systems are sensitive to the low air pressure environment at high altitudes. When vehicles are driven in high-altitude areas, air suspension systems are prone to false alarms, damage to system components, or poor system performance. Therefore, calibration and testing in high-altitude environments are necessary. Currently, there is no unified calibration method in the industry, which leads to low calibration efficiency, unsatisfactory calibration results, and even incorrect calibration results.

[0075] Currently, the fault diagnosis functions of air suspension related to high-altitude working environments include compressor pressure build-up fault detection, vehicle height rise fault detection, and air tank replenishment fault detection.

[0076] Compressor pressure build-up fault detection: Detects the gas pressure output rate during compressor operation. If the gas pressure output rate is lower than the set threshold, it is determined that the compressor has a pressure build-up fault.

[0077] Vehicle height adjustment fault detection: Monitor the rate of height change during vehicle height adjustment. If the rate of height change is lower than the set threshold, a vehicle height adjustment fault is identified.

[0078] Gas tank replenishment fault detection: Monitor the rate of change of gas pressure in the gas tank during the replenishment process. If the rate of change of gas pressure is lower than the set threshold, the gas tank replenishment is judged to be faulty.

[0079] Based on this, embodiments of the present invention provide an air suspension calibration method that calibrates the air suspension at multiple locations with different altitudes. This can provide a basis for setting detection thresholds when detecting operational faults in the compressor, air tank, and air suspension, thereby improving the calibration effect.

[0080] refer to Figures 1 to 11 An air suspension calibration method according to an embodiment of the present invention is described. This air suspension calibration method is used to calibrate the air suspension of a vehicle. The air suspension is connected to the vehicle body and can adjust the height of the vehicle body. The air suspension includes a compressor and an air tank.

[0081] Reference Figure 1 As shown, the air suspension calibration method of this invention includes the following steps.

[0082] Step S100: Move the vehicle to the preset altitude position.

[0083] The vehicle is moved to a preset altitude position, and the relevant parameters of the air suspension are calibrated at the altitude of the preset altitude position in order to accurately test the working condition of the air suspension in different altitude environments.

[0084] Step S200: Control the air suspension to raise the height of the vehicle body and obtain the rate of rise of the vehicle body.

[0085] The vehicle is positioned at a preset altitude. The air suspension is then activated to raise the vehicle body, allowing us to assess its performance at that altitude. The rate of ascent is determined by measuring the change in the vehicle's height above the ground per unit time. Alternatively, the rate of ascent can be calculated by recording the time taken to raise the vehicle to a specified height and measuring the ascent distance.

[0086] Step S300: Determine the air suspension rise fault threshold based on the rise rate.

[0087] When the air suspension operates at the altitude corresponding to the preset altitude position, the rate of ascent can be used as the ascent fault threshold for the air suspension at that altitude. When the vehicle is at the altitude corresponding to the preset altitude position, the rate of height change during the vehicle height adjustment process is monitored. If the rate of height change is lower than the ascent fault threshold, a vehicle height ascent fault is determined.

[0088] Of course, by repeating steps S200 and S300 multiple times, multiple rise rates can be obtained, and then data analysis and processing can be performed to remove abnormal data and calculate the average value of multiple rise rates. The average value can be used as the rise fault threshold. Alternatively, after removing abnormal data from multiple rise rates, the smallest rise rate can be found as the rise fault threshold.

[0089] Step S400: Control the compressor to charge the air tank and obtain the air replenishment rate of the air tank.

[0090] When the vehicle is at a preset altitude, the compressor is started to fill the air tank with gas. The replenishment rate is obtained by measuring the change in air pressure in the air tank per unit time. Alternatively, the replenishment rate can be calculated by recording the initial air pressure at the start of replenishment, the final air pressure at the end of replenishment, and the replenishment time.

[0091] Step S500: Determine the gas replenishment fault threshold of the gas storage tank based on the gas replenishment rate.

[0092] When the air suspension operates at the altitude corresponding to the preset altitude position, the air replenishment rate can be used as the air replenishment fault threshold for that altitude. When the vehicle is at the altitude corresponding to the preset altitude position, the rate of change of air pressure in the air tank during the air tank replenishment process is monitored. If the rate of change of air pressure is lower than the air replenishment fault threshold, an air tank replenishment fault is determined.

[0093] Of course, by repeating steps S400 and S500 multiple times, multiple air replenishment rates can be obtained, and then data analysis and processing can be performed to remove abnormal data and calculate the average value of multiple air replenishment rates. The average value can be used as the air replenishment fault threshold. Alternatively, after removing abnormal data from multiple air replenishment rates, the minimum air replenishment rate can be found as the air replenishment fault threshold.

[0094] In step S600, the vehicle's load capacity is changed and the compressor is controlled to maintain the vehicle body at a preset height, and the first working time of the compressor is obtained.

[0095] The air suspension operates at the altitude corresponding to the preset altitude position. In a low-pressure environment, the air suspension maintains the vehicle body at the preset height, and the compressor needs to run for a period of time to do so. Understandably, due to the difference in air pressure between high-altitude and low-altitude areas, the compressor's operating time will differ depending on whether the vehicle is at a high or low altitude.

