Suspension control method, medium, product, equipment and vehicle

Abstract

The invention relates to a suspension control method, a medium, a product, equipment and a vehicle, and the method comprises the steps that when it is detected that the vehicle is in a preset working condition, the height of a vehicle suspension is adjusted to a first suspension height, and the first suspension height is different from the target suspension height which the vehicle needs to reach. According to the method, the possible jump value of the height of the suspension is compensated, so that the unnecessary adjustment times of the suspension are reduced, and the height of the suspension can be more accurately controlled under different working conditions of a vehicle.

Description

Technical Field

[0001] This application relates to the technical field of vehicles, and particularly to a suspension control method, medium, product, device, and vehicle. Background Art

[0002] As an important means to improve vehicle performance, suspension height adjustment technology has been gradually widely applied. However, during the suspension height adjustment process, a simple control logic is mostly adopted, which cannot accurately handle dynamically changing working conditions, and may cause an instantaneous jump in the vehicle body height, resulting in a decline in the riding experience. Summary of the Invention

[0003] Embodiments of this application provide a suspension control method, medium, product, device, and vehicle to solve the above problems.

[0004] To achieve the above object, according to the first aspect of this application, a suspension control method is provided, and the method includes: When it is detected that the vehicle is in a preset working condition, adjust the height of the vehicle suspension to a first suspension height, where the first suspension height is different from the target suspension height that the vehicle needs to reach.

[0005] Optionally, the method further includes: Based on the braking state of the vehicle, determine whether the vehicle is in a preset working condition.

[0006] Optionally, the determining whether the vehicle is in a preset working condition based on the braking state of the vehicle includes: When the vehicle is in a braking state, determine whether the vehicle is in a preset working condition based on the vehicle driving state.

[0007] Optionally, the vehicle driving state includes the driving speed of the vehicle.

[0008] Optionally, the determining whether the vehicle is in a preset working condition based on the vehicle driving state includes: When the driving speed of the vehicle is less than a preset speed threshold, determine that the vehicle is in a preset working condition.

[0009] Optionally, the method further includes: When the vehicle is in a braking state, determine whether the vehicle is in a preset working condition based on the suspension state.

[0010] Optionally, the suspension state includes the fault information of the suspension and / or the adjustment information of the suspension.

[0011] Optionally, the determining whether the vehicle is in a preset working condition based on the suspension state includes: When the suspension is fault-free and / or the adjustment information of the suspension meets the first preset condition, it is determined that the vehicle is in a preset working condition.

[0012] Optionally, the adjustment information includes the adjusted height and / or the adjusted time. The adjustment information meeting the first preset condition includes: The adjusted height reaches a preset height threshold, and / or the adjusted time reaches a preset time threshold.

[0013] Optionally, the method further includes: Detecting a switching operation of the driving mode and / or a suspension adjustment operation, and determining a target suspension height corresponding to the switching operation and / or the suspension adjustment operation to adjust the height of the suspension.

[0014] Optionally, the method further includes: When a first difference between the current suspension height of the suspension and the first suspension height is greater than or equal to a first preset difference threshold, continuing to adjust the height of the suspension based on the first suspension height.

[0015] Optionally, the method further includes: When the first difference between the current suspension height of the suspension and the first suspension height is less than the first preset difference threshold, stopping to adjust the height of the suspension.

[0016] Optionally, after stopping to adjust the height of the suspension, the method further includes: Detecting a jump of the suspension, and when a second difference between the second suspension height after the jump and the target suspension height is greater than or equal to a second preset difference threshold, continuing to adjust the height of the suspension based on the target suspension height.

[0017] Optionally, the first suspension height is between the target suspension height and the initial suspension height.

[0018] Optionally, the first suspension height is determined by the following method: Processing a preset suspension height based on a preset discount coefficient to obtain the first suspension height.

[0019] Optionally, the processing the preset suspension height based on a preset discount coefficient to obtain the first suspension height includes: Determining a predicted jump amount based on the discount coefficient; Increasing or decreasing the preset suspension height based on the predicted jump amount to obtain the first suspension height.

[0020] Optionally, the determining a predicted jump amount based on the discount coefficient includes: Weight the difference between the initial suspension height and the target suspension height of the suspension based on the discount factor to obtain the predicted jump amount.

[0021] Optionally, the discount factor is determined by the following method: Determine the discount factor based on the weight information of the vehicle and / or the attitude information of the vehicle.

[0022] Optionally, the determining the discount factor based on the weight information of the vehicle and / or the attitude information of the vehicle includes: Based on the weight information of the vehicle and the attitude information of the vehicle, obtain an associated discount factor associated with the weight information of the vehicle and the attitude information of the vehicle through a preset mapping relationship, so as to determine the discount factor. Wherein, the preset mapping relationship is used to indicate the associated discount factor corresponding to the preset weight information and the preset attitude information.

[0023] According to a second aspect of the present application, an embodiment of the present application further provides an electronic device, including: A memory, on which a computer program is stored; A processor, configured to execute the computer program in the memory to implement the steps of any one of the methods provided by the embodiments of the present application.

[0024] According to a third aspect of the present application, an embodiment of the present application further provides a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the steps of any one of the methods provided by the embodiments of the present application are implemented.

[0025] According to a fourth aspect of the present application, an embodiment of the present application further provides a computer program product, including a computer program or instruction, and when the computer program or instruction is executed by a processor, the steps of any one of the methods provided by the embodiments of the present application are implemented.

[0026] According to a fifth aspect of the present application, an embodiment of the present application further provides a vehicle, including the electronic device as described above, or, implementing the steps of any one of the methods provided by the embodiments of the present application.

[0027] Some embodiments of this specification at least include the following beneficial effects: By detecting the preset working conditions of the vehicle, compensating for the possible jump value of the suspension based on the first suspension height, so that the suspension height can jump to the target suspension height, thereby reducing the number of ineffective adjustments caused by the dynamic change of the working conditions (such as braking, non-braking, etc.) of the suspension system, and reducing the wear of each component of the suspension system; Under complex working conditions, through height compensation control, the vehicle can more quickly adapt to the change of working conditions, improve the handling stability, and effectively improve the riding comfort.

[0028] Other features and advantages of the present application will be described in detail in the following specific implementation section. Description of the Drawings

[0029] To more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for description in the embodiments. Obviously, the drawings in the following description are only some embodiments of the present application. For those skilled in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0030] To more fully understand the present application and its beneficial effects, the following will be described in conjunction with the drawings, where the same reference numerals in the following description represent the same parts.

[0031] Figure 1 is an application scenario diagram of a suspension control method according to some embodiments of this specification; Figure 2 is an exemplary flowchart of a suspension control method according to some embodiments of this specification; Figure 3 is an exemplary flowchart of re-adjustment according to some embodiments of this specification; Figure 4 is an exemplary flowchart of determining the first suspension height according to some embodiments of this specification; Figure 5 is an exemplary schematic diagram of another suspension control method according to some embodiments of this specification; Figure 6 is a schematic structural diagram of an electronic device according to some embodiments of this specification; Figure 7 is an exemplary schematic diagram of a vehicle according to some embodiments of this specification. Specific Embodiments

[0032] The following will clearly and completely describe the technical solutions in the embodiments of the present application in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only some embodiments of the present application, rather than all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative efforts belong to the protection scope of the present application.

