Suspension control method, medium, product, equipment and vehicle

Abstract

This application relates to a suspension control method, medium, product, device, and vehicle. The method includes: when detecting that the vehicle is in a preset operating condition, adjusting the height of the vehicle's suspension to a first suspension height, where the first suspension height is different from a target suspension height required by the vehicle. By compensating for possible jumps in suspension height, the method reduces the number of unnecessary suspension adjustments, enabling more precise suspension height control under different vehicle operating conditions.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a suspension control method, medium, product, equipment and vehicle. Background Art

[0002] Suspension height adjustment technology is gaining widespread adoption as an important means of improving vehicle performance. However, the simple control logic often employed during suspension height adjustment cannot accurately respond to dynamically changing operating conditions, potentially causing sudden jumps in vehicle height and degrading the driving experience. Summary of the Invention

[0003] The embodiments of the present application provide a suspension control method, medium, product, device and vehicle to solve the above-mentioned problems.

[0004] In order to achieve the above object, according to a first aspect of the present application, a suspension control method is provided, the method comprising:

[0005] When it is detected that the vehicle is in a preset operating 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 reach.

[0006] Optionally, the method further includes:

[0007] Based on the braking state of the vehicle, it is determined whether the vehicle is in a preset operating condition.

[0008] Optionally, determining whether the vehicle is in a preset operating condition based on the braking state of the vehicle includes:

[0009] 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.

[0010] Optionally, the vehicle driving state includes the vehicle's driving speed.

[0011] Optionally, determining whether the vehicle is in a preset operating condition based on the vehicle driving state includes:

[0012] 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.

[0013] Optionally, the method further includes:

[0014] 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.

[0015] Optionally, the suspension status includes fault information of the suspension and / or adjustment information of the suspension.

[0016] Optionally, determining whether the vehicle is in a preset operating condition based on a suspension state includes:

[0017] When the suspension is fault-free and / or the adjustment information of the suspension meets a first preset condition, it is determined that the vehicle is in a preset operating condition.

[0018] Optionally, the adjustment information includes the adjusted height and / or the adjusted time.

[0019] The adjustment information satisfies a first preset condition, including:

[0020] The adjusted height reaches a preset height threshold, and / or the adjusted time reaches a preset time threshold.

[0021] Optionally, the method further includes:

[0022] 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 suspension height.

[0023] Optionally, the method further includes:

[0024] 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.

[0025] Optionally, the method further includes:

[0026] 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.

[0027] Optionally, after stopping adjusting the height of the suspension, the method further comprises:

[0028] The suspension jump 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 suspension height continues to be adjusted based on the target suspension height.

[0029] Optionally, the first suspension height is between the target suspension height and the initial suspension height.

[0030] Optionally, the first suspension height is determined by:

[0031] The preset suspension height is processed based on a preset discount coefficient to obtain the first suspension height.

[0032] Optionally, the processing the preset suspension height based on a preset discount coefficient to obtain the first suspension height includes:

[0033] Determining a predicted jump amount based on the discount coefficient;

[0034] The preset suspension height is increased or decreased based on the predicted jump amount to obtain the first suspension height.

[0035] Optionally, determining the predicted jump amount based on the discount coefficient includes:

[0036] The predicted jump amount is obtained by weighting the difference between the initial suspension height and the target suspension height of the suspension based on the discount coefficient.

[0037] Optionally, the discount coefficient is determined by:

[0038] The discount coefficient is determined based on the weight information of the vehicle and / or the posture information of the vehicle.

[0039] Optionally, determining the discount coefficient based on the weight information of the vehicle and / or the posture information of the vehicle includes:

[0040] 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.

[0041] The preset mapping relationship is used to indicate the associated discount coefficient corresponding to the preset weight information and the preset posture information.

[0042] According to a second aspect of the present application, an embodiment of the present application further provides an electronic device, including:

[0043] a memory having a computer program stored thereon;

[0044] A processor is used to execute the computer program in the memory to implement the steps of any one of the methods provided in the embodiments of the present application.

[0045] According to the third aspect of the present application, an embodiment of the present application further provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of any one of the methods provided in the embodiments of the present application.

[0046] According to the fourth aspect of the present application, an embodiment of the present application further provides a computer program product, comprising a computer program or instructions, which, when executed by a processor, implement the steps of any one of the methods provided in the embodiments of the present application.

[0047] According to the fifth aspect of the present application, an embodiment of the present application further provides a vehicle, comprising the electronic device as described, or executing the steps of any one of the methods provided in the embodiments of the present application.

[0048] Some embodiments of the present specification include at least the following beneficial effects: by detecting the preset working condition of the vehicle, the possible jump value of the suspension is compensated based on the first suspension height, so that the suspension height can jump to the target suspension height, thereby reducing the number of invalid adjustments caused by the dynamic changes in the working conditions of the suspension system (such as braking, no braking, etc.), and reducing the wear of various components of the suspension system; under complex working conditions, through height compensation control, the vehicle can adapt to changes in working conditions more quickly, improve handling stability, and effectively improve ride comfort.

[0049] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] To more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for describing the embodiments. Obviously, the drawings described below are only some embodiments of the present application. Those skilled in the art can also derive other drawings based on these drawings without inventive effort.

[0051] In order to more completely understand the present application and its beneficial effects, the following description will be given in conjunction with the accompanying drawings, wherein the same drawing numbers represent the same parts in the following description.

[0052] Figure 1 is an application scenario diagram of the suspension control method according to some embodiments of this specification;

[0053] Figure 2 is an exemplary flow chart of a suspension control method according to some embodiments of this specification;

[0054] Figure 3 is an exemplary flow chart of readjustment according to some embodiments of this specification;

[0055] Figure 4 is an exemplary flow chart of determining a first suspension height according to some embodiments of this specification;

[0056] Figure 5 is an exemplary schematic diagram of another suspension control method according to some embodiments of this specification;

[0057] Figure 6 is a schematic structural diagram of an electronic device according to some embodiments of this specification;

[0058] Figure 7 is an exemplary schematic diagram of a vehicle according to some embodiments of the present specification. DETAILED DESCRIPTION

[0059] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the embodiments described are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0060] In order to facilitate understanding of the implementation scheme provided in the embodiment of the present application, the relevant application background of the suspension control method provided in the embodiment of the present application is first explained.

