Double-cavity air suspension control method and double-cavity air suspension control device

Abstract

The invention provides a double-cavity air suspension control method and a double-cavity air suspension control device. The double-cavity air suspension comprises a single-cavity mode and a double-cavity mode. The rigidity of the double-cavity air suspension in the single-cavity mode is higher than that of the double-cavity air suspension in the double-cavity mode. The double-cavity air suspension control method comprises the steps that when a double-cavity air suspension is in a double-cavity mode, the running state change rate of a vehicle is obtained; and if the driving state change rate is larger than the driving state change rate threshold value, the double-cavity air suspension is controlled to be switched from the double-cavity mode to the single-cavity mode. According to the double-cavity air suspension, the rigidity of the double-cavity air suspension can be improved when a vehicle is in a sudden acceleration, sudden deceleration or sudden turning condition, so that the vehicle has better driving stability.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle suspension, and in particular to a dual-chamber air suspension control method and a dual-chamber air suspension control device. Background Art

[0002] The vehicle's suspension system is a key factor in determining the vehicle's ride smoothness and stability. The air suspension system provides suspension support and adjustment functions by using air bags and compressed air. It has advantages in ride comfort, suspension height adjustability and load adaptability, and is widely used in some high-end cars, SUVs and commercial vehicles.

[0003] The single-chamber air suspension can only adjust the height of the vehicle body, and cannot switch the stiffness of the air spring according to real-time road conditions and driving conditions, resulting in poor driving stability under some special working conditions.

[0004] The main difference between dual-chamber air suspension and single-chamber air suspension is the increase in air chambers. The air volume inside the air spring of the single-chamber air suspension is limited, and the cross-sectional area cannot be changed, so the corresponding stiffness adjustment range is also relatively limited. The dual-chamber air suspension uses a solenoid valve to separate the single-chamber air chamber into two air chambers. Compared with the single-chamber air chamber, the internal force area of ​​the air spring will become larger when filling and deflation, so the stiffness adjustment range will also become larger, the shock absorption effect will be more outstanding, and the ability to adapt to the road surface will increase.

[0005] How to control the dual-chamber air suspension so that it can better adapt to driving conditions and improve the stability of the vehicle under special conditions such as sudden acceleration or deceleration has become a problem that needs to be solved urgently. Summary of the invention

[0006] The present application provides a dual-chamber air suspension control method and a dual-chamber air suspension control device, which can improve the driving stability of a vehicle.

[0007] The present application provides a dual-chamber air suspension control method, which is applied to control a dual-chamber air suspension of a vehicle, wherein the dual-chamber air suspension includes a single-chamber mode and a dual-chamber mode, and the stiffness of the dual-chamber air suspension in the single-chamber mode is higher than that in the dual-chamber mode. The dual-chamber air suspension control method includes:

[0008] When the dual-chamber air suspension is in the dual-chamber mode, acquiring a driving state change rate of the vehicle;

[0009] If the driving state change rate is greater than a driving state change rate threshold, the dual-chamber air suspension is controlled to switch from the dual-chamber mode to the single-chamber mode.

[0010] Optionally, the driving state of the vehicle includes the opening degree of a vehicle pedal; and the dual-chamber air suspension control method includes:

[0011] When the dual-chamber air suspension is in the dual-chamber mode, obtaining an opening degree of a vehicle pedal;

[0012] If the opening change rate of the vehicle pedal is greater than an opening change rate threshold, the dual-chamber air suspension is controlled to switch from the dual-chamber mode to the single-chamber mode.

[0013] Optionally, the dual-chamber air suspension control method includes:

[0014] When the dual-chamber air suspension is in the single-chamber mode, if the driving state change rate is less than the driving state change rate threshold, obtaining a vertical acceleration of a wheel of the vehicle;

[0015] determining the roughness of the road surface on which the vehicle is traveling according to the vertical acceleration;

[0016] If the roughness is greater than a roughness threshold, the dual-chamber air suspension is controlled to switch from the single-chamber mode to the dual-chamber mode.

[0017] Optionally, obtaining the vertical acceleration of the wheels of the vehicle includes:

[0018] Obtaining the left vertical acceleration of the left front wheel and the right vertical acceleration of the right front wheel of the vehicle at multiple times;

[0019] Determining the roughness of the road surface on which the vehicle is traveling according to the vertical acceleration includes:

[0020] The roughness of the road surface on which the vehicle is traveling is determined according to a functional relationship among the left vertical acceleration, the right vertical acceleration and the roughness at multiple moments in time; wherein the roughness is in a functional relationship with the sum of the squares of the left vertical acceleration and the sum of the squares of the right vertical acceleration at the multiple moments in time.

[0021] Optionally, the vehicle pedal includes an accelerator pedal and a brake pedal; the driving state of the vehicle includes an opening degree of an accelerator pedal and an opening degree of a brake pedal; the dual-chamber air suspension control method includes:

[0022] When the dual-chamber air suspension is in the dual-chamber mode, acquiring the opening degree of the accelerator pedal and the opening degree of the brake pedal;

[0023] If the opening change rate of the accelerator pedal is greater than a first opening change rate threshold, and / or the opening change rate of the brake pedal is greater than a second opening change rate threshold, the dual-chamber air suspension is controlled to switch from the dual-chamber mode to the single-chamber mode.

[0024] Optionally, the driving state of the vehicle includes a lateral acceleration of the vehicle; and the dual-chamber air suspension control method includes:

[0025] When the dual-chamber air suspension is in the dual-chamber mode, acquiring a lateral acceleration of the vehicle;

[0026] If the lateral acceleration is greater than a lateral acceleration threshold, controlling the dual-chamber air suspension to switch from the dual-chamber mode to the single-chamber mode;

[0027] If the lateral acceleration is less than the lateral acceleration threshold and reaches a second time duration, the dual-chamber air suspension is controlled to switch from the single-chamber mode to the dual-chamber mode.

[0028] Optionally, the driving state of the vehicle includes the longitudinal acceleration of the vehicle; and the dual-chamber air suspension control method includes:

[0029] When the dual-chamber air suspension is in the dual-chamber mode, acquiring a longitudinal acceleration of the vehicle;

[0030] If the longitudinal acceleration is greater than the longitudinal acceleration threshold, controlling the dual-chamber air suspension to switch from the dual-chamber mode to the single-chamber mode;

[0031] If the longitudinal acceleration is less than the longitudinal acceleration threshold and reaches a third time period, the dual-chamber air suspension is controlled to switch from the single-chamber mode to the dual-chamber mode.

