Air suspension system, control method thereof, related equipment and vehicle

Abstract

The embodiment of the invention discloses an air suspension system, a control method thereof, related equipment and a vehicle. The air suspension system comprises an air channel assembly, an air spring set and an anti-roll rod device. The air spring set is connected with the air channel assembly and is configured to adopt air input or output by the air channel assembly to adjust the height of a vehicle body of the vehicle, the anti-roll rod device comprises a first half rod and a second half rod, and the first half rod and the second half rod are connected or disconnected through the air input or output by the air channel assembly; according to the technical scheme, the stabilizer bar and the air spring are cooperatively controlled, the air suspension can adapt to the complex cross-country working condition needing a large suspension stroke, good riding comfort and safety can be achieved while the vehicle pursues the extreme controllability, and the overall performance of the vehicle is improved.

Description

Technical Field

[0001] The present application relates to the technical field of suspensions, and in particular, to an air suspension system, a control method thereof, related devices, and a vehicle. Background Art

[0002] An air suspension is an advanced vehicle suspension device that uses an air spring to replace a traditional coil spring and adjusts the vehicle body height and suspension stiffness by compressing air. Furthermore, it can automatically or manually adjust the suspension state according to different road conditions and driving requirements, thereby improving the vehicle's handling, stability, and riding comfort. However, the air suspension has certain limitations. Especially in complex working conditions, such as off-road conditions, it is impossible to achieve a large suspension stroke only relying on the air spring. Summary of the Invention

[0003] Aiming at the deficiencies of the prior art, the present application provides an air suspension system, a control method thereof, related devices, and a vehicle, aiming to solve the technical problem that the air suspension in the prior art cannot achieve a large suspension stroke in complex working conditions.

[0004] In a first aspect, the present application provides an air suspension system, including:

[0005] An air duct assembly;

[0006] An air spring group, connected to the air duct assembly and configured to use the gas input or output by the air duct assembly to adjust the vehicle body height;

[0007] An anti-roll bar device, including a first half bar and a second half bar, and the first half bar and the second half bar are connected or disconnected by using the gas input or output by the air duct assembly.

[0008] In a second aspect, the present application further provides a control method for an air suspension system, which is applied to the air suspension system provided in the first aspect. The control method includes:

[0009] Based on the vehicle driving state information, adjust the vehicle body height according to the gas input or output by the air duct assembly, and / or adjust the connection / disconnection state between the first half bar and the second half bar.

[0010] In a third aspect, the present application further provides a control device for an air suspension system, which is applied to the air suspension system provided in the first aspect. The control device includes:

[0011] An adjustment unit, configured to adjust the vehicle body height according to the gas input or output by the air duct assembly based on the vehicle driving state information, and / or adjust the connection / disconnection state between the first half bar and the second half bar.

[0012] Fourth aspect, the present application further provides a control system for an air suspension system, which is applied to execute the control method of the air suspension system provided in the second aspect. The control system includes:

[0013] A first processing module, configured to process the operating signals of the vehicle to obtain processed operating signals;

[0014] A second processing module, configured to process the sensor signals in the air suspension system to obtain processed sensor signals;

[0015] A control decision-making module, configured to generate a decision signal according to the processed operating signals and the processed sensor signals;

[0016] A driving module, configured to drive the gas input or output by the air duct assembly according to the decision signal to adjust the body height of the vehicle, and / or adjust the disconnection state between the first half rod and the second half rod.

[0017] Fifth aspect, the present application further provides an electronic device, including a memory and a processor. The memory stores a computer program, and when the processor executes the computer program, the steps of the control method of the air suspension system provided in the second aspect are implemented.

[0018] Sixth aspect, the present application further provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the control method of the air suspension system provided in the second aspect are implemented.

[0019] Seventh aspect, the present application further provides a vehicle, which includes the air suspension system provided in the first aspect, or the vehicle executes the steps of the control method of the air suspension system provided in the second aspect during driving.