[0033] To facilitate understanding of the implementation solutions provided in the embodiments of the present application, the relevant application background of the suspension control method provided in the embodiments of the present application will be described first.

[0034] At present, suspension height adjustment technologies (such as pneumatic, hydraulic, or electromagnetic active suspensions) drive changes in suspension geometric parameters through actuators (air pumps, hydraulic valves, linear motors) to achieve dynamic adjustment of the ground clearance. However, during the suspension height adjustment process, simple control logics are mostly adopted, which cannot meet the dynamically changing working conditions of the vehicle. For example, during the inflation or deflation process of an air suspension, due to too rapid air pressure changes or insufficient sensor accuracy, instantaneous jumps in the body height may occur; during the dynamic driving process of the vehicle, when the suspension system is subjected to road surface excitation or load changes, the height adjustment system may not be able to adjust in a timely manner due to response delays, resulting in height jumps; key components in the suspension system (such as air springs, solenoid valves, air pumps, etc.) may age or malfunction after long-term use, affecting the stability of height adjustment; when performing suspension height control adjustment during braking, there will be a problem of excessive pressure inside the air spring, resulting in height overshoot after the brake is released.

[0035] In view of this, some embodiments of this specification provide a suspension control method. By real-time monitoring of preset working conditions, during the suspension height adjustment process, the suspension height is predicted and adjusted to achieve compensation for suspension jumps, thereby reducing the number of ineffective adjustments, compensating for height changes caused by pressure balance, and ultimately enabling the suspension to reach the desired target suspension height in a stationary state, improving the accuracy of suspension height adjustment, and further enhancing the driving and riding experience.

[0036] Figure 1 FIG. is an application scenario diagram of the suspension control method shown in some embodiments of this specification.

[0037] As Figure 1 shown, the execution subject of this suspension control method can be integrated in an electronic device.

[0038] Among them, the electronic device can be an in-vehicle terminal integrated in the vehicle, such as an electronic control unit (ECU, Electronic Control Unit), a vehicle control unit (VCU, Vehicle Control Unit), a microcontroller (Micro Control Unit, MCU), etc., or a device that interacts with the vehicle data. The vehicle can be a fuel vehicle, a plug-in hybrid vehicle, or a new energy vehicle, etc. This application does not make specific limitations in this regard.

[0039] It should be noted that Figure 1The schematic diagram of the application scenario of the suspension control method shown is merely an example. The implementation environment scenario of the suspension control method described in the embodiments of the present application is for more clearly explaining the technical solutions of the embodiments of the present application, and does not constitute a limitation on the technical solutions provided by the embodiments of the present application. Those of ordinary skill in the art will know that with the evolution of suspension control and the emergence of new business scenarios, the technical solutions provided by the present application are equally applicable to similar technical problems.

[0040] The solutions provided in the embodiments of the present application are specifically described through the following embodiments. It should be noted that the description order of the following embodiments does not limit the preferred order of the embodiments.

[0041] This embodiment will be described from the perspective of the suspension control method, and the execution logic of the suspension control method can be specifically integrated in an electronic device.

[0042] Figure 2 It is an exemplary flowchart of the suspension control method shown according to some embodiments of this specification. In some embodiments, process 200 can be executed based on an electronic device. As Figure 2 shown, process 200 includes the following steps.

[0043] Step 210, when it is detected that the vehicle is in a preset working condition, adjust the height of the vehicle suspension to a first suspension height, where the first suspension height is different from the target suspension height that the vehicle needs to reach.

[0044] The preset working condition refers to a specific operating state or usage scenario of the vehicle. For example, the preset working condition may include, but is not limited to, one or a combination of a load change amount of the vehicle being greater than a preset load change amount threshold, the driving road condition meeting a preset road condition, parking or low-speed driving, etc.

[0045] In some embodiments, the electronic device connected to the vehicle communicates with the vehicle's sensor system (such as a body height sensor, a load sensor, a speed sensor, etc.) to determine whether the vehicle is in a preset working condition.

[0046] The first suspension height refers to the preliminary target height calculated based on the current preset working condition during the suspension height adjustment process, and is an intermediate reference height value during the adjustment process.

[0047] The target suspension height refers to the height that the suspension system ultimately expects to reach when the vehicle is in a specific preset working condition. The target suspension height is the end point of the adjustment process.

[0048] In some embodiments, the target suspension height can be determined according to the preset working condition of the vehicle (such as load change, road condition change, driving speed, etc.), and the target suspension height corresponding to different preset working conditions is different.

[0049] Exemplarily, when the vehicle is driving on a flat road with an initial suspension height of H1, when the vehicle enters a rough road, it is necessary to increase the suspension height to H2 to improve the passability. The electronic device can first adjust the suspension height to an intermediate first suspension height H1', and then further adjust it to the target suspension height H2.

[0050] Exemplarily, when the vehicle switches from the unloaded state to the fully loaded state, the suspension height can be reduced to H3 to keep the vehicle body level.

[0051] During the suspension height adjustment process, according to the preset working conditions, it is necessary to adjust the suspension height from the initial suspension height to the target suspension height. However, due to factors such as system response delay, sensor error, and dynamic working condition changes, height jump phenomena may occur during the actual adjustment process. Therefore, the suspension height can be first adjusted to the first suspension height. Subsequently, after the suspension reaches the first suspension height, it can be determined whether it is necessary to continue adjusting the suspension height. In some scenarios, after the suspension reaches the first suspension height and the user releases the brake pedal, since the stress of the brake caliper disappears instantaneously, resulting in a jump in the suspension height, the first suspension height can compensate for this jump value, so that the final height at which the suspension stops is the desired target suspension height.

[0052] In some embodiments of this specification, in complex adjustment scenarios, directly jumping from the initial suspension height to the target suspension height may cause overshoot or response instability. By introducing an intermediate reference point (the first suspension height), it helps to compensate for the suspension jump, enabling the vehicle to more accurately maintain the target suspension height under different working conditions; the intermediate reference point can serve as a buffer point for system dynamic adjustment, better adapting to dynamic working condition changes, reducing height jump or overshoot phenomena; and at the same time helping to better cope with different road conditions and load changes, reducing the instability of the vehicle body posture caused by repeated adjustment and change of the suspension height.

[0053] In some embodiments, the method further includes: Based on the braking state of the vehicle, determine whether the vehicle is in a preset working condition.

[0054] The braking state refers to the operating state of the vehicle's braking system.

[0055] In some embodiments, it is possible to determine whether the vehicle is in a preset working condition that requires adjusting the suspension height by detecting the braking state of the vehicle (such as braking intensity, braking intention, vehicle speed change, etc.).

[0056] In some embodiments, the electronic device can measure the displacement or braking force of the pedal by sensors installed on the brake pedal (such as a brake pedal travel sensor or a pressure sensor, etc.), obtain the magnitude and change rate of the brake pedal travel, and determine the braking state of the vehicle.