[0032] Optionally, the driving state of the vehicle includes an angular velocity of a steering wheel of the vehicle; and the dual-chamber air suspension control method includes:

[0033] When the dual-chamber air suspension is in the dual-chamber mode, obtaining an angular velocity of a steering wheel of a vehicle;

[0034] If the angular velocity is greater than the angular velocity threshold, controlling the dual-chamber air suspension to switch from the dual-chamber mode to the single-chamber mode;

[0035] If the corner speed is less than the corner speed threshold and reaches a fourth time duration, the dual-chamber air suspension is controlled to switch from the single-chamber mode to the dual-chamber mode.

[0036] Optionally, the driving state of the vehicle includes the opening degree of the vehicle pedal, the lateral acceleration of the vehicle, the longitudinal acceleration of the vehicle and the angular velocity of the steering wheel of the vehicle; the dual-chamber air suspension control method includes:

[0037] When the dual-chamber air suspension is in the dual-chamber mode, obtaining the opening degree of the vehicle pedal, the lateral acceleration of the vehicle, the longitudinal acceleration of the vehicle, and the angular velocity of the steering wheel;

[0038] If at least one of the following conditions is met: the opening change rate of the vehicle pedal is greater than the opening change rate threshold, the lateral acceleration is greater than the lateral acceleration threshold, the longitudinal acceleration is greater than the longitudinal acceleration threshold, and the angular velocity is greater than the angular velocity threshold, the dual-chamber air suspension is controlled to switch from the dual-chamber mode to the single-chamber mode.

[0039] The present application also provides a dual-chamber air suspension control device, comprising one or more processors, for implementing the dual-chamber air suspension control method as described in any one of the above items.

[0040] In some embodiments, if the vehicle's driving state change rate is greater than a driving state change rate threshold, indicating that the vehicle is in a situation of rapid acceleration, rapid deceleration, or sharp turn, the dual-chamber air suspension is controlled to switch from the dual-chamber mode to the single-chamber mode. Since the stiffness of the dual-chamber air suspension in the single-chamber mode is higher than that in the dual-chamber mode, the stiffness of the dual-chamber air suspension can be improved, so that the vehicle has better driving stability in the case of rapid acceleration, rapid deceleration, or sharp turn.

[0041] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0043] Figure 1 Shown is a structural block diagram of an embodiment of a dual-chamber air suspension system of the present application.

[0044] Figure 2 Shown is a flow chart of an embodiment of a dual-chamber air suspension control method of the present application.

[0045] Figure 3 Shown is a flow chart of another embodiment of a dual-chamber air suspension control method of the present application.

[0046] Figure 4 Shown is a flow chart of another embodiment of a dual-chamber air suspension control method of the present application.

[0047] Figure 5 Shown is a flow chart of another embodiment of a dual-chamber air suspension control method of the present application.

[0048] Figure 6 Shown is a flow chart of another embodiment of a dual-chamber air suspension control method of the present application.

[0049] Figure 7Shown is a flow chart of another embodiment of a dual-chamber air suspension control method of the present application.

[0050] Figure 8 Shown is a structural block diagram of a dual-chamber air suspension control device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0051] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0052] The terms used in this application are only for the purpose of describing specific embodiments and are not intended to limit this application. Unless otherwise defined, the technical terms or scientific terms used in this application should be understood by people with ordinary skills in the field to which this application belongs. The words "first", "second" and similar words used in the specification and claims of this application do not indicate any order, quantity or importance, but are only used to distinguish different components. Similarly, words such as "one" or "one" do not indicate a quantitative limit, but indicate that there is at least one. "Multiple" or "several" means two or more. Unless otherwise specified, words such as "front", "rear", "lower" and / or "upper" are only for the convenience of explanation and are not limited to one position or one spatial orientation. Words such as "include" or "comprise" mean that the elements or objects appearing in front of "include" or "comprise" include the elements or objects listed after "include" or "comprise" and their equivalents, and do not exclude other elements or objects. Words such as "connect" or "connected" are not limited to physical or mechanical connections, and can include electrical connections, whether direct or indirect.

[0053] The terms used in this application are for the purpose of describing specific embodiments only and are not intended to limit this application. The singular forms of "a", "said" and "the" used in this application and the appended claims are also intended to include plural forms unless the context clearly indicates other meanings. It should also be understood that the term "and / or" used herein refers to and includes any or all possible combinations of one or more associated listed items.

[0054] The dual-chamber air suspension of the embodiment of the present application includes a single-chamber mode and a dual-chamber mode. The stiffness of the dual-chamber air suspension in the single-chamber mode is higher than that in the dual-chamber mode. The dual-chamber air suspension control method includes: when the dual-chamber air suspension is in the dual-chamber mode, obtaining the driving state change rate of the vehicle; if the driving state change rate is greater than the driving state change rate threshold, controlling the dual-chamber air suspension to switch from the dual-chamber mode to the single-chamber mode. The present application can increase the stiffness of the dual-chamber air suspension when the vehicle is in a sudden acceleration, sudden deceleration or sharp turn, so that the vehicle has better driving stability.

[0055] The present application provides a dual-chamber air suspension control method and a dual-chamber air suspension control device. The dual-chamber air suspension control method and the dual-chamber air suspension control device of the present application are described in detail below in conjunction with the accompanying drawings. In the absence of conflict, the features of the following embodiments and implementations can be combined with each other.

[0056] Figure 1 FIG. 1 is a structural block diagram of an embodiment of a dual-chamber air suspension system of the present application. Figure 1 As shown, the dual-chamber air suspension system includes a dual-chamber air suspension 101 and a dual-chamber air suspension control device 102 that is communicatively connected thereto. The dual-chamber air suspension 101 includes a single-chamber mode and a dual-chamber mode, and the stiffness of the dual-chamber air suspension 101 in the single-chamber mode is higher than that in the dual-chamber mode. The dual-chamber air suspension 101 includes a solenoid valve assembly 103. The dual-chamber air suspension control device 102 is electrically connected to the solenoid valve assembly 103, and is used to control the solenoid valve assembly 103 to be powered on or off. When the vehicle is driving, the solenoid valve assembly 103 is in a normally open state, the dual-chamber air suspension 101 is in the dual-chamber mode, and the air spring of the dual-chamber air suspension 101 is in a low stiffness state, which can provide better ride comfort when the vehicle passes over a rough road. When the dual-chamber air suspension control device 102 controls the solenoid valve assembly 103 to be energized and closed, the dual-chamber air suspension 101 is in single-chamber mode, and the air spring of the dual-chamber air suspension 101 is in a high-stiffness state, which can provide better vehicle stability when the vehicle is in special working conditions such as turning, sudden acceleration, and sudden deceleration.