[0096] Therefore, in this embodiment, the vehicle's load weight is changed to trigger the compressor to maintain the vehicle body at a preset height. Then, the compressor's running time is recorded as the first working time. By repeating step S600 multiple times, multiple first working times can be obtained to obtain accurate compressor running time.

[0097] Step S700: Predict the first lifespan threshold of the compressor based on the first operating time.

[0098] When the air suspension maintains the vehicle body at a preset height at the corresponding altitude, the first working time can be used as the operating time of the compressor to maintain the vehicle height at that altitude each time. Then, the vehicle manufacturer uses big data to retrieve the theoretical number of times the air suspension maintains the vehicle height of similar vehicles within the warranty period. Multiplying the theoretical number of times by the first working time can predict the theoretical working time. The theoretical working time is used as the first life threshold of the compressor. Then, the theoretical working life of the compressor is obtained. The first life threshold is compared with the theoretical working life. Only when the theoretical working life is greater than the first life threshold can it be ensured that the air suspension compressor can operate normally within the warranty period.

[0099] Of course, by repeating steps S600 and S700 multiple times, multiple first working times can be obtained, and then data analysis and organization can be performed to remove abnormal data and calculate the average value of multiple first working times. The average value can then be used to predict the first lifespan threshold. Alternatively, after removing abnormal data from multiple first working times, the largest first working time can be found to predict the first lifespan threshold.

[0100] In step S800, control the vehicle to travel at a preset speed, control the air suspension to adjust the vehicle height, and obtain the second working time of the compressor and the distance traveled by the vehicle.

[0101] The vehicle travels at a preset speed. The air suspension is configured to adjust the vehicle's height during travel. The compressor operates for a second period during this height adjustment process. The distance traveled during this process is recorded; the distance can be calculated by multiplying the preset speed by the travel time. This allows the second operating time to be correlated with the distance traveled. In other words, by simulating complex road conditions, the air suspension continuously adjusts the vehicle's height along this distance, requiring the compressor to operate for a second period.

[0102] Step S900: Predict the second lifespan threshold of the compressor based on the second working time and distance.

[0103] By obtaining the vehicle's warranty mileage, the following relationship can be derived: the ratio of warranty mileage to distance traveled should be equal to the ratio of the second life threshold to the second working time. The above relationship assumes that the air suspension is kept in a state of adjusting the vehicle height throughout the entire warranty mileage. The second life threshold can be predicted through the above relationship.

[0104] Next, obtain the theoretical working life of the compressor, and compare the second life threshold with the theoretical working life. Only when the theoretical working life is greater than the second life threshold can it be ensured that the air suspension compressor can operate normally within the warranty period.

[0105] Step S1000: The air suspension is calibrated based on the rise fault threshold, the air replenishment fault threshold, the first life threshold, and the second life threshold.

[0106] The vehicle is calibrated at a preset altitude. The air suspension raises the vehicle's height to obtain the rate of ascent. The compressor fills the air tank to obtain the air replenishment rate. The vehicle's load is changed and the compressor is used to maintain the preset vehicle height to obtain the compressor's first working time. While the vehicle is traveling at a preset speed, the air suspension is controlled to adjust the vehicle's height to obtain the compressor's second working time.

[0107] Therefore, by using the rise fault threshold, air replenishment fault threshold, first life threshold, and second life threshold as calibration parameters for the air suspension, the relevant thresholds corresponding to the preset altitude position of the vehicle can be obtained. The rise fault threshold is determined by the rise rate, the air replenishment fault threshold is determined by the air replenishment rate, the first life threshold is predicted by the first working time, and the second life threshold is predicted by the second working time and distance. Calibrating the air suspension at multiple different altitude positions can provide a basis for setting detection thresholds when detecting operational faults of the compressor, air tank, and air suspension, thereby improving the calibration effect.

[0108] In some embodiments, step S100, moving the vehicle to a preset altitude position, includes the following steps.

[0109] Step S110: Configure the preset altitude position to be greater than or equal to 500m.

[0110] The vehicle can be moved to a preset altitude position of 500m or above to calibrate the relevant thresholds for air suspension fault detection at altitudes of 500m or above.

[0111] In some embodiments, refer to Figure 2 As shown, step S600 involves changing the vehicle's load capacity and controlling the compressor to maintain the vehicle body at a preset height, obtaining the compressor's first operating time, and includes the following steps.

[0112] Step S610 involves repeatedly changing the load capacity to switch the vehicle between unloaded, design load, and fully loaded states.

[0113] When adjusting the vehicle height using air suspension, the driver is generally allowed to control the vehicle height by operating the vehicle controller. Currently, it is common to divide the vehicle height adjustment mode into lower vehicle height, standard vehicle height, and higher vehicle height. The driver can adjust the vehicle to any of the above modes by pressing a button. In this embodiment, the preset height is the lower vehicle height.

[0114] Of course, the preset height can also be set according to the calibration requirements.