[0057] In some embodiments of the present specification, for the suspension height control during braking, there may be a problem that the pressure inside the air spring is too high, and after releasing the brake, there is a problem of height overshoot. By detecting the braking state, a preset working condition can be determined, and under the preset working condition, the suspension height is adjusted based on a first suspension height different from the target suspension height, so as to avoid the problem of inaccurate suspension height control during braking.

[0058] In some embodiments, based on the braking state of the vehicle and the driving state of the vehicle, it is determined whether the vehicle is in a preset working condition, including: When the vehicle is in a braking state, it is determined that the vehicle is in a preset working condition.

[0059] In some embodiments, the braking state may include the braking depth, and the braking depth may refer to the pedal stroke percentage or the braking force output percentage.

[0060] In some embodiments, when the braking depth is greater than a preset depth threshold, based on the driving state of the vehicle, it is determined whether the vehicle is in a braking state.

[0061] The preset depth threshold is a threshold condition for judging the braking depth. The preset depth threshold can be a system default value, an empirical value, a manually preset value, etc. or any combination thereof, and can be set according to actual needs. The present specification does not limit this. Exemplarily, the preset depth threshold is 20%.

[0062] The driving state of the vehicle is a parameter related to the movement of the vehicle. For example, the driving state of the vehicle may include information related to the vehicle speed (such as speed, acceleration, etc.).

[0063] In some embodiments, the driving state of the vehicle includes the driving speed of the vehicle.

[0064] In some embodiments, based on the driving state of the vehicle, it is determined whether the vehicle is in a preset working condition, including: When the driving speed of the vehicle is less than a preset speed threshold, it is determined that the vehicle is in a preset working condition.

[0065] The preset speed threshold refers to the threshold condition of the vehicle under the preset working condition. The preset speed threshold can be set according to the use scenario and safety requirements of the vehicle.

[0066] In some embodiments, the driving speed of the vehicle can be obtained by real-time monitoring through a vehicle speed sensor. For example, the driving speed of the vehicle can be collected by a speed sensor every certain time (such as 1 second).

[0067] In some embodiments, the collected driving speed can be compared with a preset speed threshold to determine whether the vehicle is in a preset working condition. For example, when the driving speed of the vehicle is lower than the preset speed threshold, it is determined that the vehicle is in the preset working condition. Another example is that when the duration for which the driving speed of the vehicle is lower than the preset speed threshold exceeds a set time period (such as 10 seconds), it is determined that the vehicle is in the preset working condition.

[0068] In some embodiments, other parameters (such as acceleration, steering angle, etc.) can also be combined to further confirm the driving state of the vehicle.

[0069] In some embodiments of this specification, by real-time monitoring of the driving speed and braking state of the vehicle, the suspension height can be precisely adjusted to ensure that the vehicle maintains the best comfort and safety. For example, appropriately adjusting the suspension height in low-speed conditions can increase the stability and controllability of the vehicle.

[0070] In some embodiments, determining that the vehicle is in a preset working condition includes: When the vehicle is in a braking state, based on the suspension state, determine whether the vehicle is in the preset working condition.

[0071] The suspension state refers to a series of dynamic characteristics exhibited by the vehicle suspension system during operation. For example, the suspension state reflects the current working conditions of the suspension system, including parameters such as suspension height, suspension pressure, suspension load, and working state.

[0072] The suspension height refers to the distance of the vehicle suspension system relative to a preset plane (such as the ground, etc.). For example, the suspension height includes the length of the elastic element (such as a spring) of the suspension system.

[0073] In some embodiments, the electronic device can measure the suspension height at the current moment through a vehicle body height sensor.

[0074] The suspension pressure refers to the gas or liquid pressure in the suspension system (such as an air suspension or a hydraulic suspension). In some embodiments, the electronic device can measure the suspension pressure at the current moment through a pressure sensor.

[0075] The suspension load refers to the actual load borne by the suspension system. In some embodiments, the electronic device can indirectly measure the suspension load at the current moment of the suspension through a load sensor or a pressure sensor.

[0076] The working state of the suspension system refers to the working state of the suspension system (such as air springs, shock absorbers, sensors, etc.).

[0077] In some embodiments, the vehicle's preset working condition can be determined in various ways. For example, during braking, the electronic device can determine whether the suspension state is the corresponding specified state based on parameters such as suspension height, suspension pressure, suspension load, and working state, so as to determine whether the vehicle is in the preset working condition. For another example, during braking, the electronic device can determine whether the vehicle's driving state is the corresponding specified state based on the vehicle's driving speed, etc., so as to determine whether the vehicle is in the preset working condition. For another example, during braking, when the electronic device determines that the suspension state is its corresponding specified state and the vehicle's driving state is the corresponding specified state, it determines that the vehicle is in the preset working condition.

[0078] It should be noted that the specified state is related to the object of determination. For example, if the object of determination is the vehicle's driving state, the corresponding specified state can be a parameter state related to speed, acceleration, etc.

[0079] In some embodiments of this specification, by real-time monitoring of the suspension state, abnormal conditions of the suspension system can be detected in a timely manner, the occurrence of faults can be reduced, and the reliability of the vehicle can be improved; at the same time, it helps to adjust the height of the suspension system according to the actual situation, and optimize the comfort, handling performance, and safety of the vehicle.

[0080] In some embodiments, the suspension state includes the fault information of the suspension and / or the adjustment information of the suspension.

[0081] The fault information of the suspension refers to the abnormal conditions that may occur during the operation of the suspension system. For example, the fault information of the suspension can include whether there are faults, inhibitions, etc. in the suspension.

[0082] In some embodiments, the electronic device can be communicatively connected to the vehicle controller to obtain the fault information of the suspension in real time or periodically.

[0083] The adjustment information of the suspension refers to the relevant information for the suspension system to perform dynamic adjustment according to the vehicle's driving state and road conditions. For example, the adjustment information of the suspension can include, but is not limited to, a data set recording the suspension adjustment operations, including but not limited to the historical adjustment records of parameters such as suspension height and damping, as well as the triggering conditions and times of the adjustment.

[0084] In some embodiments, determining that the vehicle is in the preset working condition based on the suspension state includes: Determining that the vehicle is in the preset working condition when the suspension is fault-free and / or the adjustment information meets the first preset condition.

[0085] The suspension being fault-free means that the relevant components of the suspension system (such as sensors, actuators, control units, etc.) are in a normal working state. For example, the suspension being fault-free can include the suspension not having faults, inhibitions, etc.

[0086] Determination conditions for evaluating adjustment information under the first preset condition. For example, the first preset condition may include that the adjustment frequency of the suspension height or suspension damping reaches the corresponding threshold, or whether the adjustment amplitude of the suspension height or suspension damping is within a certain range. Exemplarily, the first preset condition includes: within the past 5 minutes, the number of times the suspension height has been adjusted exceeds 3 times; the adjusted amplitude of the suspension height exceeds the preset height threshold.

[0087] In some embodiments, the adjustment information includes the adjusted height and / or the adjusted time. The adjustment information meets the first preset condition, including: The adjusted height reaches the preset height threshold, and / or the adjusted time reaches the preset time threshold.

