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 the vertical acceleration of wheels of a vehicle is obtained; according to the vertical acceleration, the roughness of the road surface on which the vehicle runs is determined; and if the roughness is larger than the roughness threshold value, the double-cavity air suspension is controlled to be switched from the single-cavity mode to the double-cavity mode. According to the double-cavity air suspension, when a vehicle runs on a rough road surface, the rigidity of the double-cavity air suspension can be reduced, so that the vehicle has better riding comfort.

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 to make it better adapt to driving conditions and improve the comfort of the vehicle under special conditions such as driving on rough roads has become an urgent problem to be solved. 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 ride comfort of a vehicle.

[0007] The present application provides a dual-chamber air suspension control method, wherein the dual-chamber air suspension includes a single-chamber mode and a dual-chamber mode, wherein 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:

[0008] When the dual-chamber air suspension is in the single-chamber mode, obtaining a vertical acceleration of a wheel of a vehicle;

[0009] determining the roughness of the road surface on which the vehicle is traveling according to the vertical acceleration;

[0010] 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.

[0011] Optionally, obtaining the vertical acceleration of the wheels of the vehicle includes:

[0012] 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;

[0013] Determining the roughness of the road surface on which the vehicle is traveling according to the vertical acceleration includes:

[0014] 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.

[0015] Optionally, a functional relationship between the roughness and 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 is as follows:

[0016]

[0017] 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.

[0018] Optionally, determining the roughness of the road surface on which the vehicle is traveling according to the vertical acceleration includes:

[0019] The roughness of the road surface on which the vehicle is traveling is determined according to the functional relationship between the absolute value of the vertical acceleration and the roughness; wherein the absolute value of the vertical acceleration and the roughness are in a linear functional relationship.

[0020] Optionally, obtaining the vertical acceleration of the wheels of the vehicle includes:

[0021] Obtaining the left vertical acceleration of the left front wheel and the right vertical acceleration of the right front wheel of the vehicle;

[0022] The absolute value of the vertical acceleration and the roughness are in a linear functional relationship, including:

[0023] The average of the absolute value of the left vertical acceleration and the absolute value of the right vertical acceleration is in a linear functional relationship with the roughness.

[0024] Optionally, 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 first duration, the dual-chamber air suspension is controlled to switch from the single-chamber mode to the dual-chamber mode.

[0028] Optionally, 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 second time duration, the dual-chamber air suspension is controlled to switch from the single-chamber mode to the dual-chamber mode.

[0032] Optionally, 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 third time period, the dual-chamber air suspension is controlled to switch from the single-chamber mode to the dual-chamber mode.

[0036] Optionally, the dual-chamber air suspension control method includes:

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

[0038] If at least one of the following conditions is met: the lateral acceleration is greater than a lateral acceleration threshold, the longitudinal acceleration is greater than a longitudinal acceleration threshold, and the angular velocity is greater than an 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, the roughness of the road surface on which the vehicle is traveling can be determined by acquiring the vertical acceleration of the vehicle's wheels; if the determined roughness is greater than a roughness threshold, it means that the vehicle is traveling on a relatively rough road surface, and the dual-chamber air suspension is controlled to switch from a single-chamber mode to a dual-chamber mode. Since the stiffness of the dual-chamber air suspension in the dual-chamber mode is lower than that in the single-chamber mode, the stiffness of the dual-chamber air suspension can be reduced, so that the vehicle has better ride comfort when traveling on a rough road surface.

[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 structural block diagram of a dual-chamber air suspension control device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0049] 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.

[0050] 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.

[0051] 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.

[0052] 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: obtaining the vertical acceleration of the wheels of the vehicle; determining the roughness of the road surface on which the vehicle is traveling based on the vertical acceleration; if the roughness is greater than the roughness threshold, controlling the dual-chamber air suspension to switch from the single-chamber mode to the dual-chamber mode. The present application can reduce the stiffness of the dual-chamber air suspension when the vehicle is traveling on a rough road, so that the vehicle has better ride comfort.

[0053] 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.

[0054] Figure 1 FIG. 1 is a structural block diagram of an embodiment of a dual-chamber air suspension system of the present application. Figure 1As 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.

[0055] 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.

[0056] 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.

[0057] 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.

[0058] The present application also provides a vehicle, comprising the dual-chamber air suspension system as described above.

[0059] 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 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 205.

[0060] Step 201 : when the dual-chamber air suspension 101 is in the single-chamber mode, obtain the vertical acceleration of the wheels of the vehicle.

[0061] Vertical acceleration refers to the acceleration of an object in the vertical direction in a gravitational field. The vertical acceleration of the wheels of the vehicle can be obtained through a vertical acceleration sensor. In some embodiments, step 201 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.

[0062] Step 202: Determine the roughness of the road surface on which the vehicle is traveling based on the vertical acceleration.