[0061] Currently, suspension height adjustment technologies (such as pneumatic, hydraulic, or electromagnetic active suspension) achieve dynamic ground clearance adjustment by driving suspension geometry through actuators (air pumps, hydraulic valves, linear motors). However, these systems often employ simple control logic that cannot meet the demands of dynamic vehicle conditions. For example, during the inflation or deflation of an air suspension, rapid changes in air pressure or insufficient sensor accuracy can cause sudden jumps in vehicle height. During dynamic driving, when the suspension system experiences road excitation or load changes, the height adjustment system may be unable to adjust in a timely manner due to response delays, resulting in sudden height changes. Key suspension components (such as air springs, solenoid valves, and air pumps) can age or malfunction over time, affecting height adjustment stability. During braking, excessive pressure within the air springs can lead to height overshoot after the brakes are released.

[0062] In view of this, some embodiments of the present specification provide a suspension control method, which predicts and adjusts the suspension height during the suspension height adjustment process by real-time monitoring of preset working conditions, thereby compensating for suspension jumps, thereby reducing the number of invalid 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, thereby improving the accuracy of suspension height adjustment and thereby improving the driving experience.

[0063] Figure 1 It is an application scenario diagram of the suspension control method shown in some embodiments of this specification.

[0064] like Figure 1 As shown, the execution body of the suspension control method can be integrated into an electronic device.

[0065] Among them, the electronic device can be an on-board terminal integrated in the vehicle, such as an electronic control unit (ECU), a vehicle control unit (VCU), a microcontroller (MCU), etc., or a device that interacts with the vehicle. The vehicle can be a fuel vehicle, a plug-in hybrid vehicle or a new energy vehicle, etc. This application does not make specific restrictions on this.

[0066] It should be noted that Figure 1 The schematic diagram of the application scenario of the suspension control method shown is merely an example. The implementation scenario of the suspension control method described in the embodiments of this application is intended to more clearly illustrate the technical solutions of the embodiments of this application and does not constitute a limitation on the technical solutions provided by the embodiments of this application. Persons skilled in the art will appreciate that with the evolution of suspension control and the emergence of new business scenarios, the technical solutions provided in this application will also be applicable to similar technical problems.

[0067] The solutions provided in the embodiments of the present application are specifically described by the following embodiments. It should be noted that the description order of the following embodiments does not limit the preferred order of the embodiments.

[0068] This embodiment will be described from the perspective of a suspension control method, and the execution logic of the suspension control method can be specifically integrated into an electronic device.

[0069] Figure 2 is an exemplary flow chart of a suspension control method according to some embodiments of this specification. In some embodiments, process 200 can be executed based on an electronic device. Figure 2 As shown, the process 200 includes the following steps.

[0070] Step 210 : When it is detected that the vehicle is in a preset operating 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.

[0071] A preset operating condition refers to a specific operating state or usage scenario that the vehicle is in. For example, the preset operating condition may include, but is not limited to, one or a combination of the following: a vehicle load change greater than a preset load change threshold, a vehicle driving condition meeting a preset road condition, or the vehicle being parked or driving at a low speed.

[0072] In some embodiments, electronic devices connected to the vehicle communicate through the vehicle's sensor system (such as a vehicle height sensor, a load sensor, a speed sensor, etc.) to determine whether the vehicle is in a preset operating condition.

[0073] The first suspension height refers to the preliminary target height calculated based on the current preset working conditions during the suspension height adjustment process, and is the intermediate reference height value of the adjustment process.

[0074] Target suspension height is the desired height of the suspension system under specific, pre-set vehicle operating conditions. Target suspension height is the endpoint of the adjustment process.

[0075] In some embodiments, the target suspension height may be determined based on preset operating conditions of the vehicle (eg, load changes, road condition changes, driving speed, etc.), and different preset operating conditions may correspond to different target suspension heights.

[0076] For example, when a vehicle is traveling on a flat road, the initial suspension height is H1. When the vehicle enters a rough road, the suspension height needs to be raised to H2 to increase 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.

[0077] For example, when the vehicle switches from an unloaded state to a fully loaded state, the suspension height may be lowered to H3 to keep the vehicle body level.

[0078] During the suspension height adjustment process, the suspension height needs to be adjusted from the initial suspension height to the target suspension height based on preset operating conditions. However, due to factors such as system response delays, sensor errors, and changes in dynamic operating conditions, height jumps may occur during the actual adjustment process. Therefore, the suspension height can be adjusted to a first suspension height first. Subsequently, after the suspension reaches the first suspension height, it can be determined whether further suspension height adjustment is required. In some scenarios, after the suspension reaches the first suspension height and the user releases the brake pedal, the stress of the brake chuck disappears instantly, causing the suspension height to jump. The first suspension height can compensate for this jump value, so that the final suspension height when it stops is the desired target suspension height.

[0079] 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 unstable response. By introducing an intermediate reference point (first suspension height), it helps to compensate for the suspension jump, so that the vehicle can more accurately maintain the target suspension height under different working conditions; the intermediate reference point can serve as a buffer point for dynamic adjustment of the system, better adapt to changes in dynamic working conditions, and reduce height jumps or overshoot; at the same time, it helps to better cope with different road conditions and load changes, and reduce vehicle posture instability caused by repeated adjustments of the suspension height.

[0080] In some embodiments, the method further comprises:

[0081] Based on the braking status of the vehicle, determine whether the vehicle is in a preset operating condition.

[0082] Braking status refers to the operating status of the vehicle's braking system.

[0083] In some embodiments, the braking state of the vehicle (such as braking intensity, braking intention, vehicle speed change, etc.) can be detected to determine whether the vehicle is in a preset operating condition requiring suspension height adjustment.