[0115] The pressure on the air suspension varies depending on the vehicle's load. Therefore, when the vehicle's load changes, the vehicle's height will change, which can then trigger the air suspension to adjust the vehicle's height to maintain the original vehicle height setting.

[0116] In this embodiment, the vehicle's load capacity is changed. The vehicle is in an unloaded state when it is completely unloaded. The vehicle is brought to the design load by adding the rated weight to the vehicle. The vehicle is brought to the full load state by adding the load until the maximum load capacity is reached.

[0117] In step S620, after each change in load weight, the compressor is controlled to adjust the vehicle body back to the preset height, and the first running time of each compressor operation is obtained.

[0118] During vehicle height adjustment, the air suspension adjusts the vehicle's height to return it to a preset height. In this embodiment, the air pressure in the air tank is adjusted below the activation threshold, ensuring that the vehicle height adjustment process uses only the compressor as the air source, without using the air tank or boost mode. Since the air tank does not participate in the vehicle height adjustment process, the compressor can be kept running for a longer period.

[0119] Obtain multiple first running times during the above vehicle height adjustment process.

[0120] Step S630: Calculate the first working time based on the sum of all first running times.

[0121] The first working time is obtained by summing the sum of multiple first running times. It can be assumed that: during the process of the vehicle's air suspension maintaining the vehicle body at the preset height, the air tank does not participate in the above-mentioned vehicle height adjustment process. The compressor runs and maintains the vehicle body height throughout the process. The running time of the compressor during the above-mentioned operation process is the first working time.

[0122] Then, the vehicle manufacturer uses big data to retrieve the theoretical number of times the air suspension maintains vehicle height within the warranty period for similar vehicles. Multiplying this theoretical number by the first operating time yields the theoretical operating time, which is used as the compressor's first lifespan threshold. The compressor's theoretical operating lifespan is then calculated, and compared to this threshold. Only when the theoretical operating lifespan exceeds the first lifespan threshold can the air suspension compressor be guaranteed to operate normally within the warranty period.

[0123] In some embodiments, refer to Figure 3 As shown, step S610 involves repeatedly changing the load capacity to switch the vehicle between an unloaded state, a design load, and a fully loaded state, including the following steps.

[0124] Step S611: Configure the vehicle to be in an unloaded state.

[0125] The vehicle is not carrying any extra weight and is in an empty state.

[0126] Step S612: Add a first counterweight to the vehicle to convert the vehicle into the design load.

[0127] Adding a first counterweight to the vehicle puts the vehicle body and air suspension under load, placing the vehicle at its design load. This causes the air suspension to be compressed by the added weight, lowering the vehicle body and triggering the air suspension to maintain the vehicle height. The compressor is then controlled to raise the vehicle body to the preset height.

[0128] Step S613: Remove the first counterweight to put the vehicle into an unloaded state.

[0129] The first counterweight is removed, returning the vehicle to an unloaded state. As the air suspension loses pressure, the vehicle rises, triggering the air suspension to maintain the vehicle height. The exhaust valve is used to exhaust air to lower the vehicle to the preset height.

[0130] Step S614: Add a second counterweight to the vehicle to make the vehicle fully loaded.

[0131] Adding a second counterweight to the vehicle puts the vehicle body and air suspension under load, making the vehicle fully loaded. This causes the air suspension to be compressed by the added weight, lowering the vehicle body and triggering the air suspension to maintain the vehicle height. The compressor then controls the air suspension to raise the vehicle body to a preset height.

[0132] It is understandable that when a vehicle switches from an unloaded state to a fully loaded state, the compressor needs to provide a first air pressure, and the compressor runs for a first duration. When a vehicle switches from an unloaded state to a design load state, the compressor needs to provide a second air pressure, and the compressor runs for a second duration. Therefore, the first air pressure will be greater than the second air pressure, and similarly, the first duration will be greater than the second duration.

[0133] By obtaining the first and second durations, the total operating time of the compressor during the two switching states mentioned above can be reasonably evaluated, simulating a more stringent vehicle height maintenance situation, so as to obtain a more stringent detection threshold.

[0134] Step S615: Remove the second counterweight to put the vehicle into an unloaded state.

[0135] The second counterweight is removed, returning the vehicle to an unloaded state. As the air suspension loses pressure, the vehicle rises, triggering the air suspension to maintain the vehicle height. The exhaust valve is used to vent air and lower the vehicle to the preset height.

[0136] In some embodiments, refer to Figure 4 As shown, step S800 involves controlling the air suspension to adjust the vehicle height and obtaining the compressor's second operating time and the vehicle's travel distance, including the following steps.

[0137] Step S810: When the air pressure in the air tank is greater than or equal to the first preset air pressure, control the compressor to stop filling the air tank with air.

[0138] During the process of adjusting the vehicle height with air suspension, the air pressure of the air tank is set to the first preset air pressure to ensure that the air tank is at the maximum working air pressure. This allows the compressor and the air tank to work together to adjust the vehicle height. The compressor also needs to replenish the air tank with gas to keep the air tank at the maximum working air pressure.

[0139] Step S820: Control the compressor and air tank to adjust the vehicle body, so that the vehicle body switches between the first height, the second height and the third height, with the second height being higher than the first height and the third height being higher than the second height.