[0057] The dual-chamber air suspension system includes a left vertical acceleration sensor 104 and a right vertical acceleration sensor 105 electrically connected to the dual-chamber air suspension control device 102. The left vertical acceleration sensor 104 is used to detect the vertical acceleration of the left front wheel of the vehicle, and the right vertical acceleration sensor 105 is used to detect the vertical acceleration of the right front wheel of the vehicle, and the left vertical acceleration sensor 104 and the right vertical acceleration sensor 105 send data to the dual-chamber air suspension control device 102.

[0058] The dual-chamber air suspension system includes an accelerator pedal displacement sensor 106, a brake pedal displacement sensor 107, a lateral acceleration sensor 108, a longitudinal acceleration sensor 109, and a steering wheel angular velocity sensor 110, which are electrically connected to the dual-chamber air suspension control device 102. The accelerator pedal displacement sensor 106 is used to detect the displacement of the accelerator pedal of the vehicle. The brake pedal displacement sensor 107 is used to detect the displacement of the brake pedal of the vehicle. The lateral acceleration sensor 108 is used to detect the lateral acceleration of the vehicle. The longitudinal acceleration sensor 109 is used to detect the longitudinal acceleration of the vehicle. The steering wheel angular velocity sensor 110 is used to detect the angular velocity of the steering wheel of the vehicle.

[0059] The dual-chamber air suspension system further includes a vehicle height sensor 111 electrically connected to the dual-chamber air suspension control device 102. The vehicle height sensor 111 includes a left front vehicle height sensor 112, a right front vehicle height sensor 113, a left rear vehicle height sensor 114, and a right rear vehicle height sensor 115. The left front vehicle height sensor 112 is used to detect the left front vehicle height of the vehicle. The right front vehicle height sensor 113 is used to detect the right front vehicle height of the vehicle. The left rear vehicle height sensor 114 is used to detect the left rear vehicle height of the vehicle. The right rear vehicle height sensor 115 is used to detect the right rear vehicle height of the vehicle. The dual-chamber air suspension system further includes an air pump compressor assembly 116 and an air path distribution valve assembly 117. The dual-chamber air suspension control device 102 can charge and discharge the air spring according to the vehicle height detected by the vehicle height sensor 111 by controlling the opening and closing of the air pump compressor assembly 116 and the air path distribution valve assembly 117, so as to adjust the vehicle height.

[0060] The present application also provides a vehicle, comprising the dual-chamber air suspension system as described above.

[0061] Figure 2 The flowchart of an embodiment of the dual-chamber air suspension control method 200 of the present application is shown. The dual-chamber air suspension control method 200 is applied to control the dual-chamber air suspension of the vehicle, and the dual-chamber air suspension control device 102 is used to implement the dual-chamber air suspension control method 200 provided by the present application. The dual-chamber air suspension control method 200 includes steps 201 to 204.

[0062] Step 201 , when the dual-chamber air suspension 101 is in the dual-chamber mode, obtaining a driving state change rate of the vehicle.

[0063] The driving state of the vehicle includes the opening degree of the vehicle pedal, the lateral acceleration of the vehicle, the longitudinal acceleration of the vehicle and the angular velocity of the steering wheel of the vehicle. The driving state of the vehicle can indicate whether the vehicle is in a condition of rapid acceleration, rapid deceleration or sharp turning. The dual-chamber air suspension control device 102 can obtain the driving state of the vehicle and calculate the driving state change rate.

[0064] Step 202: determine whether the driving state change rate is greater than a driving state change rate threshold.

[0065] The driving state change rate threshold refers to the critical value of the driving state change rate when the vehicle enters a rapid acceleration, rapid deceleration or rapid turning condition. The driving state change rate threshold can be calibrated according to the specific vehicle model and stored in the dual-chamber air suspension control device 102 before the vehicle leaves the factory. During the driving process of the vehicle, the dual-chamber air suspension control device 102 obtains the pre-stored driving state change rate threshold and compares it with the calculated driving state change rate of the vehicle. The driving state change rate threshold can also be adjusted according to the actual driving conditions of the vehicle. The driving state change rate threshold can be set based on experience or obtained through experiments.

[0066] Step 203 : If the driving state change rate is greater than the driving state change rate threshold, the dual-chamber air suspension 101 is controlled to switch from the dual-chamber mode to the single-chamber mode.

[0067] If the vehicle's driving state change rate is greater than the driving state change rate threshold, it means that the vehicle is in a rapid acceleration, rapid deceleration or sharp turn condition. At this time, if the dual-chamber air suspension 101 is still in a low-rigidity dual-chamber mode, the vehicle will be unstable due to the insufficient rigidity of the dual-chamber air suspension 101. The dual-chamber air suspension 101 is controlled to switch from the dual-chamber mode to the single-chamber mode. Specifically, the solenoid valve assembly 103 is controlled to be energized and closed, so that the dual-chamber air suspension 101 switches from a low-rigidity state to a high-rigidity state, and the rigidity of the dual-chamber air suspension 101 is increased, so that the vehicle has better driving stability in the case of rapid acceleration, rapid deceleration or sharp turn, thereby improving the user experience.

[0068] Step 204 : If the driving state change rate is less than the driving state change rate threshold, the dual-chamber air suspension 101 is controlled to maintain the dual-chamber mode.

[0069] If the driving state change rate is less than the driving state change rate threshold, it means that the vehicle is not in a condition of rapid acceleration, rapid deceleration or sharp turning. Controlling the dual-chamber air suspension 101 to maintain the dual-chamber mode can improve the ride comfort of the vehicle.

[0070] Figure 3 FIG. 2 is a flow chart of another embodiment of a dual-chamber air suspension control method 200 of the present application. The dual-chamber air suspension control method 200 includes steps 205 to 212 .

[0071] Step 205 , when the dual-chamber air suspension 101 is in the dual-chamber mode, obtaining the opening degree of the vehicle pedal.