[0084] In some embodiments, the electronic device can measure the displacement or braking force of the pedal through sensors installed on the brake pedal (such as a brake pedal travel sensor or a pressure sensor, etc.), obtain the size and change rate of the brake pedal travel, and determine the braking status of the vehicle.

[0085] In some embodiments of the present specification, for suspension height control during braking, there may be a problem of excessive pressure in the air spring, which may cause height overshoot after the brake is released. By detecting the braking state, a preset operating condition can be determined, and under the preset operating condition, the suspension height can be adjusted based on a first suspension height that is different from the target suspension height, thereby avoiding the problem of inaccurate suspension height control during braking.

[0086] In some embodiments, determining whether the vehicle is in a preset operating condition based on the vehicle's braking state and the vehicle's driving state includes:

[0087] When the vehicle is in a braking state, it is determined that the vehicle is in a preset operating condition.

[0088] In some embodiments, the braking state may include a braking depth, which may refer to a percentage of pedal travel or a percentage of braking force output.

[0089] In some embodiments, when the braking depth is greater than a preset depth threshold, it is determined whether the vehicle is in a braking state based on the vehicle driving state.

[0090] The preset depth threshold is a threshold condition for determining braking depth. The preset depth threshold can be a system default value, an empirical value, a preset value, or any combination thereof, and can be set based on actual needs. This specification does not impose any restrictions on this. For example, the preset depth threshold is 20%.

[0091] The vehicle driving state is a parameter related to the vehicle's motion. For example, the vehicle driving state may include information related to the vehicle's speed (eg, velocity, acceleration, etc.).

[0092] In some embodiments, the vehicle driving state includes the vehicle's driving speed.

[0093] In some embodiments, determining whether the vehicle is in a preset operating condition based on the vehicle's driving state includes:

[0094] 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.

[0095] The preset speed threshold refers to the threshold condition of the vehicle under preset operating conditions. The preset speed threshold can be set according to the vehicle's usage scenario and safety requirements.

[0096] In some embodiments, the vehicle speed can be monitored in real time by a vehicle speed sensor to obtain the vehicle speed. For example, the vehicle speed can be collected once every certain time interval (such as 1 second) by the speed sensor.

[0097] In some embodiments, the collected driving speed can be compared with a preset speed threshold to determine whether the vehicle is in a preset operating condition. For example, when the vehicle's driving speed is lower than the preset speed threshold, the vehicle is determined to be in the preset operating condition. For another example, when the vehicle's driving speed is lower than the preset speed threshold for a duration exceeding a set time (e.g., 10 seconds), the vehicle is determined to be in the preset operating condition.

[0098] In some embodiments, other parameters (such as acceleration, steering angle, etc.) may be combined to further confirm the driving status of the vehicle.

[0099] In some embodiments of this specification, by real-time monitoring of the vehicle's driving speed and braking status, the suspension height can be accurately adjusted to ensure that the vehicle maintains optimal comfort and safety. For example, appropriately adjusting the suspension height at low speeds can increase the vehicle's stability and handling.

[0100] In some embodiments, determining that the vehicle is in a predetermined operating condition includes:

[0101] When the vehicle is in a braking state, it is determined whether the vehicle is in a preset operating condition based on the suspension state.

[0102] Suspension status refers to a series of dynamic characteristics exhibited by the vehicle's suspension system during operation. For example, the suspension status reflects the current working conditions of the suspension system, including parameters such as suspension height, suspension pressure, suspension load, and working status.

[0103] Ride height refers to the distance of a vehicle's suspension system from a predetermined surface, such as the ground. For example, ride height includes the length of the suspension system's elastic elements, such as springs.

[0104] In some embodiments, the electronic device may measure the current suspension height through a vehicle body height sensor.

[0105] Suspension pressure refers to the gas or liquid pressure in a suspension system (such as an air suspension or a hydraulic suspension). In some embodiments, the electronic device can measure the current suspension pressure using a pressure sensor.

[0106] 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 of the suspension at the current moment through a load sensor or a pressure sensor.

[0107] The working status of the suspension system refers to the working status of the suspension system (such as air springs, shock absorbers, sensors, etc.).

[0108] In some embodiments, it is possible to determine whether the vehicle is in a preset operating condition in a variety of ways. For example, during braking, the electronic device can determine whether the suspension state is in a corresponding specified state based on parameters such as suspension height, suspension pressure, suspension load, and operating status to determine whether the vehicle is in a preset operating condition. For another example, during braking, the electronic device can determine whether the vehicle's driving state is in a corresponding specified state based on the vehicle's driving speed, etc. to determine whether the vehicle is in a preset operating condition. For another example, during braking, the electronic device can determine that the vehicle is in a preset operating condition when it determines that the suspension state is in its corresponding specified state and the vehicle's driving state is in the corresponding specified state.

[0109] It should be noted that the designated state is related to the object of determination. For example, if the object of determination is the driving state of the vehicle, the corresponding designated state may be a parameter state related to speed, acceleration, etc.

[0110] In some embodiments of this specification, by real-time monitoring of the suspension status, abnormal conditions of the suspension system can be discovered 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 actual conditions and optimize the comfort, handling and safety of the vehicle.

[0111] In some embodiments, the suspension status includes suspension fault information and / or suspension adjustment information.

[0112] Suspension fault information refers to abnormal conditions that may occur during the operation of the suspension system. For example, suspension fault information may include whether the suspension is faulty or inhibited.

[0113] In some embodiments, the electronic device may be communicatively connected to the vehicle controller to obtain suspension fault information in real time or periodically.

[0114] Suspension adjustment information refers to information related to the dynamic adjustment of the suspension system based on the vehicle's driving state and road conditions. For example, suspension adjustment information may include, but is not limited to, a data set recording suspension adjustment operations, including but not limited to historical adjustment records of parameters such as suspension height and damping, as well as the triggering conditions and time of the adjustment.