[0140] When adjusting the vehicle height, the compressor and air tank need to replenish the air tank with gas to bring it to its maximum working pressure, and then the compressor's running time is recorded.

[0141] In some embodiments, refer to Figure 5As shown, step S820 involves controlling the compressor and air tank to adjust the vehicle body, allowing the vehicle body to switch between a first height, a second height, and a third height, including the following steps.

[0142] Step S821: Control the vehicle body to switch between the first height and the second height multiple times, and obtain the second running time of the compressor after each switch.

[0143] The vehicle body switches from the first height to the second height and then back to the first height, obtaining the second running time of the compressor during the above process.

[0144] Repeat the above process to obtain multiple second running times of the compressor.

[0145] The above process can simulate relatively complex road conditions to simulate the situation where the vehicle body and air suspension are constantly adjusted in height during driving.

[0146] Step S822: Control the vehicle body to switch between the second and third heights multiple times, and obtain the third running time of the compressor after each switch.

[0147] The vehicle body switches from the second height to the third height and then back to the second height, obtaining the compressor's third running time during the above process.

[0148] Repeat the above process to obtain multiple third runtimes of the compressor.

[0149] The above process can simulate relatively complex road conditions to simulate the situation where the vehicle body and air suspension are constantly adjusted in height during driving.

[0150] Step S800, controlling the air suspension to adjust the vehicle height and obtaining the second working time of the compressor and the distance traveled by the vehicle, also includes the following steps.

[0151] Step S823: Calculate the second working time based on the sum of all second running times and all third running times.

[0152] The second working time can be calculated by summing all the second running times and summing all the third running times.

[0153] To obtain the vehicle's warranty mileage, the following relationship can be derived: the ratio of warranty mileage to distance traveled should be equal to the ratio of the second life threshold to the second working time. The above relationship assumes that the air suspension is kept in a state of adjusting the vehicle height throughout the entire warranty mileage. The second life threshold is calculated using the above relationship.

[0154] In some embodiments, refer to Figure 6As shown, step S400, controlling the compressor to charge the gas tank and obtaining the gas replenishment rate of the gas tank, includes the following steps.

[0155] In step S410, after adjusting the air pressure of the air tank to the second preset air pressure, the compressor is controlled to increase the air pressure of the air tank to the third preset air pressure.

[0156] The gas storage tank can be filled with gas by venting or by a compressor to adjust its pressure to a second preset pressure, which serves as the starting pressure for replenishing the gas storage tank.

[0157] The compressor is controlled to fill the gas tank with gas, increasing the gas pressure in the gas tank from the second preset gas pressure to the third preset gas pressure, in order to simulate the process of the compressor replenishing the gas tank.

[0158] Step S420: Obtain the first inflation rate of the gas storage tank.

[0159] By recording the pressure change and replenishment time of the gas storage tank during the above process, the first inflation rate can be calculated by dividing the pressure change by the replenishment time. In this embodiment, the pressure change is calculated by subtracting the second preset pressure from the third preset pressure, and then the replenishment time from the second preset pressure to the third preset pressure is recorded. The first inflation rate is calculated by dividing the pressure change by the replenishment time.

[0160] Reference Figure 8 As shown, step S500, determining the gas replenishment fault threshold of the gas storage tank based on the gas replenishment rate, includes the following steps.

[0161] Step S510: Obtain the first inflation fault threshold based on the first inflation rate.

[0162] When the air suspension operates at the altitude corresponding to the preset altitude position, the first inflation rate can be used as the first air replenishment fault threshold for the air suspension at that altitude. When the vehicle is at the altitude corresponding to the preset altitude position, the rate of change of air pressure in the air tank during the air tank replenishment process is monitored. If the rate of change of air pressure is lower than the first air replenishment fault threshold, an air tank replenishment fault is determined.

[0163] In some embodiments, refer to Figure 7 As shown, step S400, which controls the compressor to charge the gas tank and obtains the gas replenishment rate of the gas tank, also includes the following steps.

[0164] In step S430, after adjusting the air pressure of the air tank to the fourth preset air pressure, the compressor is controlled to increase the air pressure of the air tank to the fifth preset air pressure, and the compressor is controlled to stop filling the air tank with air.

[0165] The gas storage tank can be filled with gas by venting or by a compressor to adjust its pressure to a fourth preset pressure, which serves as the starting pressure for replenishing the gas storage tank.

[0166] The compressor is controlled to fill the gas tank with gas, increasing the gas pressure in the gas tank from the fourth preset gas pressure to the fifth preset gas pressure, to simulate the process of the compressor replenishing gas to the gas tank until the compressor can no longer fill the gas tank. At this time, the gas tank is at the maximum working gas pressure.

[0167] Step S440: Obtain the second inflation rate of the gas storage tank.

[0168] By recording the pressure change and replenishment time of the gas storage tank during the above process, the second inflation rate can be calculated by dividing the pressure change by the replenishment time. In this embodiment, the pressure change is calculated by subtracting the fourth preset pressure from the fifth preset pressure, and then the replenishment time from the fourth preset pressure to the fifth preset pressure is recorded. The second inflation rate is calculated by dividing the pressure change by the replenishment time.