[0072] The vehicle pedals include an accelerator pedal and a brake pedal. The accelerator pedal is connected to the accelerator pedal displacement sensor 106. The brake pedal is connected to the brake pedal displacement sensor 107. In some embodiments, step 201 includes: obtaining the opening of the accelerator pedal and the opening of the brake pedal. The dual-chamber air suspension control device 102 obtains the displacement of the accelerator pedal and the brake pedal by obtaining the data detected by the accelerator pedal displacement sensor 106 and the brake pedal displacement sensor 107, and obtains the opening of the accelerator pedal and the brake pedal according to the displacement.

[0073] Step 206 , determining whether the opening change rate of the vehicle pedal is greater than an opening change rate threshold.

[0074] After obtaining the opening of the vehicle pedal, the dual-chamber air suspension control device 102 can calculate the opening change rate of the vehicle pedal according to the opening in unit time, and determine whether the opening change rate is greater than the opening change rate threshold. The opening change rate of the vehicle pedal can reflect whether the vehicle is in a rapid acceleration or rapid deceleration condition. The opening change rate threshold refers to the critical value of the opening change rate when the vehicle enters a rapid acceleration or rapid deceleration condition. The opening change rate threshold can be calibrated according to the specific vehicle model and stored in the dual-chamber air suspension control device 102 before the vehicle leaves the factory. During the driving of the vehicle, the dual-chamber air suspension control device 102 obtains the pre-stored opening change rate threshold and compares it with the calculated opening change rate of the vehicle pedal. The opening change rate threshold can also be adjusted according to the actual driving conditions of the vehicle. The opening change rate threshold can be set based on experience or obtained through experiments.

[0075] Step 207 : If the opening change rate of the vehicle pedal is less than the opening change rate threshold, the dual-chamber air suspension 101 is controlled to maintain the dual-chamber mode.

[0076] When the dual-chamber air suspension 101 is in the dual-chamber mode, the opening change rate of the vehicle pedal is less than the opening change rate threshold, indicating that the vehicle is not in a rapid acceleration or deceleration condition, and the dual-chamber air suspension 101 is controlled to maintain the dual-chamber mode.

[0077] Step 208 : If the opening change rate of the vehicle pedal is greater than the opening change rate threshold, the dual-chamber air suspension 101 is controlled to switch from the dual-chamber mode to the single-chamber mode.

[0078] When the dual-chamber air suspension 101 is in the dual-chamber mode, if the opening change rate of the vehicle pedal is greater than the opening change rate threshold, it means that the vehicle is in a rapid acceleration or rapid deceleration condition. At this time, if the dual-chamber air suspension 101 is still in the low-rigidity dual-chamber mode, the vehicle will be unstable due to the insufficient rigidity of the dual-chamber air suspension 101. The dual-chamber air suspension 101 is controlled to switch from the dual-chamber mode to the single-chamber mode. Specifically, the solenoid valve assembly 103 is controlled to be energized and closed, so that the dual-chamber air suspension 101 switches from the low-rigidity state to the high-rigidity state, and the rigidity of the dual-chamber air suspension 101 is increased, so that the vehicle has better driving stability in the case of rapid acceleration or rapid deceleration, and the user experience is improved.

[0079] In some embodiments, step 208 includes: if the opening change rate of the accelerator pedal is greater than a first opening change rate threshold, and / or the opening change rate of the brake pedal is greater than a second opening change rate threshold, controlling the dual-chamber air suspension 101 to switch from the dual-chamber mode to the single-chamber mode.

[0080] The opening rate change threshold includes a first opening rate change threshold and a second opening rate change threshold. Among them, the first opening rate change threshold is the critical value of the opening rate change when the vehicle is in a rapid acceleration condition. If the opening rate change of the accelerator pedal is greater than the first opening rate change threshold, it means that the vehicle is in a rapid acceleration condition, and the dual-chamber air suspension 101 is controlled to switch from the dual-chamber mode to the single-chamber mode, and the stiffness of the dual-chamber air suspension 101 is increased, so as to provide better stability for the vehicle when the vehicle accelerates. The second opening rate change threshold is the critical value of the opening rate change when the vehicle is in a rapid deceleration condition. If the opening rate change of the brake pedal is greater than the first opening rate change threshold, it means that the vehicle is in an emergency braking situation, and the dual-chamber air suspension 101 is controlled to switch from the dual-chamber mode to the single-chamber mode, and the stiffness of the dual-chamber air suspension 101 is increased, thereby providing better stability for the vehicle and improving the driving experience. The first opening rate change threshold and the second opening rate change threshold are specifically calibrated according to the actual vehicle. The first opening rate change threshold and the second opening rate change threshold can be the same or different.

[0081] Step 209 , determining whether the opening change rate of the vehicle pedal is less than an opening change rate threshold.

[0082] If the opening change rate of the vehicle pedal is greater than the opening change rate threshold, step 210 is executed to control the dual-chamber air suspension 101 to maintain the single-chamber mode.

[0083] Step 211: If the opening change rate of the vehicle pedal is less than the opening change rate threshold, determine whether the first time duration has been reached.

[0084] Step 212: If the opening change rate of the vehicle pedal is less than the opening change rate threshold and reaches a first duration, control the dual-chamber air suspension 101 to switch from the single-chamber mode to the dual-chamber mode.

[0085] If the opening change rate of the vehicle pedal is less than the opening change rate threshold value and has not reached the first time period, the process returns to step 210 .

[0086] After the dual-chamber air suspension 101 enters the high-rigidity single-chamber mode, the dual-chamber air suspension control device 102 continuously obtains the opening of the vehicle pedal and calculates the opening change rate. If the opening change rate of the vehicle pedal is greater than the opening change rate threshold, it means that the vehicle is still in a rapid acceleration or rapid deceleration condition, and the dual-chamber air suspension 101 is controlled to maintain the single-chamber mode to keep the vehicle running stably. If the opening change rate of the vehicle pedal is less than the opening change rate threshold, it means that the vehicle has exited the rapid acceleration or rapid deceleration condition. At this time, the duration is judged. If the duration reaches the first duration, it means that the vehicle can be guaranteed to have completely exited the rapid acceleration or rapid deceleration condition. Since the normal driving of the vehicle does not require the dual-chamber air suspension 101 to have excessive stiffness, the dual-chamber air suspension 101 is controlled to switch from the single-chamber mode to the dual-chamber mode, that is, switch to a low-rigidity state, which can improve the riding comfort of the vehicle occupants. If the opening change rate of the vehicle pedal is less than the opening change rate threshold but has not reached the first duration, it means that the vehicle has not completely exited the rapid acceleration or rapid deceleration condition, and the dual-chamber air suspension 101 is controlled to maintain the single-chamber mode. In some embodiments, the first duration ranges from 0 to 5 seconds.