[0063] The vertical acceleration of the wheel can reflect the roughness of the road surface on which the vehicle is traveling.

[0064] In some embodiments, step 202 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 sum of the squares of the left vertical acceleration and the sum of the squares of the right vertical acceleration at multiple times is shown in formula (1).

[0065]

[0066] 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.

[0067] 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.

[0068] In some embodiments, step 202 includes: determining the roughness of the road surface on which the vehicle is traveling according to a functional relationship between the absolute value of the vertical acceleration and the roughness, wherein the absolute value of the vertical acceleration and the roughness are in a linear functional relationship.

[0069] The linear function relationship between the absolute value of the vertical acceleration and the roughness can be measured experimentally or determined empirically. The linear function relationship between the absolute value of the vertical acceleration and the roughness is stored in the dual-chamber air suspension control device 102, and the corresponding roughness is calculated according to the obtained vertical acceleration. In some embodiments, the absolute value of the vertical acceleration and the roughness are in a one-to-one correspondence, and the corresponding roughness can be found according to the obtained vertical acceleration, so that the efficiency of obtaining the roughness can be improved, and the control efficiency of the air suspension can be improved. When the roughness of the road surface changes, the air suspension can be adjusted faster, and the user experience can be improved.

[0070] In some embodiments, step 202 includes: determining the roughness of the road surface on which the vehicle is traveling according to the functional relationship between the absolute value of the vertical acceleration and the roughness. The average of the absolute value of the left vertical acceleration and the absolute value of the right vertical acceleration is in a linear functional relationship with the roughness. The absolute value of the left vertical acceleration and the absolute value of the right vertical acceleration are obtained, and then the average value of the two is taken, and the average value is in a linear functional relationship with the roughness. Comprehensively considering the vertical acceleration of the left wheel and the vertical acceleration of the right wheel of the vehicle can more comprehensively reflect the roughness of the road surface, better control the air suspension, and adapt it to the user's riding needs.

[0071] Step 203, determine whether the roughness is greater than a roughness threshold. Compare the roughness obtained in step 202 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.

[0072] Step 204 : 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.

[0073] If the roughness is greater than the roughness threshold, it means that the road surface on which the vehicle is traveling is relatively rough, and the dual-chamber air suspension 101 is controlled to switch from the single-chamber mode to the dual-chamber mode, that is, the dual-chamber air suspension 101 is controlled to switch from the high stiffness state to the low stiffness state.

[0074] Step 205 : if the roughness is less than the roughness threshold, control the dual-chamber air suspension 101 to maintain the single-chamber mode.

[0075] 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.

[0076] In some embodiments, the roughness of the road surface on which the vehicle is traveling can be determined by acquiring the vertical acceleration of the vehicle's wheels; if the determined roughness is greater than a roughness threshold, it means that the vehicle is traveling on a relatively rough road surface, and the dual-chamber air suspension 101 is controlled to switch from a single-chamber mode to a dual-chamber mode. Since the stiffness of the dual-chamber air suspension 101 in the dual-chamber mode is lower than that in the single-chamber mode, the stiffness of the dual-chamber air suspension 101 can be reduced, so that the vehicle has better ride comfort when traveling on a rough road surface.

[0077] Figure 3 FIG. 1 is a flow chart of another embodiment of a dual-chamber air suspension control method 200 of the present application.

[0078] exist Figure 3 In the illustrated embodiment, the dual-chamber air suspension control method 200 further includes steps 206 to 213 .

[0079] Step 206 : when the dual-chamber air suspension 101 is in the dual-chamber mode, obtain the lateral acceleration of the vehicle.

[0080] Step 207, determining whether the lateral acceleration is greater than a lateral acceleration threshold.

[0081] Step 208 : If the lateral acceleration is less than the lateral acceleration threshold, the dual-chamber air suspension 101 is controlled to maintain the dual-chamber mode.

[0082] Step 209 : 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.

[0083] Step 210: determine whether the lateral acceleration is less than the lateral acceleration threshold

[0084] If the lateral acceleration is greater than the lateral acceleration threshold, step 211 is executed to control the dual-chamber air suspension 101 to maintain the single-chamber mode.

[0085] Step 212: If the lateral acceleration is less than the lateral acceleration threshold, determine whether the first time duration has been reached.

[0086] Step 213 : if the lateral acceleration is less than the lateral acceleration threshold for a first time period, the dual-chamber air suspension 101 is controlled to switch from the single-chamber mode to the dual-chamber mode.

[0087] If the lateral acceleration is less than the lateral acceleration threshold value and does not reach the first time period, the process returns to step 211 .

[0088] 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.

[0089] 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 first 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 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. The first duration is calibrated according to the specific vehicle model. In some embodiments, the first duration is between 0 and 5s.

[0090] Figure 4 FIG. 1 is a flow chart of another embodiment of a dual-chamber air suspension control method 200 of the present application.