[0169] Reference Figure 8 As shown, step S500, determining the gas replenishment fault threshold of the gas storage tank based on the gas replenishment rate, includes the following steps.

[0170] Step S520: Obtain the second inflation fault threshold based on the second inflation rate.

[0171] When the air suspension operates at the altitude corresponding to the preset altitude position, the second inflation rate can be used as the second air replenishment fault threshold for the air suspension at that altitude. When the vehicle is at the altitude corresponding to the preset altitude position, the rate of change of air pressure in the air tank during the air tank replenishment process is monitored. If the rate of change of air pressure is lower than the second air replenishment fault threshold, an air tank replenishment fault is determined.

[0172] In some embodiments, refer to Figure 9 As shown, step S200, controlling the air suspension to raise the height of the vehicle body and obtaining the rate of rise of the vehicle body, includes the following steps.

[0173] Step S210: When the gas pressure in the gas storage tank is less than or equal to the sixth preset gas pressure, control the gas storage tank to stop outputting gas.

[0174] The air pressure in the air tank is set to the sixth preset air pressure, which keeps the air pressure in the air tank below the start-up threshold. This allows the vehicle height adjustment process to use only the compressor as the air source, without using the air tank or boost mode as the air source. Since the air tank does not participate in the vehicle height adjustment process,

[0175] Step S220: Control the compressor to raise the height of the vehicle body and obtain the first rising rate of the vehicle body.

[0176] The compressor is used to raise the height of the vehicle body separately, thereby obtaining the first rate of ascent.

[0177] Reference Figure 11 As shown, step S300, determining the air suspension rise fault threshold based on the rise rate, includes the following steps.

[0178] Step S310: Obtain the first rising fault threshold based on the first rising rate.

[0179] Since the gas tank does not participate in the above vehicle height adjustment process, the first rising rate can be considered as the lower limit of the vehicle height adjustment rate. Therefore, the first rising rate can be used as the first rising fault threshold.

[0180] When the air suspension operates at the altitude corresponding to the preset altitude position, the first rate of ascent can be used as the first ascent fault threshold for the air suspension at that altitude. When the vehicle is at the altitude corresponding to the preset altitude position, the rate of height change during the vehicle height adjustment process is monitored. If the rate of height change is lower than the first ascent fault threshold, a vehicle height ascent fault is determined.

[0181] In some embodiments, refer to Figure 10 As shown, step S200, which controls the air suspension to raise the height of the vehicle body and obtains the rate of rise of the vehicle body, also includes the following steps.

[0182] Step S230: When the gas pressure in the gas storage tank is greater than or equal to the seventh preset gas pressure, control the compressor to stop filling the gas storage tank.

[0183] Before the air suspension raises the vehicle height, the air pressure in the air tank is set to the seventh preset pressure to ensure that the air tank is at its maximum working pressure, so that the compressor and the air tank work together to adjust the vehicle height.

[0184] Step S240: Control the compressor and air tank to raise the height of the vehicle body and obtain the second rate of ascent of the vehicle body.

[0185] The compressor and the air tank are used together to raise the height of the vehicle body, thereby obtaining a second rate of ascent. Since the air tank is at its maximum working pressure, the second rate of ascent can be regarded as the upper limit of the vehicle height adjustment rate. Therefore, the second rate of ascent can be used as the second ascent fault threshold.

[0186] Reference Figure 11 As shown, step S300, determining the air suspension rise fault threshold based on the rise rate, includes the following steps.

[0187] Step S320: Obtain the second rising fault threshold based on the second rising rate.

[0188] When the air suspension operates at the altitude corresponding to the preset altitude position, the second rate of ascent can be used as the second ascent fault threshold for the air suspension at that altitude. When the vehicle is at the altitude corresponding to the preset altitude position, the rate of height change during the vehicle height ascent adjustment process is monitored. If the rate of height change is lower than the second ascent fault threshold, a vehicle height ascent fault is determined.

[0189] Specifically, it can be divided into the following six specific implementation methods.

[0190] Operating Condition 1:

[0191] Objective: To trigger height-level control and test the vehicle body ascent speed when only the compressor is used as the air source. This will provide a basis for establishing compressor pressure build-up fault monitoring thresholds.

[0192] Vehicle status: The vehicle is loaded with the preset load capacity and is stationary.

[0193] Test sampling points: altitude from 500m to 5000m, with a test conducted every 500m change in altitude.

[0194] Test method:

[0195] Step 1: Adjust the air pressure in the air tank to below the starting threshold so that the vehicle height adjustment process uses only the compressor as the air source, and does not use the air tank or the boost mode as the air source.

[0196] Step 2: Trigger vehicle height adjustment, causing the air suspension system to rise according to different adjacent vehicle height levels. Monitor for any malfunctions during the adjustment process.

[0197] Step 3: After the adjustment is completed, adjust the vehicle height adjustment speed according to the test results.