[0115] In some embodiments, determining that the vehicle is in a predetermined operating condition based on the suspension state includes:

[0116] When the suspension is fault-free and / or the adjustment information satisfies a first preset condition, it is determined that the vehicle is in a preset operating condition.

[0117] Suspension fault-free means that the relevant components of the suspension system (such as sensors, actuators, control units, etc.) are in normal working condition. For example, suspension fault-free may include the absence of suspension faults and suppression phenomena.

[0118] The first preset condition is a determination condition for evaluating adjustment information. For example, the first preset condition may include whether the adjustment frequency of the suspension height or suspension damping adjustment reaches a corresponding threshold, or whether the adjustment amplitude of the suspension height or suspension damping adjustment is within a certain range. Exemplary first preset conditions include: the suspension height has been adjusted more than three times in the past five minutes; or the adjustment amplitude of the suspension height exceeds a preset height threshold.

[0119] In some embodiments, the adjustment information includes the adjusted height and / or the adjusted time.

[0120] The adjustment information satisfies the first preset condition, including:

[0121] The adjusted altitude reaches a preset altitude threshold, and / or the adjusted time reaches a preset time threshold.

[0122] "Adjusted height reaching a preset height threshold" means the actual adjusted height of the suspension system has reached a preset target height. For example, the adjusted height may be the height change from the start of suspension adjustment to the current moment in a single suspension adjustment instruction. Alternatively, the adjusted height may be the current suspension height among multiple suspension heights experienced during a single suspension adjustment instruction.

[0123] The preset height threshold may be set according to the vehicle's driving conditions and performance requirements. In some embodiments, the preset height threshold may be determined based on a design height.

[0124] When the adjusted time reaches a preset time threshold, it means that the suspension system adjustment process has continued for a certain period of time. For example, the adjusted time can be the time elapsed from the start of suspension adjustment to the current moment in a suspension adjustment instruction, or the adjusted time can be the current time point of multiple time points during the suspension adjustment process in a suspension adjustment instruction.

[0125] The preset time threshold may be set according to the driving conditions and performance requirements of the vehicle.

[0126] In practical applications, the adjusted height and adjusted time can be used in combination or separately to ensure the accuracy and reliability of 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, then the adjustment information is determined to meet the first preset condition. For another example, if the adjusted time does not reach the preset time threshold, but the adjusted height reaches the preset height threshold, then the adjustment information is determined to meet the first preset condition. For another example, if the adjusted height reaches the preset height threshold and the adjusted time reaches the preset time threshold, then the adjustment information is determined to meet the first preset condition.

[0127] In some embodiments, the preset operating conditions may include: a suspension adjustment instruction is detected, the vehicle is in a braking process, the vehicle's driving speed is less than a preset speed threshold, the suspension is fault-free, and the adjusted height of the suspension reaches a preset height threshold. Exemplarily, the preset operating conditions may include:

[0128] The vehicle speed Vx is less than 3 km / h;

[0129] Braking depth BklDep is greater than 20%;

[0130] The vehicle's suspension system has no faults or inhibition;

[0131] Suspension adjustment commands are detected;

[0132] The adjusted height reaches the preset height threshold (e.g., 50% of the design height).

[0133] It is understandable that the above description of the preset operating condition is only an example. In other optional embodiments, the preset operating condition may also be in other forms, which are not limited here. For example, the preset operating condition may include: a suspension adjustment instruction is detected, and the vehicle is in a braking process, and the vehicle's driving speed is less than a preset speed threshold. For another example, the preset operating condition may include: a suspension adjustment instruction is detected, and the vehicle is in a braking process, and the suspension is fault-free, and the suspension has been adjusted for a preset time threshold. For another example, the preset operating condition may include: a suspension adjustment instruction is detected, and the vehicle is in a braking process, and the vehicle's driving speed is less than a preset speed threshold, and the suspension is fault-free, and the suspension has been adjusted for a preset time threshold. By way of example, the preset operating condition may include:

[0134] The vehicle speed Vx is less than 3 km / h;

[0135] Braking depth BklDep is greater than 20%;

[0136] The vehicle's suspension system has no faults or inhibition;

[0137] Suspension adjustment commands are detected;

[0138] The adjusted time reaches the preset time threshold.

[0139] It should be noted that by detecting the preset operating conditions and adjusting the suspension height when it is determined that the vehicle meets the preset operating conditions, problems such as poor suspension adjustment accuracy caused by height jumps after the brakes are released can be solved. At the same time, problems such as abnormal noise from the brake chuck can be solved, thereby improving the driving experience.

[0140] In some embodiments of the present specification, the accuracy and reliability of vehicle suspension height adjustment can be ensured through adjusted height and / or adjusted time. Adjusted height and / or adjusted time can be used alone or in combination to optimize vehicle performance, safety and user experience.

[0141] In some embodiments, the method further comprises:

[0142] 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 suspension height.

[0143] The driving mode switching operation can be selected by the driver through the control panel, buttons or touch screen in the car. The driving mode may include but is not limited to off-road mode, sports mode, comfort mode, energy-saving mode, etc.

[0144] Each driving mode corresponds to a different target suspension height. By personalizing the target suspension height, it can be adjusted according to the driver's preferences and needs, providing a more diverse driving experience.

[0145] In some embodiments, the target suspension height can be determined based on the design height, which includes the design heights of three gears, namely High / Normal / Low, and the corresponding design heights are .

[0146] In some embodiments, a target gear position may be determined based on the suspension adjustment instruction, and a design height of the target gear position may be used as a target suspension height.

[0147] The target suspension height during braking is related to the initial gear position of the current vehicle body suspension and the target gear position that needs to be adjusted in the next step.

[0148] In some embodiments, the driver selects different driving modes through buttons on the center console or steering wheel, or the autonomous driving system can automatically switch driving modes based on vehicle speed, road conditions, etc.

[0149] Suspension adjustment can be performed manually or automatically. For example, the driver can manually adjust the suspension height using the center console or a dedicated button. Alternatively, an autonomous driving system can automatically adjust the suspension height based on sensor data (such as vehicle speed, acceleration, and vehicle posture).