[0087] In some embodiments, step 212 includes: if the opening change rate of the accelerator pedal is less than a first opening change rate threshold and reaches a first duration, and the opening change rate of the brake pedal is less than a second opening change rate threshold and reaches a first duration, controlling the dual-chamber air suspension 101 to switch from single-chamber mode to dual-chamber mode.

[0088] If the opening change rate of the accelerator pedal is less than the first opening change rate threshold and reaches the first time duration, it means that the vehicle is not in a sudden acceleration condition; if the opening change rate of the brake pedal is less than the second opening change rate threshold and reaches the first time duration, it means that the vehicle is not in a sudden deceleration condition; if the above two conditions are met, the dual-chamber air suspension 101 is controlled to switch from the single-chamber mode to the dual-chamber mode, that is, when the vehicle is not in a sudden acceleration or deceleration condition, the dual-chamber air suspension 101 is switched to a low stiffness state, which can improve the ride comfort of the vehicle.

[0089] Figure 4 FIG. 2 is a flow chart of another embodiment of a dual-chamber air suspension control method 200 of the present application. The dual-chamber air suspension control method 200 includes: steps 213 to 217 .

[0090] Step 213 , when the dual-chamber air suspension 101 is in the single-chamber mode, if the driving state change rate is less than the driving state change rate threshold, the vertical acceleration of the wheels of the vehicle is obtained.

[0091] Vertical acceleration refers to the acceleration of an object in the vertical direction in a gravitational field. The vertical acceleration of the vehicle's wheels can be obtained through a vertical acceleration sensor. In some embodiments, step 207 includes: obtaining the left vertical acceleration of the left front wheel and the right vertical acceleration of the right front wheel of the vehicle at multiple times. The left vertical acceleration of the left front wheel of the vehicle can be obtained through the left vertical acceleration sensor 104, and the right vertical acceleration of the right front wheel of the vehicle can be obtained through the right vertical acceleration sensor 105. By obtaining the left vertical acceleration and the right vertical acceleration of the vehicle at multiple times, the change of the vertical acceleration of the wheel can be obtained through the data at multiple times.

[0092] Step 214, determining the roughness of the road surface on which the vehicle is traveling based on the vertical acceleration.

[0093] The vertical acceleration of the wheel can reflect the roughness of the road surface on which the vehicle is traveling. In some embodiments, step 208 includes: determining the roughness of the road surface on which the vehicle is traveling according to the functional relationship between the left vertical acceleration, the right vertical acceleration and the roughness of the vehicle at multiple times. The roughness is functionally related to the sum of the squares of the left vertical acceleration and the sum of the squares of the right vertical acceleration at multiple times. The functional relationship between the roughness and the left vertical acceleration and the right vertical acceleration at multiple times is shown in formula (1).

[0094]

[0095] Among them, R index is the roughness, a FLi is the left vertical acceleration of the left front wheel at the i-th moment, a FRi is the right vertical acceleration of the right front wheel at the i-th moment.

[0096] After obtaining the left vertical acceleration and the right vertical acceleration at multiple moments, the data are substituted into formula (1) to determine the roughness of the road surface on which the vehicle is traveling. The above formula (1) can be pre-stored in the dual-chamber air suspension control device 102.

[0097] Step 215, determine whether the roughness is greater than a roughness threshold. Compare the roughness obtained in step 214 with the roughness threshold. The roughness threshold is a critical value of the road surface roughness that requires the dual-chamber air suspension 101 to use a low stiffness state. The roughness threshold can be specifically calibrated according to the actual vehicle and stored in the dual-chamber air suspension control device 102 before the vehicle leaves the factory. The roughness threshold can also be modified according to the actual driving conditions of the vehicle.

[0098] Step 216 : If the roughness is greater than the roughness threshold, control the dual-chamber air suspension 101 to switch from the single-chamber mode to the dual-chamber mode.

[0099] If the roughness is greater than the roughness threshold, it means that the road surface on which the vehicle is traveling is relatively rough. Controlling the dual-chamber air suspension 101 to switch from the single-chamber mode to the dual-chamber mode, that is, controlling the dual-chamber air suspension 101 to switch from a high stiffness state to a low stiffness state, can improve the comfort of the vehicle.

[0100] Step 217 : If the roughness is less than the roughness threshold, control the dual-chamber air suspension 101 to maintain the single-chamber mode.

[0101] If the roughness is less than the roughness threshold, it means that the road surface on which the vehicle is traveling is relatively smooth, and the dual-chamber air suspension 101 is controlled to maintain a single-chamber mode, so that the vehicle has better driving stability.

[0102] When the dual-chamber air suspension 101 is in the single-chamber mode, under the condition that the driving state change rate is less than the driving state change rate threshold, the dual-chamber air suspension 101 is controlled according to the roughness of the road surface. This can improve the ride comfort of the vehicle while ensuring stable driving of the vehicle under special conditions such as rapid acceleration, rapid deceleration or sharp turns.

[0103] Figure 5 FIG. 1 is a flow chart of another embodiment of a dual-chamber air suspension control method 200 of the present application.

[0104] exist Figure 5 In the illustrated embodiment, the dual-chamber air suspension control method 200 includes steps 218 - 225 .

[0105] Step 218 : when the dual-chamber air suspension 101 is in the dual-chamber mode, obtain the lateral acceleration of the vehicle.

[0106] Step 219, determining whether the lateral acceleration is greater than a lateral acceleration threshold.

[0107] Step 220 : If the lateral acceleration is less than the lateral acceleration threshold, control the dual-chamber air suspension 101 to maintain the dual-chamber mode.

[0108] Step 221 : if the lateral acceleration is greater than the lateral acceleration threshold, control the dual-chamber air suspension 101 to switch from the dual-chamber mode to the single-chamber mode.

[0109] Step 222, determining whether the lateral acceleration is less than a lateral acceleration threshold.