[0198] Step 4: Set the vehicle height rise fault threshold according to the sorted vehicle height rise adjustment speed.

[0199] Operating Condition 2:

[0200] Objective: To test the vehicle height adjustment speed by repeatedly triggering the adjustment from standard vehicle height to a higher vehicle height, repeating 10 times. To test the system's lifting speed performance.

[0201] Vehicle status: The vehicle is loaded to the preset load capacity and is stationary. The initial air pressure in the air tank is the maximum working air pressure determined by the altitude. No air replenishment is performed on the air tank during vehicle height adjustment.

[0202] Test sampling points: altitude from 500m to 5000m, with a test conducted every 500m change in altitude.

[0203] Test method:

[0204] Step 1: Adjust the air pressure in the air tank to the maximum working pressure.

[0205] Step 2: Trigger the vehicle height adjustment, allowing the air suspension system to complete 10 height adjustments from the standard vehicle height to a higher vehicle height. Monitor for any malfunctions during the adjustment process.

[0206] Step 3: After the adjustment is completed, adjust the vehicle height adjustment speed according to the test results.

[0207] Step 4: Set the vehicle height rise fault threshold according to the sorted vehicle height rise adjustment speed.

[0208] Operating Condition 3:

[0209] Objective: To test the rate at which the compressor replenishes gas to the gas tank, with the gas tank pressure ranging from 2.5 to 10 bar. This will provide a basis for establishing fault monitoring thresholds for the gas tank.

[0210] Vehicle status: The vehicle is loaded with the preset load capacity and is stationary.

[0211] Test sampling points: altitude from 500m to 5000m, with a test conducted every 500m change in altitude.

[0212] Test method:

[0213] Step 1: Adjust the gas pressure in the gas tank to 2.5 bar.

[0214] Step 2: Trigger the gas tank replenishment process until the gas tank is filled to 10 bar. Monitor for any fault triggers during the replenishment process.

[0215] Step 3: After the gas replenishment is completed, organize the gas replenishment speed of the gas storage tank according to the test results.

[0216] Step 4: Set the gas tank replenishment fault threshold according to the gas tank replenishment speed.

[0217] Operating Condition 4:

[0218] Objective: To test the rate at which the compressor replenishes gas to the gas tank, with the gas tank pressure ranging from 10 bar to the maximum operating pressure. This will provide a basis for establishing fault monitoring thresholds for the gas tank.

[0219] Vehicle status: The vehicle is loaded with the preset load capacity and is stationary.

[0220] Test sampling points: altitude from 500m to 5000m, with a test conducted every 500m change in altitude.

[0221] Test method:

[0222] Step 1: Adjust the gas pressure in the gas tank to 10 bar.

[0223] Step 2: Trigger the gas tank replenishment process until the gas tank is filled to the maximum working pressure. Monitor for any faults during the replenishment process.

[0224] Step 3: After the gas replenishment is completed, adjust the gas replenishment speed of the gas storage tank according to the test results.

[0225] Step 4: Set the gas tank replenishment fault threshold according to the gas tank replenishment speed.

[0226] Operating Condition 5:

[0227] Objective: To test the total operating time of the compressor during the unit height adjustment cycle, providing a basis for analyzing the compressor's durability and lifespan.

[0228] Vehicle status: The vehicle load is the preset load capacity, and the vehicle speed is set according to the speed threshold of the vehicle height adjustment strategy and the speed threshold of the air tank replenishment strategy.

[0229] Test sampling points: altitude from 500m to 5000m, with a test conducted every 500m change in altitude.

[0230] Test method:

[0231] Step 1: Adjust the vehicle height to the standard vehicle height and adjust the air tank pressure to the maximum working pressure;

[0232] Step Two: Trigger the vehicle height adjustment action, causing the air suspension system to complete the following height adjustments: standard vehicle height, lower vehicle height, standard vehicle height, lower vehicle height, standard vehicle height, lower vehicle height, standard vehicle height, higher vehicle height, standard vehicle height, higher vehicle height, standard vehicle height, highest vehicle height, standard vehicle height. If an air tank replenishment action is triggered after each vehicle height adjustment, wait for the air tank replenishment to complete; monitor for any fault triggers during the action execution.

[0233] Step 3: Trigger the gas tank replenishment action to replenish the gas tank to the maximum working gas pressure; monitor for any faults during the action execution.

[0234] Step 4: After the test is completed, compile the total operating time of the compressor based on the test results.

[0235] Step 5: The total operating time of the compressor can be correlated with the distance the vehicle travels, thereby assessing whether the compressor's durability meets the vehicle's warranty mileage.

[0236] To obtain the vehicle's warranty mileage, the following relationship can be derived: the ratio of warranty mileage to distance traveled should be equal to the ratio of the lifespan threshold to the total working time. The above relationship assumes that the air suspension is constantly adjusting the vehicle height throughout the entire warranty mileage. The lifespan threshold can be calculated using the above relationship.

[0237] Next, obtain the compressor's durability life and compare it with the life threshold. Only when the durability life is greater than the life threshold can it be ensured that the air suspension compressor can operate normally within the warranty period.