[0088] The adjusted height reaching the preset height threshold means that the actual adjusted height of the suspension system has reached the pre-set target height. For example, the adjusted height can be the amount of height change of the suspension from the start of adjustment to the current moment in a single suspension adjustment instruction, or the adjusted height can also be the current suspension height of multiple suspension heights experienced during the suspension adjustment process in a single suspension adjustment instruction, etc.

[0089] The preset height threshold can be set according to the driving conditions and performance requirements of the vehicle. In some embodiments, the preset height threshold can be determined based on the design height.

[0090] The adjusted time reaching the preset time threshold means that the adjustment process of the suspension system has lasted for a certain period of time. For example, the adjusted time can be the time elapsed from the start of adjustment to the current moment in a single suspension adjustment instruction, or the adjusted time can be the current time point of multiple time points experienced during the suspension adjustment process in a single suspension adjustment instruction, etc.

[0091] The preset time threshold can be set according to the driving conditions and performance requirements of the vehicle.

[0092] In practical applications, the adjusted height and the adjusted time can be used in combination or separately to ensure the accuracy and reliability of the suspension height adjustment. For example, if the adjusted height does not reach the preset height threshold, but the adjusted time reaches the preset time threshold, it is determined that the adjustment information meets the first preset condition. Another example, if the adjusted time does not reach the preset time threshold, but the adjusted height reaches the preset height threshold, it is determined that the adjustment information meets the first preset condition. Another example, if the adjusted height reaches the preset height threshold and the adjusted time reaches the preset time threshold, it is determined that the adjustment information meets the first preset condition.

[0093] In some embodiments, the preset working conditions may include: a suspension adjustment instruction is detected, the vehicle is in a braking process, the driving speed of the vehicle is less than a preset speed threshold, the suspension is free of faults, and the adjusted height of the suspension reaches a preset height threshold. Exemplarily, the preset working conditions may include: The driving speed Vx is less than 3 km / h; The braking depth BklDep is greater than 20%; The vehicle's entire suspension system is free of faults and there is no suppression phenomenon; A suspension adjustment instruction is detected; The adjusted height reaches a preset height threshold (e.g., 50% of the designed height).

[0094] It can be understood that the above description of the preset working conditions is only an example. In other alternative embodiments, the preset working conditions may also be in other forms, which are not limited herein. For example, the preset working conditions may include: a suspension adjustment instruction is detected, the vehicle is in a braking process, and the driving speed of the vehicle is less than a preset speed threshold. Another example is that the preset working conditions may include: a suspension adjustment instruction is detected, the vehicle is in a braking process, the suspension is free of faults, and the adjusted time of the suspension reaches a preset time threshold. Another example is that the preset working conditions may include: a suspension adjustment instruction is detected, the vehicle is in a braking process, the driving speed of the vehicle is less than a preset speed threshold, the suspension is free of faults, and the adjusted time of the suspension reaches a preset time threshold. Exemplarily, the preset working conditions may include: The driving speed Vx is less than 3 km / h; The braking depth BklDep is greater than 20%; The vehicle's entire suspension system is free of faults and there is no suppression phenomenon; A suspension adjustment instruction is detected; The adjusted time reaches a preset time threshold.

[0095] It should be noted that by detecting the preset working conditions and adjusting the suspension height when it is determined that the vehicle meets the preset working conditions, problems such as poor suspension adjustment accuracy caused by height jump after braking release can be solved, and problems such as abnormal noise in the brake caliper can also be solved, improving the driving and riding experience.

[0096] In some embodiments of this specification, the adjusted height and / or the adjusted time can ensure the accuracy and reliability of the vehicle suspension height adjustment. The adjusted height and / or the adjusted time can be used alone or in combination to optimize the vehicle's performance, safety, and user experience.

[0097] In some embodiments, the method further includes: Upon detecting a driving mode switching operation and / or a suspension adjustment operation, determine the target suspension height corresponding to the switching operation and / or the suspension adjustment operation, so as to adjust the height of the suspension.

[0098] The driving mode switching operation can be selected by the driver through the control panel, buttons or touch screen inside the vehicle. The driving modes can include but are not limited to off-road mode, sport mode, comfort mode, energy-saving mode, etc.

[0099] Each driving mode corresponds to a different target suspension height. By personalizing the setting of the target suspension height, it can be adjusted according to the driver's preferences and needs, providing a more diverse driving experience.

[0100] In some embodiments, the target suspension height can be determined based on the design height, and the design height includes three levels of design height, which are High / Normal / Low respectively, and the corresponding design heights are .

[0101] In some embodiments, the target gear can be determined based on the suspension adjustment instruction, and the design height of the target gear is used as the target suspension height.

[0102] The target suspension height during braking is related to the initial gear where the current vehicle body suspension is located and the target gear to be adjusted next.

[0103] In some embodiments, the driver selects different driving modes through the buttons on the center console or the steering wheel, or the autonomous driving system can automatically switch the driving mode according to the vehicle speed, road conditions, etc.

[0104] The suspension adjustment operation can be carried out manually or automatically. For example, the driver manually adjusts the suspension height through the center console or special buttons; for another example, the autonomous driving system can automatically adjust the suspension height according to sensor data (such as vehicle speed, acceleration, vehicle body attitude, etc.).

[0105] In some embodiments, when detecting a driving mode switching operation and / or a suspension adjustment operation, generate a corresponding suspension adjustment instruction. The suspension adjustment instruction can include instructions related to the suspension height adjustment. For example, the suspension adjustment instruction can include any one parameter or combination of the target suspension height, suspension adjustment speed, adjustment direction, etc.

[0106] The adjustment direction refers to the direction of the suspension height adjustment, such as raising or lowering.

[0107] The suspension adjustment speed refers to the time or rate required for the suspension to adjust from the current suspension height to the target suspension height.

[0108] In some embodiments, the target suspension height, suspension adjustment speed, adjustment direction, etc. can be determined based on manual input.

[0109] In some embodiments, the target suspension height can be determined in various ways according to the vehicle driving state, driving mode, road conditions, and other relevant parameters. For example, based on parameters such as the vehicle driving state, driving mode, and road conditions, the historical suspension height under the same or similar parameters can be selected from historical data as the target suspension height. Also, for different vehicle driving states, driving modes, and road conditions, there are corresponding different target suspension heights, and their corresponding relationships can be determined based on prior knowledge or historical data.

[0110] In some embodiments, corresponding suspension adjustment instructions can be sent to the suspension actuator based on parameters such as the target suspension height, suspension adjustment speed, and adjustment direction to perform specific height adjustment. For example, for a hydraulic suspension system, the vehicle body height is adjusted by changing the pressure of the liquid. For a pneumatic suspension system, compressed air is used to adjust the vehicle body height.

[0111] In some embodiments of this specification, during the braking process, by switching operations and / or suspension adjustment operations, the suspension adjustment instructions are determined to trigger the adjustment of the suspension height, which can precisely control the suspension height, optimize the overall performance and comfort of the vehicle, and provide a more intelligent and personalized driving experience for the driver.