[0110] If the lateral acceleration is greater than the lateral acceleration threshold, step 223 is executed to control the dual-chamber air suspension 101 to maintain the single-chamber mode.

[0111] Step 224: If the lateral acceleration is less than the lateral acceleration threshold, determine whether the second time duration has been reached.

[0112] Step 225 : If the lateral acceleration is less than the lateral acceleration threshold for a second time period, the dual-chamber air suspension 101 is controlled to switch from the single-chamber mode to the dual-chamber mode.

[0113] If the lateral acceleration is less than the lateral acceleration threshold value and has not reached the second time period, the process returns to step 223 .

[0114] The lateral acceleration of the vehicle is obtained through the lateral acceleration sensor 108. The working condition of the vehicle can also be determined by the lateral acceleration. When the dual-chamber air suspension 101 is in the dual-chamber mode, if the lateral acceleration is less than the lateral acceleration threshold, it means that the vehicle is not in a rapid acceleration or rapid deceleration condition, and the dual-chamber air suspension 101 is controlled to maintain the dual-chamber mode. When the dual-chamber air suspension 101 is in the dual-chamber mode, if the lateral acceleration is greater than the lateral acceleration threshold, it means that the vehicle is in a rapid acceleration or rapid deceleration condition, and the dual-chamber air suspension 101 is controlled to switch from the dual-chamber mode to the single-chamber mode, that is, the dual-chamber air suspension 101 is controlled to switch from a low stiffness state to a high stiffness state, thereby increasing the stiffness of the dual-chamber air suspension 101 so that the vehicle can travel stably under rapid acceleration or rapid deceleration conditions.

[0115] After the dual-chamber air suspension 101 switches to the single-chamber mode, if the lateral acceleration is greater than the lateral acceleration threshold, it means that the vehicle is still in a rapid acceleration or rapid deceleration condition, and the dual-chamber air suspension 101 is controlled to maintain the single-chamber mode to keep the vehicle stable. If the lateral acceleration is less than the lateral acceleration threshold and reaches the second duration, it means that the vehicle has exited the rapid acceleration or rapid deceleration condition, and the dual-chamber air suspension 101 is controlled to switch from the single-chamber mode to the dual-chamber mode, that is, the stiffness of the dual-chamber air suspension 101 is reduced, which can improve the ride comfort of the vehicle. If the lateral acceleration is less than the lateral acceleration threshold but does not reach the second duration, it means that the vehicle has not completely exited the rapid acceleration or rapid deceleration condition, and the dual-chamber air suspension 101 is controlled to maintain the single-chamber mode. The second duration is calibrated according to the specific vehicle model. In some embodiments, the second duration is between 0 and 5s.

[0116] Figure 6 FIG. 1 is a flow chart of another embodiment of a dual-chamber air suspension control method 200 of the present application.

[0117] exist Figure 5 In the illustrated embodiment, the dual-chamber air suspension control method 200 includes steps 226 to 233 .

[0118] Step 226 , when the dual-chamber air suspension 101 is in the dual-chamber mode, obtain the longitudinal acceleration of the vehicle.

[0119] Step 227, determining whether the longitudinal acceleration is greater than the longitudinal acceleration threshold.

[0120] Step 228 : If the longitudinal acceleration is less than the longitudinal acceleration threshold, control the dual-chamber air suspension 101 to maintain the dual-chamber mode.

[0121] Step 229 : If the longitudinal acceleration is greater than the longitudinal acceleration threshold, control the dual-chamber air suspension 101 to switch from the dual-chamber mode to the single-chamber mode.

[0122] Step 230 , determining whether the longitudinal acceleration is less than a longitudinal acceleration threshold.

[0123] If the longitudinal acceleration is greater than the longitudinal acceleration threshold, step 231 is executed to control the dual-chamber air suspension 101 to maintain the single-chamber mode.

[0124] Step 232: If the longitudinal acceleration is less than the longitudinal acceleration threshold, determine whether the third time period has been reached.

[0125] Step 233 : if the longitudinal acceleration is less than the longitudinal acceleration threshold for a third time period, control the dual-chamber air suspension 101 to switch from the single-chamber mode to the dual-chamber mode.

[0126] If the lateral acceleration is less than the lateral acceleration threshold value and has not reached the third time period, the process returns to step 231 .

[0127] The longitudinal acceleration of the vehicle is obtained through the longitudinal acceleration sensor 109. The working condition of the vehicle can also be determined by the longitudinal acceleration. When the dual-chamber air suspension 101 is in the dual-chamber mode, if the longitudinal acceleration is less than the longitudinal acceleration threshold, it means that the vehicle is not in a rapid acceleration or rapid deceleration condition, and the dual-chamber air suspension 101 is controlled to maintain the dual-chamber mode. When the dual-chamber air suspension 101 is in the dual-chamber mode, if the longitudinal acceleration is greater than the longitudinal acceleration threshold, it means that the vehicle is in a rapid acceleration or rapid deceleration condition, and the dual-chamber air suspension 101 is controlled to switch from the dual-chamber mode to the single-chamber mode, that is, the dual-chamber air suspension 101 is controlled to switch from a low stiffness state to a high stiffness state, thereby increasing the stiffness of the dual-chamber air suspension 101 so that the vehicle can travel stably under rapid acceleration or rapid deceleration conditions.

[0128] After the dual-chamber air suspension 101 switches to the single-chamber mode, if the lateral acceleration is greater than the lateral acceleration threshold, it means that the vehicle is still in a rapid acceleration or rapid deceleration condition, and the dual-chamber air suspension 101 is controlled to maintain the single-chamber mode to keep the vehicle stable. If the longitudinal acceleration is less than the longitudinal acceleration threshold and reaches the third duration, it means that the vehicle has exited the rapid acceleration or rapid deceleration condition, and the dual-chamber air suspension 101 is controlled to switch from the single-chamber mode to the dual-chamber mode, that is, the stiffness of the dual-chamber air suspension 101 is reduced, which can improve the ride comfort of the vehicle. If the longitudinal acceleration is less than the longitudinal acceleration threshold but does not reach the third duration, it means that the vehicle has not completely exited the rapid acceleration or rapid deceleration condition, and the dual-chamber air suspension 101 is controlled to maintain the single-chamber mode. The third duration is calibrated according to the specific vehicle model. In some embodiments, the third duration is between 0 and 5s.