[0238] Operating Condition 6:

[0239] Objective: To test the compressor's operating time during vehicle height maintenance adjustment, providing a basis for analyzing the compressor's durability and lifespan.

[0240] Vehicle status: The test vehicle is loaded in the following states: unloaded, designed load, and fully loaded. The vehicle is stationary.

[0241] Test sampling points: altitude from 500m to 5000m, with a test conducted every 500m change in altitude.

[0242] Test method:

[0243] Step 1: With the vehicle unloaded, adjust the vehicle height to a lower setting. Adjust the air tank pressure to below the starting threshold so that the vehicle height adjustment process uses only the compressor as the air source, without using the air tank or boost mode as the air source.

[0244] Step 2: By adjusting the load to the design load, the system's vehicle height maintenance action is triggered. Then, the vehicle is returned to an unloaded state, and the system's vehicle height maintenance action is triggered again; during the execution of the action, the system monitors for any fault triggers.

[0245] Step 3: By adjusting the load, the vehicle is brought to a fully loaded state, triggering the system's vehicle height maintenance action. Then, the vehicle is brought to an unloaded state, triggering the system's vehicle height maintenance action again; during the execution of the action, the system monitors for any fault triggers.

[0246] Step 4: After the test, compile the compressor operating time during the vehicle height maintenance process based on the test results.

[0247] Step 5: The total operating time of the compressor can be linked to the warranty mileage to assess whether the compressor's durability meets the vehicle's warranty mileage.

[0248] When the air suspension maintains the vehicle body at a preset altitude, the total operating time of the compressor can be used as the operating time of the compressor to maintain the vehicle body height at that altitude. Then, the vehicle manufacturer uses big data to retrieve the theoretical number of times the air suspension maintains the vehicle body height of similar vehicles within the warranty period. Multiplying the theoretical number of times by the total operating time of the compressor gives the theoretical operating time. The theoretical operating time is used as the lifespan threshold of the compressor. Then, the durability life of the compressor is obtained. The lifespan threshold is compared with the durability life. Only when the durability life is greater than the lifespan threshold can it be ensured that the air suspension compressor can operate normally within the warranty period.

[0249] Following the above calibration methods, the high-altitude calibration method for air suspension systems can be standardized, ensuring good test reproducibility. These standardized calibration tests provide a basis for setting fault detection thresholds for issues such as compressor pressure build-up, vehicle height increase, and air tank replenishment. Simultaneously, standardized methods can be used to test the height adjustment performance of the air suspension system and assess the compressor's service life in high-altitude environments.

[0250] This invention also provides a vehicle having an air suspension, wherein the air suspension is calibrated using the air suspension calibration method described in the above embodiments.

[0251] The vehicle's air suspension is calibrated using the calibration method described in the above embodiments, for example, by performing the above-described calibration procedure. Figure 1 Method steps S100 to S1000 Figure 2 Method steps S610 to S630, Figure 3 Method steps S611 to S615 in the above method Figure 4 Method steps S810 to S820 Figure 5 Method steps S821 to S823, Figure 6 Method steps S410 to S420 Figure 7 Method steps S430 to S440 Figure 8 Method steps S500 to S520 Figure 9 Method steps S210 to S220, Figure 10 Method steps S230 to S240 Figure 11 The method steps S300 to S320, etc.

[0252] Alternatively, embodiments of the present invention also provide a controller, including: at least one processor; and a memory storing instructions that, when executed by at least one processor, perform the air suspension calibration method of the above embodiments to calibrate the air suspension of a vehicle.

[0253] Taking the example of a controller where the processor and memory can be connected via a bus, memory, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs and non-transitory computer-executable programs. Furthermore, memory may include high-speed random access memory, and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, memory may optionally include memory remotely located relative to the control processor, and these remote memories can be connected to the controller via a network.

[0254] The non-transient software program and instructions required to implement the calibration method of the above embodiments are stored in memory. When executed by a processor, the calibration method in the above embodiments is executed, for example, the calibration method described above is executed. Figure 1 Method steps S100 to S1000 Figure 2 Method steps S610 to S630, Figure 3 Method steps S611 to S615 in the above method Figure 4 Method steps S810 to S820 Figure 5 Method steps S821 to S823, Figure 6 Method steps S410 to S420 Figure 7 Method steps S430 to S440 Figure 8 Method steps S500 to S520 Figure 9 Method steps S210 to S220, Figure 10 Method steps S230 to S240 Figure 11 The method steps S300 to S320, etc.

[0255] Vehicles can be private cars, such as sedans, SUVs, MPVs, or pickup trucks. Vehicles can also be commercial vehicles, such as vans, buses, small trucks, or large semi-trailers. Vehicles can be either gasoline-powered or new energy vehicles. When a vehicle is a new energy vehicle, it can be a hybrid or a pure electric vehicle.

[0256] Since the vehicle adopts all the technical solutions of the vehicle controller in the above embodiments, it has at least all the beneficial effects brought about by the technical solutions in the above embodiments, which will not be repeated here.

[0257] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the above embodiments. Within the knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present invention.