[0112] In some embodiments, the method further includes: When the first difference between the current suspension height and the first suspension height is greater than or equal to the first preset difference threshold, the height of the suspension is continuously adjusted based on the first suspension height.

[0113] The current suspension height refers to the suspension height at the current moment, and the current moment can be any time point, specifically depending on the time when the electronic device determines the relevant instructions for the two suspension heights.

[0114] The first preset difference threshold is the threshold condition for evaluating whether the first adjustment of the suspension height needs to continue. The first preset difference threshold can be determined based on experiments or experience.

[0115] In some embodiments, when a suspension adjustment instruction is detected and the vehicle is in a preset working condition, the height of the vehicle suspension at this time is used as the initial suspension height. The process of adjusting the height of the vehicle suspension from the initial suspension height to the first suspension height is called the first adjustment. During the first adjustment, the suspension height can be adjusted successively based on a preset adjustment amount. Each time the suspension height is adjusted, the current suspension height is monitored in real time, and the first difference between it and the first suspension height is calculated. When the first difference between the current suspension height of the suspension and the first suspension height is greater than or equal to the first preset difference threshold, the height of the suspension is continuously adjusted until the first difference is less than the first preset difference threshold.

[0116] The preset adjustment amount for the first adjustment can be a fixed value or a value that changes according to the number of adjustments. The preset adjustment amount is used to control the height change amount for each adjustment.

[0117] In some embodiments of this specification, the first preset difference threshold can help accurately adjust the suspension height to the first suspension height.

[0118] In some embodiments, when the first difference between the current suspension height of the suspension and the first suspension height is less than the first preset difference threshold, the adjustment of the suspension height is stopped.

[0119] Figure 3 It is an exemplary flowchart of the re - adjustment shown in some embodiments of this specification. In some embodiments, process 300 can be executed based on an electronic device. As Figure 3 shown, process 300 includes the following steps.

[0120] In some embodiments, after stopping the adjustment of the suspension height, the method further includes: Step 310, detecting a jump of the suspension. When the second difference between the second suspension height after the jump and the target suspension height is greater than or equal to the second preset difference threshold, based on the target suspension height, the height of the suspension is continuously adjusted.

[0121] The second preset difference threshold is a threshold condition for evaluating whether the re - adjustment of the suspension height needs to continue. The second preset difference threshold can be set according to the accuracy requirements of the suspension system and the actual working conditions of the vehicle. For example: in some application scenarios, the second preset difference threshold can be set to 5 mm. In other scenarios, the second preset difference threshold can be set according to the actual performance of the suspension system. It should be understood that the second preset difference threshold can be the same as or different from the first preset difference threshold, and this specification does not limit this.

[0122] The second suspension height refers to the actual height of the suspension after experiencing the first adjustment and jump.

[0123] It should be noted that the first suspension height refers to the height value of the suspension after the first adjustment under the suspension adjustment instruction. The first suspension height is achieved through active adjustment, and it can be obtained by adjusting the suspension height based on the control unit of the suspension system (such as solenoid valves, hydraulic systems, etc.).

[0124] The second suspension height is the height value of the suspension after a height jump occurs in the non-controlled state after the first suspension height adjustment. The jump may be caused by system pressure changes, external disturbances, or other non-controlled factors. The second suspension height is achieved passively and is the result of the change of the suspension system in the non-controlled state. The second suspension height may be higher or lower than the first suspension height, depending on the jump direction.

[0125] Exemplarily, after the first suspension height adjustment, when the driver releases the brake pedal, the stress of the brake caliper disappears instantaneously, resulting in a jump in the suspension height. After the jump, the height of the suspension is recorded as the second suspension height.

[0126] In some embodiments, the jump direction can be determined based on the adjustment direction of the first suspension height. For example, when the adjustment direction of the first suspension height is upward adjustment, the jump direction is upward jump, manifested as the suspension height jumping upward; when the adjustment direction of the first suspension height is downward adjustment, the jump direction is downward jump, manifested as the suspension height jumping downward. The deeper the braking depth and the longer the suspension adjustment stroke, the more obvious the jump phenomenon and the larger the jump value.

[0127] In some embodiments, the process of adjusting the height of the vehicle suspension from the second suspension height to the target suspension height after the suspension height jump is called re-adjustment. During the re-adjustment process, the suspension height can be adjusted successively based on a preset adjustment amount. Each time the suspension height is adjusted, the current suspension height is monitored in real time, and the second difference between it and the target suspension height is calculated. When the second difference between the current suspension height and the target suspension height of the suspension is greater than or equal to the second preset difference threshold, the height of the suspension is continuously adjusted until the second difference is less than the second preset difference threshold.

[0128] The preset adjustment amount for re-adjustment can be a fixed value or a value that changes according to the number of adjustments. It should be understood that the preset adjustment amount for re-adjustment can be the same as or different from the preset adjustment amount for the first adjustment, and this specification does not limit this.

[0129] In some embodiments of this specification, after the suspension jump, the suspension height is continuously adjusted to ensure that the suspension finally reaches the desired target suspension height, improving the accuracy of the suspension height adjustment.

[0130] In some embodiments, the first suspension height is between the target suspension height and the initial suspension height.

[0131] The first suspension height is the intermediate state during the adjustment process. Specifically, it is the height reached by the suspension after the first adjustment. The first suspension height is a transitional height value between the initial suspension height and the target suspension height.

[0132] When it is necessary to raise the suspension (for example, when driving off-road or on uneven roads), in order to prevent instability (i.e., "jumping") caused by a sudden increase in height, a first suspension height slightly lower than the target suspension height can be set first. By gradually increasing the suspension height to the first suspension height, the first adjustment is achieved. Even if the suspension experiences a height jump in an uncontrolled state and gradually returns to the stationary state, since the first suspension height is between the target suspension height and the initial suspension height, it helps the second suspension height after the upward jump to be the desired target suspension height.

[0133] Conversely, when it is necessary to lower the suspension (such as optimizing aerodynamic performance when driving on the highway), in order to prevent instability (i.e., "jumping") caused by a sudden decrease in height, a first suspension height slightly higher than the target suspension height can be preset. By gradually reducing the suspension height to the first suspension height, the first adjustment is achieved. Even if the suspension experiences a height jump in an uncontrolled state and gradually returns to the stationary state, since the first suspension height is between the target suspension height and the initial suspension height, it helps the second suspension height after the downward jump to be the desired target suspension height.

[0134] During the suspension height adjustment process, due to factors such as system pressure (such as releasing the brake), the suspension height may experience a height jump phenomenon. By setting the first suspension height, the height jump of the suspension can be compensated during the adjustment process, so that after the suspension stops jumping, it can more accurately reach the desired target height.

[0135] In some embodiments of this specification, by adjusting in stages and compensating for jumps, the suspension height can be more precisely controlled to ultimately reach the desired target height.

[0136] In some embodiments, the first suspension height is determined as follows: The preset suspension height is processed based on a preset discount coefficient to obtain the first suspension height.

[0137] The discount coefficient is an adjustment factor used to correct the target suspension height according to specific conditions or requirements to obtain the first suspension height. The discount coefficient can be determined based on various factors, such as vehicle speed, load condition, road surface condition, etc., to compensate for the jump value of the suspension under preset working conditions.