[0150] In some embodiments, upon detecting a driving mode switch and / or a suspension adjustment operation, a corresponding suspension adjustment instruction is generated. The suspension adjustment instruction may include instructions related to suspension height adjustment. For example, the suspension adjustment instruction may include any one or a combination of parameters such as a target suspension height, a suspension adjustment speed, and an adjustment direction.

[0151] Adjustment direction refers to the direction of suspension height adjustment, such as raising or lowering.

[0152] 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.

[0153] In some embodiments, the target suspension height, suspension adjustment speed, adjustment direction, etc. may be determined based on manual input.

[0154] In some embodiments, the target suspension height can be determined in a variety of ways based on the vehicle's driving state, driving mode, road conditions, and other relevant parameters. For example, historical suspension heights with the same or similar parameters can be selected from historical data to serve as the target suspension height. For another example, different vehicle driving states, driving modes, and road conditions may correspond to different target suspension heights, and this correspondence can be determined based on prior knowledge or historical data.

[0155] In some embodiments, based on parameters such as target suspension height, suspension adjustment speed, and adjustment direction, corresponding suspension adjustment instructions can be sent to the suspension actuator to perform specific height adjustments. For example, a hydraulic suspension system adjusts vehicle height by varying the pressure of the liquid. A pneumatic suspension system adjusts vehicle height using compressed air.

[0156] In some embodiments of this specification, during the braking process, the suspension adjustment instructions are determined through switching operations and / or suspension adjustment operations, triggering the adjustment of the suspension height. This can accurately control the suspension height and optimize the overall performance and comfort of the vehicle, providing the driver with a more intelligent and personalized driving experience.

[0157] In some embodiments, the method further comprises:

[0158] When a first difference between the current suspension height 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.

[0159] The current suspension height refers to the suspension height at the current moment, and the current moment may be any point in time, depending on the time when the electronic device determines the relevant instructions of the two suspension heights.

[0160] The first preset difference threshold is a threshold condition for evaluating whether the first adjustment of the suspension height needs to be continued. The first preset difference threshold can be determined based on experiments or experience.

[0161] In some embodiments, when a suspension adjustment instruction is detected and the vehicle is in a preset operating condition, the height of the vehicle suspension is used as the initial suspension height, and the process of adjusting the height of the vehicle suspension from the initial suspension height to the first suspension height is referred to as a first adjustment. During the first adjustment process, the suspension height can be adjusted sequentially based on a preset adjustment amount. Each time the suspension height is adjusted, the current suspension height is monitored in real time, and a first difference between the current suspension height and the first suspension height is calculated. If the first difference between the current suspension height and the first suspension height is greater than or equal to a first preset difference threshold, the suspension height is continuously adjusted until the first difference is less than the first preset difference threshold.

[0162] 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.

[0163] In some embodiments of the present specification, the first preset difference threshold may help accurately adjust the height of the suspension to the first suspension height.

[0164] In some embodiments, when a first difference between the current suspension height and the first suspension height of the suspension is smaller than a first preset difference threshold, adjusting the height of the suspension is stopped.

[0165] Figure 3 is an exemplary flow chart of readjustment according to some embodiments of this specification. In some embodiments, process 300 can be executed based on an electronic device. Figure 3 As shown, the process 300 includes the following steps.

[0166] In some embodiments, after stopping adjusting the height of the suspension, the method further comprises:

[0167] Step 310 : Detecting a jump of the suspension, and if 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, continue adjusting the suspension height based on the target suspension height.

[0168] The second preset difference threshold is a threshold condition used to assess whether suspension height readjustment should continue. The second preset difference threshold can be set based on the required precision of the suspension system and the actual operating 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 based on 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.

[0169] The second suspension height refers to the actual height of the suspension after the first adjustment and jump.

[0170] 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 command. The first suspension height is achieved through active adjustment, which can be achieved by adjusting the suspension height based on the control unit of the suspension system (such as a solenoid valve, hydraulic system, etc.).

[0171] The second suspension height is the value the suspension reaches after a jump in height occurs during an uncontrolled state after the first suspension height adjustment. Jumps can be caused by changes in system pressure, external interference, or other uncontrolled factors. The second suspension height is achieved passively, resulting from changes in the suspension system during an uncontrolled state. The second suspension height can be higher or lower than the first suspension height, depending on the direction of the jump.

[0172] For example, after the first suspension height adjustment, when the driver releases the brake pedal, the stress of the brake caliper disappears instantly, causing the suspension height to jump. After the jump, the suspension height is recorded as the second suspension height.

[0173] In some embodiments, the jump direction can be determined based on the adjustment direction of the first suspension height. For example, if the first suspension height is adjusted upward, the jump direction is an upward jump, resulting in an upward jump in the suspension height; if the first suspension height is adjusted downward, the jump direction is a downward jump, resulting in a downward jump in the suspension height. The deeper the braking depth and the longer the suspension adjustment travel, the more pronounced the jump phenomenon and the larger the jump value.

[0174] In some embodiments, after the suspension height jump, the process of adjusting the vehicle suspension height from the second suspension height to the target suspension height is referred to as re-adjustment. During the re-adjustment process, the suspension height can be adjusted sequentially based on a preset adjustment amount. Each time the suspension height is adjusted, the current suspension height is monitored in real time, and a second difference between the current suspension height and the target suspension height is calculated. If the second difference between the current suspension height and the target suspension height is greater than or equal to a second preset difference threshold, the suspension height is continuously adjusted until the second difference is less than the second preset difference threshold.

[0175] 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.

[0176] In some embodiments of the present specification, the suspension height adjustment is continued after the suspension jump, to ensure that the suspension eventually reaches the desired target suspension height, thereby improving the accuracy of the suspension height adjustment.

[0177] In some embodiments, the first suspension height is between the target suspension height and the initial suspension height.

[0178] The first suspension height is an 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.