[0129] Figure 7 FIG. 1 is a flow chart of another embodiment of a dual-chamber air suspension control method 200 of the present application.

[0130] exist Figure 7 In the illustrated embodiment, the dual-chamber air suspension control method 200 includes: steps 234 to 241 .

[0131] Step 234 , when the dual-chamber air suspension 101 is in the dual-chamber mode, obtaining the angular velocity of the steering wheel of the vehicle.

[0132] Step 235, determining whether the angular velocity is greater than the angular velocity threshold.

[0133] Step 236 : If the angular velocity is less than the angular velocity threshold, the dual-chamber air suspension 101 is controlled to maintain the dual-chamber mode.

[0134] Step 237 : If the angular velocity is greater than the angular velocity threshold, control the dual-chamber air suspension 101 to switch from the dual-chamber mode to the single-chamber mode.

[0135] Step 238, determining whether the angular velocity is less than the angular velocity threshold.

[0136] If the angular velocity is greater than the angular velocity threshold, step 239 is executed to control the dual-chamber air suspension 101 to maintain the single-chamber mode.

[0137] Step 240: If the angular velocity is less than the angular velocity threshold, determine whether the fourth time duration has been reached.

[0138] Step 241 : if the angular velocity is less than the angular velocity threshold for a fourth time period, the dual-chamber air suspension 101 is controlled to switch from the single-chamber mode to the dual-chamber mode.

[0139] If the corner speed is less than the corner speed threshold value and has not reached the fourth time period, return to step 239 .

[0140] The angular velocity of the steering wheel of the vehicle is obtained by the steering wheel angular velocity sensor 110. The working condition of the vehicle can also be determined by the angular velocity of the steering wheel. When the dual-chamber air suspension 101 is in the dual-chamber mode, if the angular velocity is less than the angular velocity threshold, it means that the vehicle is not in a sharp turn condition, and the dual-chamber air suspension 101 is controlled to maintain the dual-chamber mode. When the dual-chamber air suspension 101 is in the dual-chamber mode, if the angular velocity is greater than the angular velocity threshold, it means that the vehicle is in a sharp turn condition, and the dual-chamber air suspension 101 is controlled to switch from the dual-chamber mode to the single-chamber mode, that is, the dual-chamber air suspension 101 is controlled to switch from a low stiffness state to a high stiffness state, thereby increasing the stiffness of the dual-chamber air suspension 101 so that the vehicle can travel stably under sharp turn conditions.

[0141] After the dual-chamber air suspension 101 switches to the single-chamber mode, if the angular velocity is greater than the angular velocity threshold, it means that the vehicle is still in a sharp turn condition, and the dual-chamber air suspension 101 is controlled to maintain the single-chamber mode to keep the vehicle running stably. If the angular velocity is less than the angular velocity threshold and reaches the fourth time length, it means that the vehicle has exited the sharp turn condition, and the dual-chamber air suspension 101 is controlled to switch from the single-chamber mode to the dual-chamber mode, that is, the stiffness of the dual-chamber air suspension 101 is reduced, which can improve the ride comfort of the vehicle. If the angular velocity is less than the angular velocity threshold but does not reach the fourth time length, it means that the vehicle has not completely exited the sharp turn condition, and the dual-chamber air suspension 101 is controlled to maintain the single-chamber mode. The fourth time length is calibrated according to the specific vehicle model. In some embodiments, the fourth time length is between 0 and 5s.

[0142] In some embodiments, the dual-chamber air suspension control method 200 includes: when the dual-chamber air suspension 101 is in the dual-chamber mode, obtaining the opening of the vehicle pedal, the lateral acceleration of the vehicle, the longitudinal acceleration of the vehicle, and the angular velocity of the steering wheel; if at least one of the following conditions is met: the opening change rate of the vehicle pedal is greater than the opening change rate threshold, the lateral acceleration is greater than the lateral acceleration threshold, the longitudinal acceleration is greater than the longitudinal acceleration threshold, and the angular velocity is greater than the angular velocity threshold, the dual-chamber air suspension 101 is controlled to switch from the dual-chamber mode to the single-chamber mode.

[0143] At the same time, the degree of opening of the vehicle pedal, the lateral acceleration of the vehicle, the longitudinal acceleration of the vehicle, and the angular velocity of the steering wheel are obtained. If any of the above parameters is greater than the corresponding parameter threshold, it means that the vehicle is in a rapid acceleration, rapid deceleration, or sharp turn condition. Controlling the dual-chamber air suspension 101 to switch from a low stiffness state to a high stiffness state can improve the driving stability of the vehicle. By detecting multiple parameters, it can be ensured that the vehicle can switch the stiffness of the dual-chamber air suspension 101 in time under multiple working conditions, thereby improving the driving stability and smoothness of the vehicle.

[0144] The dual-chamber air suspension control method 200 provided in the embodiment of the present application is applied to an electronic device. Specifically, the electronic device may be, but is not limited to, a central control screen of a vehicle, a desktop computer, a portable computer, a smart mobile terminal, etc. This is not limited here, and any electronic device that can implement the embodiment of the present application belongs to the protection scope of the present application.

[0145] Figure 8 Shown is a structural block diagram of a dual-chamber air suspension control device 102 provided in an embodiment of the present application.

[0146] like Figure 8 As shown, the dual-chamber air suspension control device 102 includes one or more processors 31 for implementing the dual-chamber air suspension control method 200 as described above.

[0147] In some embodiments, the dual-chamber air suspension control device 102 may include a computer-readable storage medium 32, which may store a program that can be called by the processor 31 and may include a non-volatile storage medium. In some embodiments, the dual-chamber air suspension control device 102 may include a memory 33 and an interface 34. In some embodiments, the dual-chamber air suspension control device 102 may also include other hardware according to actual applications.

[0148] The computer-readable storage medium 32 of the embodiment of the present application stores a program thereon, and when the program is executed by the processor 31, it is used to implement the dual-chamber air suspension control method 200 described above.

[0149] The present application may take the form of a computer program product implemented on one or more computer-readable storage media 32 (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing program code. The computer-readable storage medium 32 includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. The information can be a computer-readable instruction, a data structure, a module of a program, or other data. Examples of computer-readable storage media 32 include but are not limited to: phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassette, magnetic tape magnetic disk storage or other magnetic storage device or any other non-transmission medium that can be used to store information that can be accessed by a computing device.