[0138] In some embodiments, in practical applications, the corresponding discount factor can be predicted based on an expert system or a machine learning model according to the current vehicle data (such as vehicle speed, driving mode, road conditions, etc.).

[0139] The preset suspension height can be the target suspension height, or the initial suspension height, or other custom height values.

[0140] In some embodiments, the preset suspension height can be processed based on the preset discount factor in various ways to obtain the first suspension height. For example, through linear calculation, the preset suspension height is adjusted according to the preset discount factor to obtain the first suspension height. Exemplarily, the first suspension height = preset suspension height × discount factor. Another example is that the preset discount factor can be one or more coefficients of a preset non-linear function (such as a quadratic function, a logarithmic function, etc.), and the preset suspension height is mapped to the first suspension height based on the preset non-linear function, and the preset non-linear function can be obtained based on modeling or calibration.

[0141] In some embodiments of this specification, by determining the discount factor, it helps to predict the first suspension height that conforms to the actual situation to compensate for the jump value of the suspension height.

[0142] Figure 4 It is an exemplary flowchart for determining the first suspension height shown in some embodiments of this specification. In some embodiments, process 400 can be executed based on an electronic device. As Figure 4 shown, process 400 includes the following steps.

[0143] In some embodiments, processing the preset suspension height based on the preset discount factor to obtain the first suspension height includes: Step 410, determining the predicted jump amount based on the discount factor; Step 420, increasing or decreasing the preset suspension height based on the predicted jump amount to obtain the first suspension height.

[0144] The predicted jump amount is a compensation value obtained based on the discount factor and is used to optimize the suspension adjustment process.

[0145] In some embodiments, the predicted jump amount can be determined based on the discount factor in various ways. For example, a preset table can be constructed based on historical data, and by looking up the table, the predicted jump amount corresponding to the combination of the current discount factor, the initial suspension height, and the target suspension height can be determined. The preset table is used to reflect the correspondence between different combinations of the preset discount factor, the preset initial suspension height, and the preset target suspension height and different preset predicted jump amounts.

[0146] In some embodiments, the preset suspension height is the initial suspension height. When it is necessary to raise the suspension upwards, the initial suspension height is increased based on the predicted jump amount to obtain the first suspension height; when it is necessary to lower the suspension downwards, the initial suspension height is decreased based on the predicted jump amount to obtain the first suspension height. The above method for determining the first suspension height is only an example. Similarly, the target suspension height or other height values can be increased or decreased so that the first suspension height is between the target suspension height and the initial suspension height.

[0147] In some embodiments, determining the predicted jump amount based on the discount factor includes: Weighting the difference between the initial suspension height and the target suspension height of the suspension based on the discount factor to obtain the predicted jump amount.

[0148] In some embodiments, the predicted jump amount is , where is the predicted jump amount, H 0 is the initial suspension height of the suspension, H 1 is the target suspension height.

[0149] During the braking process, the first suspension height is related to the suspension height corresponding to the current gear of the vehicle body suspension and the suspension height corresponding to the target gear to be adjusted next. The calculation formula for the first suspension height for different gears is shown in Table 1 below: Table 1

[0150] Among them, the first suspension height is , k is the discount factor, is the suspension height corresponding to the High gear, is the suspension height corresponding to the Normal gear, is the suspension height corresponding to the Low gear.

[0151] In some embodiments of this specification, by adjusting the preset suspension height through the predicted jump value, the first suspension height can be accurately obtained, which helps to subsequently achieve staged adjustment of the suspension height (such as, first adjustment, re-adjustment, etc.), ensure that the suspension height can accurately reach the expected value, and at the same time achieve precise control of the suspension height.

[0152] In some embodiments, the discount factor is determined by the following method: Determine the discount factor based on the weight information of the vehicle and / or the attitude information of the vehicle.

[0153] In some embodiments, the total weight of the vehicle can be measured by a weight sensor installed on the vehicle suspension system or axle to obtain the weight information of the vehicle.

[0154] The attitude information of a vehicle refers to the spatial position and direction information of the vehicle during driving. For example, the attitude information of the vehicle may include: pitch angle, roll angle, yaw angle, etc.

[0155] In some embodiments, the pitch angle, roll angle, yaw angle, etc. of the vehicle can be determined by an Inertial Measurement Unit (IMU) as the attitude information of the vehicle during driving.

[0156] In some embodiments, based on the weight information of the vehicle and / or the attitude information of the vehicle, a discount coefficient is determined, including: Based on the weight information of the vehicle and the attitude information of the vehicle, through a preset mapping relationship, an associated discount coefficient associated with the weight information of the vehicle and the attitude information of the vehicle is obtained to determine the discount coefficient. Wherein, the preset mapping relationship is used to indicate the associated discount coefficient corresponding to the preset weight information and the preset attitude information.

[0157] The preset mapping relationship is a rule for mapping the weight information and attitude information of the vehicle to the corresponding associated discount coefficient. The preset mapping relationship can be established through experimental data, expert experience, etc. For example, the preset mapping relationship can be a two-dimensional mapping table, where the rows represent different weight intervals or preset weight information, the columns represent different attitude intervals or preset attitude information, and different rows and different columns correspond to different associated discount coefficients.

[0158] In some embodiments, the current weight information and attitude information of the vehicle can be obtained by sensors, and according to the current weight information and attitude information, look up in the preset mapping relationship to obtain the current discount coefficient.

[0159] In some embodiments of this specification, by considering the weight information and attitude information of the vehicle and obtaining the discount coefficient, phased adjustment of the suspension system can be achieved, which helps to compensate for suspension jumps and improve the accuracy of vehicle suspension control, driving stability and comfort.

[0160] Figure 5 It is an exemplary schematic diagram of another suspension control method shown in some embodiments of this specification.

[0161] Exemplarily, as Figure 5 shown, signals related to the vehicle are collected, including but not limited to the height signal of the wheel, the pressure signal of the wheel air spring, the braking depth signal, the vehicle speed signal of the whole vehicle. During the standard height adjustment process (for example, when not braking, that is, when the braking depth is less than 20%), the height signal of the wheel is calculated (for example, the height signal of the left front wheel / the height signal of the right front wheel / Height signal of the left rear wheel / Height signal of the right rear wheel ), respectively, with the designed heights of High / Normal / Low gears . If the differences cannot simultaneously meet the height error range , the enabling signals of the pump motor, exhaust valve, and height valve of the vehicle air spring are controlled to inflate / deflate the air spring so that the differences meet the height error range.

[0162] During the suspension height adjustment process in the braking process, the height error range can be . When the difference between the target suspension height and the actual current suspension height of the suspension , it is confirmed that the suspension has been adjusted to the desired position.