[0179] When the suspension needs to be raised upward, the overall height of the suspension needs to be increased (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. The first adjustment is achieved by gradually increasing the suspension height to the first suspension height. Even if the suspension jumps in height under uncontrolled conditions and gradually returns to a stationary state, since the first suspension height is between the target suspension height and the initial suspension height, it helps that the second suspension height after the upward jump is the desired target suspension height.

[0180] When it is necessary to lower the suspension downward, on the contrary, when lowering the suspension height (for example, to optimize aerodynamic performance when driving on a highway), in order to prevent instability (i.e., "jumping") caused by a sudden height reduction, a first suspension height slightly higher than the target suspension height can be pre-set, and the first adjustment is achieved by gradually reducing the suspension height to the first suspension height. Even if the suspension height jumps in an uncontrolled state and gradually returns to a stationary state, since the first suspension height is between the target suspension height and the initial suspension height, it helps that the second suspension height after the downward jump is the desired target suspension height.

[0181] During suspension height adjustment, the suspension height may jump due to factors such as system pressure (e.g., releasing the brakes). By setting the first suspension height, you can compensate for these jumps during adjustment, allowing you to more accurately reach the desired target height after the jumps stop.

[0182] In some embodiments of the present specification, the suspension height can be more accurately controlled through staged adjustment and jump compensation, so that it ultimately reaches the desired target height.

[0183] In some embodiments, the first suspension height is determined by:

[0184] The preset suspension height is processed based on a preset discount coefficient to obtain a first suspension height.

[0185] The discount factor is an adjustment factor used to modify the target suspension height to achieve the first suspension height based on specific conditions or requirements. The discount factor can be determined based on various factors, such as vehicle speed, load, and road conditions, to compensate for suspension jumps under preset operating conditions.

[0186] In some embodiments, in actual applications, the corresponding discount coefficient can be predicted based on the current vehicle data (such as vehicle speed, driving mode, road conditions, etc.) using an expert system or a machine learning model.

[0187] The preset suspension height can be a target suspension height, an initial suspension height, or other user-defined height values.

[0188] In some embodiments, the preset suspension height can be processed based on a preset discount coefficient in various ways to obtain the first suspension height. For example, the preset suspension height can be adjusted based on the preset discount coefficient through linear calculation to obtain the first suspension height. For example, the first suspension height = preset suspension height × discount coefficient. For another example, the preset discount coefficient can be one or more coefficients of a preset nonlinear function (such as a quadratic function or a logarithmic function). The preset suspension height is mapped to the first suspension height based on the preset nonlinear function. The preset nonlinear function can be obtained through modeling or calibration.

[0189] In some embodiments of the present specification, determining a discount coefficient helps to predict a first suspension height that conforms to actual conditions, so as to compensate for a jump value of the suspension height.

[0190] Figure 4 is an exemplary flow chart of determining the first suspension height according to some embodiments of this specification. In some embodiments, process 400 can be executed based on an electronic device. Figure 4 As shown, process 400 includes the following steps.

[0191] In some embodiments, processing the preset suspension height based on a preset discount coefficient to obtain a first suspension height includes:

[0192] Step 410, determining a predicted jump value based on the discount coefficient;

[0193] Step 420 : Increase or decrease the preset suspension height based on the predicted jump amount to obtain a first suspension height.

[0194] The predicted jump variable is a compensation value obtained based on the discount coefficient and is used to optimize the suspension adjustment process.

[0195] In some embodiments, the predicted jump amount can be determined based on the discount coefficient in various ways. For example, a preset table can be constructed based on historical data, and the predicted jump amount corresponding to the current combination of the discount coefficient, initial suspension height, and target suspension height can be determined by lookup. The preset table is used to reflect the correspondence between different preset discount coefficients, preset initial suspension heights, and preset target suspension heights and different preset predicted jump amounts.

[0196] In some embodiments, a preset suspension height is used as an initial suspension height. When the suspension needs to be raised, the initial suspension height is increased based on the predicted jump amount to obtain a first suspension height. When the suspension needs to be lowered, the initial suspension height is decreased based on the predicted jump amount to obtain a first suspension height. The above method for determining the first suspension height is merely an example. A similar method can also be used to increase or decrease a target suspension height or other height value so that the first suspension height is between the target suspension height and the initial suspension height.

[0197] In some embodiments, determining the predicted jump amount based on the discount factor includes:

[0198] The difference between the initial suspension height and the target suspension height is weighted based on the discount coefficient to obtain the predicted jump variable.

[0199] In some embodiments, the predicted jump value is ,in, To predict the jump variable, H0 is the initial suspension height of the suspension, and H1 is the target suspension height.

[0200] During braking, the first suspension height is related to the suspension height corresponding to the current gear position of the vehicle body suspension and the suspension height corresponding to the target gear position to be adjusted next. The calculation formula for the first suspension height for different gear positions is shown in Table 1 below:

[0201] Table 1

[0202]

[0203] Among them, the first suspension height is , k is the discount coefficient, The suspension height corresponding to the High gear position is is the suspension height corresponding to the Normal gear position, The suspension height corresponding to the Low gear position.

[0204] 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 implement stage-by-stage adjustment of the suspension height (such as the first adjustment, the second adjustment, etc.), ensuring that the suspension height can accurately reach the expected value, while achieving precise control of the suspension height.

[0205] In some embodiments, the discount factor is determined as follows:

[0206] A discount coefficient is determined based on the vehicle's weight information and / or the vehicle's posture information.

[0207] 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 vehicle weight information.

[0208] The vehicle's attitude information refers to the spatial position and orientation of the vehicle during driving. For example, the vehicle's attitude information may include pitch angle, roll angle, yaw angle, etc.

[0209] 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 posture information of the vehicle during driving.

[0210] In some embodiments, determining a discount factor based on vehicle weight information and / or vehicle posture information includes:

[0211] Based on the vehicle weight information and the vehicle posture information, a correlation discount coefficient associated with the vehicle weight information and the vehicle posture information is obtained through a preset mapping relationship to determine the discount coefficient.