[0150] Those skilled in the art will readily appreciate other embodiments of the present application after considering the specification and practicing the application disclosed herein. The present application is intended to cover any variations, uses or adaptations of the present application, which follow the general principles of the present application and include common knowledge or customary techniques in the art that are not disclosed in the present application. The specification and examples are intended to be exemplary only, and the true scope and spirit of the present application are indicated by the following claims.

[0151] It should be understood that the present application is not limited to the precise structures that have been described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present application is limited only by the appended claims.

Claims

1. A dual-chamber air suspension control method, applied to control a dual-chamber air suspension of a vehicle, characterized in that: The dual-chamber air suspension includes a single-chamber mode and a dual-chamber mode, the stiffness of the dual-chamber air suspension in the single-chamber mode is higher than that in the dual-chamber mode, and the dual-chamber air suspension control method includes: When the dual-chamber air suspension is in the dual-chamber mode, acquiring a driving state change rate of the vehicle; If the driving state change rate is greater than a driving state change rate threshold, the dual-chamber air suspension is controlled to switch from the dual-chamber mode to the single-chamber mode.

2. The dual-chamber air suspension control method according to claim 1, characterized in that: The driving state of the vehicle includes the opening degree of the vehicle pedal; The dual-chamber air suspension control method comprises: When the dual-chamber air suspension is in the dual-chamber mode, obtaining an opening degree of a vehicle pedal; If the opening change rate of the vehicle pedal is greater than an opening change rate threshold, the dual-chamber air suspension is controlled to switch from the dual-chamber mode to the single-chamber mode.

3. The dual-chamber air suspension control method according to claim 1, characterized in that: The dual-chamber air suspension control method comprises: When the dual-chamber air suspension is in the single-chamber mode, if the driving state change rate is less than the driving state change rate threshold, obtaining a vertical acceleration of a wheel of the vehicle; determining the roughness of the road surface on which the vehicle is traveling according to the vertical acceleration; If the roughness is greater than a roughness threshold, the dual-chamber air suspension is controlled to switch from the single-chamber mode to the dual-chamber mode.

4. The dual-chamber air suspension control method according to claim 3, characterized in that: The obtaining of the vertical acceleration of the wheels of the vehicle comprises: Obtaining the left vertical acceleration of the left front wheel and the right vertical acceleration of the right front wheel of the vehicle at multiple times; Determining the roughness of the road surface on which the vehicle is traveling according to the vertical acceleration includes: The roughness of the road surface on which the vehicle is traveling is determined according to a functional relationship among the left vertical acceleration, the right vertical acceleration and the roughness at multiple moments in time; wherein the roughness is in a functional relationship with the sum of the squares of the left vertical acceleration and the sum of the squares of the right vertical acceleration at the multiple moments in time.

5. The dual-chamber air suspension control method according to claim 2, characterized in that: The vehicle pedal includes an accelerator pedal and a brake pedal; the driving state of the vehicle includes an opening degree of the accelerator pedal and an opening degree of the brake pedal; The dual-chamber air suspension control method comprises: When the dual-chamber air suspension is in the dual-chamber mode, acquiring the opening degree of the accelerator pedal and the opening degree of the brake pedal; If the opening change rate of the accelerator pedal is greater than a first opening change rate threshold, and / or the opening change rate of the brake pedal is greater than a second opening change rate threshold, the dual-chamber air suspension is controlled to switch from the dual-chamber mode to the single-chamber mode.

6. The dual-chamber air suspension control method according to claim 1, characterized in that: The driving state of the vehicle includes a lateral acceleration of the vehicle; The dual-chamber air suspension control method comprises: When the dual-chamber air suspension is in the dual-chamber mode, acquiring a lateral acceleration of the vehicle; If the lateral acceleration is greater than the lateral acceleration threshold, controlling the dual-chamber air suspension to switch from the dual-chamber mode to the single-chamber mode; If the lateral acceleration is less than the lateral acceleration threshold and reaches a second time duration, the dual-chamber air suspension is controlled to switch from the single-chamber mode to the dual-chamber mode.

7. The dual-chamber air suspension control method according to claim 1, characterized in that: The driving state of the vehicle includes the longitudinal acceleration of the vehicle; The dual-chamber air suspension control method comprises: When the dual-chamber air suspension is in the dual-chamber mode, acquiring a longitudinal acceleration of the vehicle; If the longitudinal acceleration is greater than the longitudinal acceleration threshold, controlling the dual-chamber air suspension to switch from the dual-chamber mode to the single-chamber mode; If the longitudinal acceleration is less than the longitudinal acceleration threshold and reaches a third time period, the dual-chamber air suspension is controlled to switch from the single-chamber mode to the dual-chamber mode.

8. The dual-chamber air suspension control method according to claim 1, characterized in that: The driving state of the vehicle includes an angular velocity of a steering wheel of the vehicle; and the dual-chamber air suspension control method includes: When the dual-chamber air suspension is in the dual-chamber mode, obtaining an angular velocity of a steering wheel of a vehicle; If the angular velocity is greater than the angular velocity threshold, controlling the dual-chamber air suspension to switch from the dual-chamber mode to the single-chamber mode; If the corner speed is less than the corner speed threshold and reaches a fourth time duration, the dual-chamber air suspension is controlled to switch from the single-chamber mode to the dual-chamber mode.

9. The dual-chamber air suspension control method according to claim 1, characterized in that: The driving state of the vehicle includes the opening degree of the vehicle pedal, the lateral acceleration of the vehicle, the longitudinal acceleration of the vehicle and the angular velocity of the steering wheel of the vehicle; The dual-chamber air suspension control method comprises: When the dual-chamber air suspension is in the dual-chamber mode, obtaining the opening degree of the vehicle pedal, the lateral acceleration of the vehicle, the longitudinal acceleration of the vehicle, and the angular velocity of the steering wheel; If at least one of the following conditions is met: the opening change rate of the vehicle pedal is greater than the opening change rate threshold, the lateral acceleration is greater than the lateral acceleration threshold, the longitudinal acceleration is greater than the longitudinal acceleration threshold, and the angular velocity is greater than the angular velocity threshold, the dual-chamber air suspension is controlled to switch from the dual-chamber mode to the single-chamber mode.

10. A dual-chamber air suspension control device, characterized in that: The method comprises one or more processors for implementing the dual-chamber air suspension control method according to any one of claims 1 to 9.

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