[0163] During braking, if the preset working conditions are met, the height adjustment is carried out in two stages, including the first adjustment and the second adjustment. The first adjustment uses a tracking synchronous control algorithm to mainly achieve the synchronization and rapidity of lifting and lowering. The first adjustment covers most of the stroke of controlling the suspension height. By estimating the jumping height value and correspondingly adjusting the target suspension height, the vehicle suspension first reaches the first suspension height. The second adjustment is a non-controlled pressure balance section. After the suspension stops adjusting, when the driver releases the brake, the suspension continues to perform pressure balance in the state of unbalanced force, that is, the height jumps under non-controlled conditions and gradually returns to the static state. Since the target suspension height has been adjusted based on the discount factor, when jumping from the first suspension height to the second suspension height at rest, it helps the second suspension height at the stop of the suspension to reach the desired target suspension height.

[0164] After starting the suspension height adjustment, it is necessary to wait until the suspension lifting and lowering speed reaches relative stability, and then look up the table to estimate the relevant data (such as the discount factor) of the height jump. During the process of adjusting the suspension height, the suspension height can be continuously monitored. If the first difference between the current suspension height and the first suspension height meets the accuracy requirement, that is, the first difference is less than the first preset difference threshold, the first adjustment is completed and the suspension adjustment mode is exited; if the first difference does not meet the accuracy requirement, that is, the first difference is greater than or equal to the first preset difference threshold (i.e., the height error range), then the height adjustment needs to continue. Due to the existence of the discount factor, there is a gap between the first suspension height after the first adjustment and the initial suspension height in the normal state (without braking). After the driver releases the brake pedal, there may be a phenomenon of height jump in the suspension, and its jump value can be random. Therefore, the second difference between the second suspension height after the jump and the target suspension height may not meet the accuracy requirement, that is In the case where the second suspension height after the jump does not meet the height error range, after releasing the brake, the suspension height needs to be adjusted again, that is, adjusted again to meet the theoretical design height.

[0165] During the suspension height adjustment process in the braking process, the vehicle speed of the whole vehicle needs to be less than 3 km / h, and the braking depth needs to be greater than 20%, so as to solve the phenomenon of height jump after releasing the brake, and when adjusting the suspension height during braking, abnormal noises occur between the brake caliper and the brake pads, and the air spring pressure is too high, etc. When the braking depth is small or the vehicle speed is large, the abnormal noise and jump phenomenon will disappear. Therefore, when adjusting the suspension height during braking, the preconditions that need to be met include that the vehicle speed is less than 3 km / h and the braking depth is greater than 20%.

[0166] When adjusting the suspension height during braking, there should be no inhibition or failure of the vehicle's suspension system, and the suspension height can be adjusted based on the first suspension height.

[0167] During the braking process, the suspension adjustment command can be a suspension adjustment operation or a driving mode switch. For example, the suspension adjustment command can be triggered by height adjustment (by controlling the lift button) or by switching the driving mode.

[0168] During the braking process, the discount coefficient varies with different vehicle models, and this discount coefficient can be obtained by matching vehicle model parameters. The discount coefficients for different vehicle models are different, and the discount coefficients need to be obtained by matching different working conditions (such as the vehicle being fully loaded, unloaded, half-loaded, etc.).

[0169] During the braking process, when the suspension height adjustment is triggered, it is necessary to determine whether the vehicle is in a preset working condition, that is, if the current suspension height adjustment reaches 50% of the design height when not braking, and the driving speed Vx is less than 3 km / h, and the braking depth is less than 20%, and there is no fault and no inhibition in the vehicle suspension system, it is determined that the vehicle is in the preset working condition, and the suspension height is adjusted based on the first suspension height, otherwise the design height is still used for suspension height adjustment. Since the occurrence event of the braking operation is a random event during the suspension adjustment process, after the suspension height adjustment is triggered, it is necessary to use the first suspension height for adjustment when it is determined that the vehicle is in the preset working condition.

[0170] It should be noted that the above description of the process is only for illustration and explanation, and does not limit the scope of application of this specification. For those skilled in the art, various corrections and changes can be made to the process under the guidance of this specification. However, these corrections and changes are still within the scope of this specification.

[0171] For the specific implementation of each of the above operations, reference can be made to the previous embodiments, which will not be elaborated here.

[0172] Figure 6 It is a schematic structural diagram of an electronic device shown in some embodiments of this specification.

[0173] Embodiments of the present application further provide an electronic device 600, which may include components such as a processor 601 with one or more processing cores, a memory 602 with one or more computer-readable storage media, a power supply 603, and an input unit 604. Those skilled in the art can understand that Figure 6 the electronic device structure shown in does not constitute a limitation on the electronic device, and it may include more or fewer components than shown in the figure, or combine certain components, or have different component arrangements. Among them: The processor 601 is the suspension control center, which connects various parts of the entire electronic device using various interfaces and lines. By running or executing software programs and / or modules stored in the memory 602, and by calling the data stored in the memory 602, it executes various functions of the electronic device and processes data, thereby monitoring the entire electronic device. It can be understood that the processor 601 transmits signals to the controller. Optionally, the processor 601 may include one or more processing cores; preferably, the processor 601 may integrate an application processor and a modem processor. Among them, the application processor mainly processes the operating system, user interface, application programs, etc., and the modem processor mainly processes wireless communication. It can be understood that the above-mentioned modem processor may not be integrated into the processor 601.

[0174] The memory 602 can be used to store software programs and modules. The processor 601 executes various functional applications and data processing by running the software programs and modules stored in the memory 602. The memory 602 mainly includes a program storage area and a data storage area. Among them, the program storage area can store the operating system, application programs required for at least one function (such as the sound playback function, image playback function, etc.), etc.; the data storage area can store the data created according to the use of the electronic device. In addition, the memory 602 may include high-speed random access memory, and may also include non-volatile memory, such as at least one magnetic disk storage device, a flash memory device, or other non-volatile solid-state storage devices. Correspondingly, the memory 602 may also include a memory controller to provide the processor 601 with access to the memory 602.

[0175] In some embodiments of the present application, the suspension control device can be implemented in the form of a computer program, and the computer program can run on an electronic device as shown in Figure 6 The memory of the electronic device may store each program module that constitutes the suspension control device. The computer program composed of each program module enables the processor to execute the steps in the suspension control method of each embodiment of the present application described in this specification.

[0176] The electronic device includes a processor, a memory, and a network interface connected via a system bus. Among them, the processor of the electronic device is used to provide computing and control capabilities. The memory of the electronic device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The network interface of the electronic device is used to communicate with external electronic devices via a network connection. When the computer program is executed by the processor, a suspension control method is implemented.

[0177] The electronic device further includes a power supply 603 for supplying power to each component. Preferably, the power supply 603 can be logically connected to the processor 601 through a power management system, so as to implement functions such as management of charging, discharging, and power consumption management through the power management system. The power supply 603 may further include any components such as one or more DC or AC power supplies, a recharge system, a power failure detection circuit, a power converter or inverter, and a power status indicator.

[0178] The electronic device may further include an input unit 604, which can be used to receive input digital or character information, and generate keyboard, mouse, joystick, optical or trackball signal inputs related to user settings and function control.

[0179] Although not shown, the electronic device may further include a display unit, etc., which will not be elaborated here. Specifically, in this embodiment, the processor 601 in the electronic device will load the executable files corresponding to the processes of one or more application programs into the memory 602 according to computer instructions, and the processor 601 will run the application programs stored in the memory 602, so as to implement various functions, such as the suspension control method of each embodiment of the present application described in this specification.