[0091] exist Figure 4 In the illustrated embodiment, the dual-chamber air suspension control method 200 includes: steps 214 to 221 .

[0092] Step 214 , when the dual-chamber air suspension 101 is in the dual-chamber mode, obtain the longitudinal acceleration of the vehicle.

[0093] Step 215, determining whether the longitudinal acceleration is greater than a longitudinal acceleration threshold.

[0094] Step 216 : If the longitudinal acceleration is less than the longitudinal acceleration threshold, control the dual-chamber air suspension 101 to maintain the dual-chamber mode.

[0095] Step 217 : If the longitudinal acceleration is greater than the longitudinal acceleration threshold, the dual-chamber air suspension 101 is controlled to switch from the dual-chamber mode to the single-chamber mode.

[0096] Step 218, determining whether the longitudinal acceleration is less than a longitudinal acceleration threshold.

[0097] If the longitudinal acceleration is greater than the longitudinal acceleration threshold, step 219 is executed to control the dual-chamber air suspension 101 to maintain the single-chamber mode.

[0098] Step 220: If the longitudinal acceleration is less than the longitudinal acceleration threshold, determine whether the second time duration has been reached.

[0099] Step 221 : if the longitudinal acceleration is less than the longitudinal acceleration threshold for a second time period, control the dual-chamber air suspension 101 to switch from the single-chamber mode to the dual-chamber mode.

[0100] If the lateral acceleration is less than the lateral acceleration threshold value and does not reach the second time period, the process returns to step 219 .

[0101] 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.

[0102] 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 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 longitudinal acceleration is less than the longitudinal 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.

[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 222 to 229 .

[0105] Step 222 : when the dual-chamber air suspension 101 is in the dual-chamber mode, obtain the angular velocity of the steering wheel of the vehicle.

[0106] Step 223, determining whether the angular velocity is greater than the angular velocity threshold.

[0107] Step 224 : 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.

[0108] Step 225 : 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.

[0109] Step 226, determining whether the angular velocity is less than the angular velocity threshold.

[0110] If the angular velocity is greater than the angular velocity threshold, step 227 is executed to control the dual-chamber air suspension 101 to maintain the single-chamber mode.

[0111] Step 228: If the angular velocity is less than the angular velocity threshold, determine whether the third time duration has been reached.

[0112] Step 229 : If the angular velocity is less than the angular velocity threshold for a third 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 corner speed is less than the corner speed threshold value and has not reached the third time period, the process returns to step 227 .

[0114] 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.

[0115] 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 third duration, 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 third duration, 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 third duration is calibrated according to the specific vehicle model. In some embodiments, the third duration is between 0 and 5s.

[0116] In some embodiments, the dual-chamber air suspension control method 200 also includes: when the dual-chamber air suspension 101 is in the dual-chamber mode, obtaining the vehicle's lateral acceleration, longitudinal acceleration, and steering wheel angular velocity; if at least one of the following conditions is met: 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, controlling the dual-chamber air suspension 101 to switch from the dual-chamber mode to the single-chamber mode.

[0117] At the same time, the lateral acceleration, longitudinal acceleration, and angular velocity of the steering wheel of the vehicle 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 stiffness of the dual-chamber air suspension 101 can be switched in time under multiple working conditions, thereby improving the driving stability and smoothness of the vehicle.

[0118] 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.

[0119] Figure 6 Shown is a structural block diagram of a dual-chamber air suspension control device 102 provided in an embodiment of the present application.

[0120] like Figure 6 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.

[0121] 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.

[0122] 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.

[0123] 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.

[0124] 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.

[0125] 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, 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 single-chamber mode, obtaining a vertical acceleration of a wheel of a 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.

2. The dual-chamber air suspension control method according to claim 1, 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.

3. The dual-chamber air suspension control method according to claim 2, characterized in that: The functional relationship between the roughness and 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 is as follows: 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.

4. The dual-chamber air suspension control method according to claim 1, characterized in that: 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 the functional relationship between the absolute value of the vertical acceleration and the roughness; wherein the absolute value of the vertical acceleration and the roughness are in a linear functional relationship.

5. The dual-chamber air suspension control method according to claim 4, 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; The absolute value of the vertical acceleration and the roughness are in a linear functional relationship, including: The average of the absolute value of the left vertical acceleration and the absolute value of the right vertical acceleration is in a linear functional relationship with the roughness.

6. 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 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 first 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 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 second time duration, 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 dual-chamber air suspension control method comprises: 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 third time period, 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 dual-chamber air suspension control method comprises: When the dual-chamber air suspension is in the dual-chamber mode, acquiring the lateral acceleration, longitudinal acceleration, and angular velocity of the steering wheel of the vehicle; If at least one of the following conditions is met: the lateral acceleration is greater than a lateral acceleration threshold, the longitudinal acceleration is greater than a longitudinal acceleration threshold, and the angular velocity is greater than an 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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