[0212] The preset mapping relationship is used to indicate the associated discount coefficient corresponding to the preset weight information and the preset posture information.

[0213] The preset mapping relationship is a rule for mapping the vehicle's weight and posture information to corresponding associated discount coefficients. 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 rows represent different weight ranges or preset weight information, and columns represent different posture ranges or preset posture information, with different rows and columns corresponding to different associated discount coefficients.

[0214] In some embodiments, the current weight information and posture information of the vehicle can be obtained through sensors, and the current discount coefficient can be obtained by searching in a preset mapping relationship based on the current weight information and posture information.

[0215] In some embodiments of this specification, by considering the vehicle's weight information and posture information and obtaining a discount coefficient, the suspension system can be adjusted in stages, which helps to compensate for suspension jumps and improve the accuracy of vehicle suspension control, driving stability and comfort.

[0216] Figure 5 is an exemplary schematic diagram of another suspension control method according to some embodiments of this specification.

[0217] For example, Figure 5 As shown, the vehicle-related signals are collected, including but not limited to the wheel height signal, the wheel spring pressure signal, the braking depth signal, and the vehicle speed signal. During the standard height adjustment process (for example, when the brake is not applied, that is, when the braking depth is less than 20%), the wheel height signal (for example, the left front wheel height signal) is calculated. / Right front wheel height signal / Left rear wheel height signal / Right rear wheel height signal ) and the design height of High / Normal / Low respectively If the difference cannot satisfy the height error range at the same time , by controlling the enable signal of the pump motor, the exhaust valve and the height valve of the vehicle air spring, the air spring is inflated / deflated so that the difference meets the height error range.

[0218] During the suspension height adjustment process during braking, the height error range can be , when the difference between the target suspension height and the actual current suspension height , it confirms that the suspension has been adjusted to the desired position.

[0219] During the braking process, 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 adopts a tracking synchronous control algorithm, which mainly realizes the synchronization and rapidity of lifting and lowering. The first adjustment covers most of the stroke of controlling the suspension height. By estimating the jump height value and adjusting the target suspension height accordingly, the vehicle suspension reaches the first suspension height first; 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 balance the pressure under an unbalanced force state, that is, the height jumps in the non-controlled state and gradually returns to a static state. Since the target suspension height has been adjusted based on the discount coefficient, when jumping from the first suspension height to the second suspension height in a static state, it helps the second suspension height when the suspension stops to reach the desired target suspension height.

[0220] After starting the suspension height adjustment, it is necessary to wait for the suspension lifting speed to reach a relatively stable state, and then look up the table to estimate the relevant data of the height jump (such as the discount coefficient). 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 requirements, 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 requirements, that is, the first difference is greater than or equal to the first preset difference threshold (that is, the height error range), it is necessary to continue to adjust the height. Due to the existence of the discount coefficient, there is a gap between the first suspension height after the first adjustment and the initial suspension height in the normal state (unbraked). After the driver releases the brake pedal, the suspension may have a height jump phenomenon, 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 requirements, that is If the second suspension height after the jump does not meet the height error range, the suspension height needs to be adjusted again after the brake is released, that is, adjusted again to meet the theoretical design height.

[0221] During suspension height adjustment during braking, the vehicle speed must be less than 3 km / h and the braking depth must be greater than 20% to prevent height jumps after the brakes are released. Furthermore, when adjusting the suspension height during braking, abnormal noises may occur between the brake caliper and brake pads, and excessive air spring pressure may occur. These noises and jumps will disappear when the braking depth is less or the vehicle speed is higher. Therefore, the prerequisites for adjusting the suspension height during braking include a vehicle speed less than 3 km / h and a braking depth greater than 20%.

[0222] Adjusting the suspension height during braking requires that the entire vehicle suspension system be free of inhibition and faults, and the suspension height can be adjusted based on the first suspension height.

[0223] During braking, the suspension adjustment command may be triggered by a suspension adjustment operation or a driving mode switch. For example, the suspension adjustment command may be triggered by height adjustment (by controlling a lift button) or by switching a driving mode.

[0224] During braking, the discount factor varies depending on the vehicle model and can be matched based on vehicle parameters. Discount factors vary for different vehicle models and must be matched based on different operating conditions (full load, empty load, half load, etc.).

[0225] During braking, when suspension height adjustment is triggered, it is necessary to determine whether the vehicle is in the preset operating condition. That is, if the current suspension height adjustment reaches 50% of the design height when not braking, the driving speed Vx is less than 3km / h, the braking depth is less than 20%, and the vehicle suspension system is fault-free and uninhibited, the vehicle is determined to be in the preset operating condition and the suspension height adjustment is performed based on the first suspension height. Otherwise, the suspension height adjustment is still performed using the design height. Since the occurrence of braking operation during the suspension adjustment process is a random event, 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 operating condition.

[0226] It should be noted that the above description of the relevant processes is for illustration and explanation only and does not limit the scope of application of this specification. For those skilled in the art, various modifications and changes can be made to the processes under the guidance of this specification. However, such modifications and changes are still within the scope of this specification.

[0227] The specific implementation of the above operations can be found in the previous embodiments and will not be repeated here.

[0228] Figure 6 This is a structural diagram of an electronic device according to some embodiments of this specification.

[0229] The embodiment of the present application further provides an electronic device 600, which may include one or more processors 601 of processing cores, one or more computer-readable storage media memories 602, a power supply 603, an input unit 604, and other components. Those skilled in the art will appreciate that Figure 6 The electronic device structure shown in the figure does not constitute a limitation of the electronic device, and may include more or fewer components than shown in the figure, or combine certain components, or arrange components differently.

[0230] Processor 601 is the suspension control center, connecting the various parts of the entire electronic device using various interfaces and lines. By running or executing software programs and / or modules stored in memory 602 and accessing data stored in memory 602, it performs various functions of the electronic device and processes data, thereby monitoring the entire electronic device. It is understood that processor 601 transmits signals with the controller. Optionally, processor 601 may include one or more processing cores; preferably, processor 601 may integrate an application processor and a modem processor, wherein the application processor primarily handles the operating system, user interface, and application programs, while the modem processor primarily handles wireless communications. It is understood that the modem processor may not be integrated into processor 601.