[0180] Those of ordinary skill in the art can understand that all or part of the steps in the above various methods can be completed by instructions, or by controlling related hardware through instructions. The instructions can be stored in a computer-readable storage medium and loaded and executed by a processor.

[0181] Specifically, when implemented, the above-mentioned each unit or structure can be implemented as an independent entity, or can be combined arbitrarily to be implemented as the same or several entities. For the specific implementation of the above-mentioned each unit or structure, reference can be made to the method embodiments described above, which will not be elaborated here.

[0182] It should be noted that Figure 6This is merely one implementation of the electronic device 600 provided by the embodiments of the present application. In actual applications, the electronic device 600 may further include more or fewer components, which are not limited herein.

[0183] It should be understood that the various solutions of the embodiments of the present application can be reasonably combined and used, and the explanations or descriptions of the various terms appearing in the embodiments can be referred to or explained with each other in the various embodiments, which are not limited herein.

[0184] Based on the above embodiments and the same concept, the embodiments of the present application further provide a computer-readable storage medium, which stores a computer program. When the computer program runs on a computer, the computer is caused to execute the method provided by the above embodiments.

[0185] Based on the above embodiments and the same concept, the embodiments of the present application further provide a computer program product, which includes a computer program. When the computer program runs on a computer, the computer is caused to execute the method provided by the above embodiments.

[0186] Figure 7 is an exemplary schematic diagram of a vehicle according to some embodiments of the present specification.

[0187] As Figure 7 shown, the embodiments of the present application further provide a vehicle, which includes the suspension control device described in any one of the embodiments; or includes the electronic device described in any one of the embodiments. Wherein, the vehicle may be a fuel vehicle, a plug-in hybrid vehicle or a new energy vehicle, etc., which are not specifically limited in this specification.

[0188] In the description of the present application, the terms "first" and "second" are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more features. In the description of the present application, "a plurality" means two or more, unless otherwise specifically defined.

[0189] Among the embodiments, embodiments and related technical features of the present application, they can be combined and replaced with each other without conflict.

[0190] The above are only the preferred embodiments of the present application, and do not impose any form of limitation on the present application. Although in the embodiments of the present application, the descriptions of the various embodiments have their own emphases, for the parts not detailed in a certain embodiment, reference can be made to the relevant embodiments of other embodiments. However, any simple modification, equivalent change and modification made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application still fall within the scope of the technical solution of the present application.

Claims

1. A suspension control method, characterized in that: The method comprises: When it is detected that the vehicle is in a preset working condition, the height of the vehicle suspension is adjusted to a first suspension height, wherein the first suspension height is different from a target suspension height that the vehicle needs to achieve.

2. The method according to claim 1, characterized in that The method further comprises: Based on the braking state of the vehicle, it is determined whether the vehicle is in a preset operating condition.

3. The method according to claim 2, characterized in that The determining whether the vehicle is in a preset operating condition based on the braking state of the vehicle includes: When the vehicle is in a braking state, it is determined whether the vehicle is in a preset operating condition based on the vehicle driving state.

4. The method according to claim 3, characterized in that The vehicle driving state includes the driving speed of the vehicle.

5. The method according to claim 3, characterized in that: The determining whether the vehicle is in a preset operating condition based on the vehicle driving state includes: When the driving speed of the vehicle is less than a preset speed threshold, it is determined that the vehicle is in a preset operating condition.

6. The method according to any one of claims 2 to 5, characterized in that: The method further comprises: When the vehicle is in a braking state, it is determined whether the vehicle is in a preset operating condition based on a suspension state.

7. The method according to claim 6, characterized in that The suspension status includes fault information of the suspension and / or adjustment information of the suspension.

8. The method according to claim 6, characterized in that The determining whether the vehicle is in a preset operating condition based on the suspension state includes: When the suspension is fault-free and / or the adjustment information of the suspension meets the first preset condition, it is determined that the vehicle is in a preset operating condition.

9. The method according to claim 8, characterized in that The adjustment information includes the adjusted height and / or the adjusted time, The adjustment information satisfies a first preset condition, including: The adjusted height reaches a preset height threshold, and / or the adjusted time reaches a preset time threshold.

10. The method according to claim 1, characterized in that The method further comprises: A driving mode switching operation and / or a suspension adjustment operation is detected, and a target suspension height corresponding to the switching operation and / or the suspension adjustment operation is determined to adjust the height of the suspension.

11. The method according to claim 1, characterized in that: The method further comprises: When a first difference between a current suspension height of the suspension and the first suspension height is greater than or equal to a first preset difference threshold, the height of the suspension continues to be adjusted based on the first suspension height.

12. The method according to claim 1, characterized in that The method further comprises: When a first difference between a current suspension height of the suspension and the first suspension height is smaller than a first preset difference threshold, adjusting the height of the suspension is stopped.

13. The method according to claim 12, characterized in that After stopping adjusting the height of the suspension, the method further comprises: The jump of the suspension is detected, and when a second difference between a second suspension height after the jump and a target suspension height is greater than or equal to a second preset difference threshold, the height of the suspension continues to be adjusted based on the target suspension height.

14. The method according to claim 1, characterized in that The first suspension height is between the target suspension height and an initial suspension height.

15. The method according to claim 1, characterized in that The first suspension height is determined by: The preset suspension height is processed based on a preset discount coefficient to obtain the first suspension height.

16. The method according to claim 15, characterized in that The step of processing the preset suspension height based on the preset discount coefficient to obtain the first suspension height includes: Based on the discount coefficient, determining a predicted jump amount; The preset suspension height is increased or decreased based on the predicted jump amount to obtain the first suspension height.

17. The method according to claim 16, characterized in that The step of determining the predicted jump amount based on the discount coefficient includes: The predicted jump amount is obtained by weighting the difference between the initial suspension height of the suspension and the target suspension height based on the discount coefficient.

18. The method according to claim 15, characterized in that The discount factor is determined in the following way: The discount coefficient is determined based on the weight information of the vehicle and / or the posture information of the vehicle.

19. The method according to claim 18, characterized in that The determining the discount coefficient based on the weight information of the vehicle and / or the posture information of the vehicle includes: Based on the weight information of the vehicle and the posture information of the vehicle, a correlation discount coefficient associated with the weight information of the vehicle and the posture information of the vehicle is obtained through a preset mapping relationship to determine the discount coefficient. The preset mapping relationship is used to indicate the associated discount coefficient corresponding to the preset weight information and the preset posture information.

20. An electronic device, characterized in that: include: a memory having a computer program stored thereon; A processor, configured to execute the computer program in the memory to implement the steps of the method according to any one of claims 1 to 19.

21. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 19 are implemented.

22. A computer program product, characterized in that The method comprises a computer program or instructions, which, when executed by a processor, implements the steps of the method according to any one of claims 1 to 19.

23. A vehicle, characterized in that: The electronic device comprises the electronic device as claimed in claim 20, or performs the steps of the method as claimed in any one of claims 1 to 19.

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