Claims

1. An air suspension calibration method, characterized by, A method for calibrating an air suspension of a vehicle, the air suspension connecting a vehicle body of the vehicle, the air suspension comprising a compressor and a gas tank, the method comprising: moving the vehicle to a preset altitude position; controlling the air suspension to lift the vehicle body to a height and obtaining a lifting rate of the vehicle body; determining a lifting failure threshold of the air suspension according to the lifting rate; controlling the compressor to charge the gas tank and obtaining a charging rate of the gas tank; determining a charging failure threshold of the gas tank according to the charging rate; changing a load of the vehicle and controlling the compressor to maintain the vehicle body at a preset height, and obtaining a first working time of the compressor; predicting a first life threshold of the compressor according to the first working time; controlling the vehicle to travel at a preset speed, controlling the air suspension to adjust the height of the vehicle body, and obtaining a second working time of the compressor and a distance traveled by the vehicle; predicting a second life threshold of the compressor according to the second working time and the distance; using the lifting failure threshold, the charging failure threshold, the first life threshold and the second life threshold as calibration parameters of the air suspension.

2. The air suspension calibration method of claim 1, wherein, The changing of the load of the vehicle and the controlling of the compressor to maintain the vehicle body at a preset height, and the obtaining of the first working time of the compressor, comprises: changing the load multiple times to switch the vehicle between an empty state, a design load and a full load state; after each change of the load, controlling the compressor to adjust the vehicle body to return to the preset height, and obtaining a first running time of each operation of the compressor; calculating the first working time according to the sum of all the first running times.

3. The air suspension calibration method of claim 2, wherein, The changing of the load multiple times to switch the vehicle between an empty state, a design load and a full load state, comprises: configuring the vehicle as an empty state; adding a first counterweight to the vehicle to change the vehicle to a design load; removing the first counterweight to change the vehicle to the empty state; adding a second counterweight to the vehicle to change the vehicle to a full load state; removing the second counterweight to change the vehicle to the empty state.

4. The air suspension calibration method of claim 1, wherein, The controlling of the air suspension to adjust the height of the vehicle body and the obtaining of the second working time of the compressor and the distance traveled by the vehicle, comprises: controlling the compressor to stop charging the gas tank when the pressure of the gas tank is greater than or equal to a first preset pressure; controlling the compressor and the gas tank to adjust the vehicle body to switch between a first height, a second height and a third height, the second height being higher than the first height, and the third height being higher than the second height.

5. The air suspension calibration method of claim 4, wherein, The controlling of the compressor and the gas tank to adjust the vehicle body to switch between a first height, a second height and a third height, comprises: controlling the vehicle body to switch between the first height and the second height multiple times, and obtaining a second running time of the compressor after each switch; Controlling the vehicle body to switch between the second height and the third height multiple times, and obtaining a third running time of the compressor after each switching; The obtaining of the second working time of the compressor and the distance of the vehicle includes: The second working time is calculated according to the sum of all the second running times and all the third running times.

6. The air suspension calibration method of claim 1, wherein, The controlling of the compressor to charge the air tank and the obtaining of the charging rate of the air tank include: After the air pressure of the air tank is adjusted to the second preset air pressure, the compressor is controlled to increase the air pressure of the air tank to a third preset air pressure; The first charging rate of the air tank is obtained. The determining of the charging failure threshold of the air tank according to the charging rate includes: The first charging failure threshold is obtained according to the first charging rate.

7. The air suspension calibration method of claim 1, wherein, The controlling of the compressor to charge the air tank and the obtaining of the charging rate of the air tank include: After the air pressure of the air tank is adjusted to the fourth preset air pressure, the compressor is controlled to increase the air pressure of the air tank to a fifth preset air pressure, and the compressor is controlled to stop charging the air tank; The second charging rate of the air tank is obtained. The determining of the charging failure threshold of the air tank according to the charging rate includes: The second charging failure threshold is obtained according to the second charging rate.

8. The air suspension calibration method of claim 1, wherein, The controlling of the air suspension to lift the height of the vehicle body and the obtaining of the lifting rate of the vehicle body include: When the air pressure of the air tank is less than or equal to a sixth preset air pressure, the air tank is controlled to stop outputting air; The compressor is controlled to lift the height of the vehicle body, and the first lifting rate of the vehicle body is obtained; The determining of the lifting failure threshold of the air suspension according to the lifting rate includes: The first lifting failure threshold is obtained according to the first lifting rate.

9. The air suspension calibration method of claim 1, wherein, The controlling of the air suspension to lift the height of the vehicle body and the obtaining of the lifting rate of the vehicle body include: When the air pressure of the air tank is greater than or equal to a seventh preset air pressure, the compressor is controlled to stop charging the air tank; The compressor and the air tank are controlled to lift the height of the vehicle body, and the second lifting rate of the vehicle body is obtained; The determining of the lifting failure threshold of the air suspension according to the lifting rate includes: The second lifting failure threshold is obtained according to the second lifting rate.

10. A vehicle characterized by comprising: The vehicle has an air suspension, and the air suspension is calibrated by using the air suspension calibration method according to any one of claims 1 to 9.

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