[0231] Memory 602 can be used to store software programs and modules. Processor 601 executes various functional applications and data processing by running the software programs and modules stored in memory 602. Memory 602 may primarily include a program storage area and a data storage area. The program storage area may store an operating system and at least one application required for a function (such as sound playback or image playback); the data storage area may store data generated based on the use of the electronic device. Furthermore, memory 602 may include high-speed random access memory and non-volatile memory, such as at least one disk storage device, flash memory device, or other volatile solid-state storage device. Accordingly, memory 602 may also include a memory controller to provide processor 601 with access to memory 602.

[0232] In some embodiments of the present application, the suspension control device can be implemented in the form of a computer program. The computer program can be used in Figure 6 The electronic device is operated on the electronic device shown. The memory of the electronic device can store various program modules that constitute the suspension control device. The computer program composed of each program module enables the processor to execute the steps of the suspension control method of each embodiment of the present application described in this specification.

[0233] The electronic device includes a processor, memory, and a network interface connected via a system bus. The processor of the electronic device is configured 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 computer program in the non-volatile storage medium. The network interface of the electronic device is configured to communicate with external electronic devices via a network connection. When executed by the processor, the computer program implements a suspension control method.

[0234] The electronic device also includes a power supply 603 for supplying power to various components. Preferably, the power supply 603 can be logically connected to the processor 601 via a power management system, thereby enabling the power management system to manage charging, discharging, and power consumption. The power supply 603 can also include one or more DC or AC power supplies, a recharging system, a power failure detection circuit, a power converter or inverter, a power status indicator, and other arbitrary components.

[0235] The electronic device may further include an input unit 604, which may be configured to receive input digital or character information and generate keyboard, mouse, joystick, optical or trackball signal input related to user settings and function control.

[0236] Although not shown, the electronic device may further include a display unit, etc., which will not be described in detail here. Specifically, in this embodiment, the processor 601 in the electronic device loads executable files corresponding to one or more application processes into the memory 602 according to computer instructions, and the processor 601 runs the application stored in the memory 602 to implement various functions, such as the suspension control method of each embodiment of the present application described in this specification.

[0237] Those skilled in the art will appreciate that all or part of the steps in the various methods of the above embodiments may be accomplished by instructions, or by controlling related hardware through instructions. The instructions may be stored in a computer-readable storage medium and loaded and executed by a processor.

[0238] In specific implementation, the above units or structures can be implemented as independent entities, or can be arbitrarily combined to implement as the same or several entities. The specific implementation of the above units or structures can refer to the previous method embodiments and will not be repeated here.

[0239] It should be noted that Figure 6 This is only one implementation of the electronic device 600 provided in the embodiment of the present application. In actual applications, the electronic device 600 may also include more or fewer components, which is not limited here.

[0240] It should be understood that the various schemes 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 mutually referenced or explained in the various embodiments, without limitation to this.

[0241] Based on the above embodiments and the same concept, an embodiment of the present application further provides a computer-readable storage medium, which stores a computer program. When the computer program runs on a computer, the computer executes the method provided in the above embodiments.

[0242] Based on the above embodiments and the same concept, an embodiment of the present application further provides a computer program product, which includes a computer program. When the computer program runs on a computer, it enables the computer to execute the method provided in the above embodiments.

[0243] Figure 7 is an exemplary schematic diagram of a vehicle according to some embodiments of the present specification.

[0244] like Figure 7As shown, the embodiments of the present application further provide a vehicle, comprising the suspension control device described in any embodiment; or comprising the electronic device described in any embodiment. The vehicle may be a fuel-powered vehicle, a plug-in hybrid vehicle, or a new energy vehicle, etc., which is not specifically limited in this specification.

[0245] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "plurality" means two or more, unless otherwise specifically defined.

[0246] The embodiments, implementation methods and related technical features of the present application can be combined and replaced with each other without conflict.

[0247] The above are only preferred embodiments of the present application and do not constitute any form of limitation to the present application. Although the descriptions of each embodiment in the embodiments of the present application have different focuses, for parts that are not described in detail in a certain embodiment, please refer to the relevant embodiments of other embodiments. However, any simple modifications, equivalent changes and modifications 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 are still 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 operating condition, adjusting the height of the vehicle suspension to a first suspension height, wherein the first suspension height is different from a target suspension height that the vehicle needs to achieve; The method further comprises: When the braking depth is greater than a preset depth threshold and 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.

2. The method according to claim 1, 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.

3. The method according to claim 2, characterized in that The suspension status includes failure information of the suspension and / or adjustment information of the suspension.

4. The method according to claim 2, 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 a first preset condition, it is determined that the vehicle is in a preset operating condition.

5. The method according to claim 4, 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.

6. 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 suspension height.

7. 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.

8. 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.

9. The method according to claim 8, characterized in that After stopping adjusting the height of the suspension, the method further includes: The suspension jump 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 suspension height continues to be adjusted based on the target suspension height.

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

11. The method according to claim 1, wherein 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.

12. The method according to claim 11, characterized in that The step of processing the preset suspension height based on the preset discount coefficient to obtain the first suspension height includes: Determining a predicted jump amount based on the discount coefficient; The preset suspension height is increased or decreased based on the predicted jump amount to obtain the first suspension height.

13. The method according to claim 12, 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 and the target suspension height of the suspension based on the discount coefficient.

14. The method according to claim 11, 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.

15. The method according to claim 14, 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.

16. 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 15.

17. 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 15 are implemented.

18. A computer program product, characterized in that The method comprises a computer program or instructions, which implement the steps of the method according to any one of claims 1 to 15 when executed by a processor.

19. A vehicle, characterized in that: The electronic device comprises the electronic device according to claim 16, or performs the steps of the method according to any one of claims 1 to 15.

Images