[0020] The present application provides an air suspension system, which includes an air duct assembly, an air spring group and an anti-roll bar device; the air spring group is connected to the air duct assembly and is configured to use the gas input or output by the air duct assembly to adjust the body height of the vehicle. The anti-roll bar device includes a first half rod and a second half rod, and the first half rod and the second half rod are connected or disconnected by using the gas input or output by the air duct assembly to realize the coordinated control of the stabilizer bar and the air spring. This can not only make the air suspension adapt to complex working conditions that require a large suspension stroke, such as off-road conditions, but also enable the vehicle to achieve good ride comfort and safety while pursuing extreme handling performance, improving the overall performance of the vehicle. Other features and advantages of the present application will be described in detail in the subsequent specific implementation section. Description of the Drawings

[0021] To more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the drawings in the following description are some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0022] Figure 1 The first schematic block diagram of the air suspension system provided by the embodiment of the present application;

[0023] Figure 2 The second schematic block diagram of the air suspension system provided by the embodiment of the present application;

[0024] Figure 3 The schematic block diagram of the intermediate connection device provided by the embodiment of the present application;

[0025] Figure 4 The first schematic block diagram of the air duct assembly provided by the embodiment of the present application;

[0026] Figure 5 The schematic block diagram of the connection between the air duct assembly, the air spring group and the air control assembly provided by the embodiment of the present application;

[0027] Figure 6 The third schematic block diagram of the air suspension system provided by the embodiment of the present application;

[0028] Figure 7 The fourth schematic block diagram of the air suspension system provided by the embodiment of the present application;

[0029] Figure 8 The schematic block diagram of the control system of the air suspension system provided by the embodiment of the present application;

[0030] Figure 9 The first process schematic diagram of the control method of the air suspension system provided by the embodiment of the present application;

[0031] Figure 10 The second process schematic diagram of the control method of the air suspension system provided by the embodiment of the present application;

[0032] Figure 11 The third process schematic diagram of the control method of the air suspension system provided by the embodiment of the present application;

[0033] Figure 12 The fourth process schematic diagram of the control method of the air suspension system provided by the embodiment of the present application;

[0034] Figure 13 The fifth process schematic diagram of the control method of the air suspension system provided by the embodiment of the present application;

[0035] Figure 14 Schematic diagram of the sixth process of the control method for the air suspension system provided by the embodiment of the present application;

[0036] Figure 15 Schematic diagram of the seventh process of the control method for the air suspension system provided by the embodiment of the present application;

[0037] Figure 16 Schematic diagram of the eighth process of the control method for the air suspension system provided by the embodiment of the present application;

[0038] Figure 17 Schematic diagram of the ninth process of the control method for the air suspension system provided by the embodiment of the present application;

[0039] Figure 18 Schematic block diagram of the control device for the air suspension system provided by the embodiment of the present application;

[0040] Figure 19 Schematic block diagram of the electronic device provided by the embodiment of the present application.

[0041] Reference numerals:

[0042] 10. Air suspension system; 100. Airway assembly; 110. Common airway; 111. Pressure sensor; 120. First solenoid valve group; 121. First solenoid valve; 122. Second solenoid valve; 123. Third solenoid valve; 124. Fourth solenoid valve; 130. Second solenoid valve group; 131. Fifth solenoid valve; 132. Sixth solenoid valve; 140. Third solenoid valve group; 141. Seventh solenoid valve; 142. Eighth solenoid valve; 200. Air spring group; 210. First air spring; 220. Second air spring; 230. Third air spring; 240. Fourth air spring; 300. Anti-roll bar device; 310. First half bar; 311. First left half bar; 312. Second left half bar; 320. Second half bar; 321. First right half bar; 322. Second right half bar; 330. Intermediate connection device; 331. Slide block; 332. Proximity sensor; 3321. First sensor; 3322. Second sensor; 333. Device main body; 334. Chamber; 335. Elastic member; 336. Travel switch; 340. Cylinder; 341. Limiting member; 3411. First limiting block; 3412. Second limiting block; 342. Air nozzle; 343. Piston; 344. Piston rod; 400. Air control assembly; 410. Controller; 420. Compressor assembly; 430. Air storage tank; 500. Height sensor. Detailed implementation manners

[0043] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are some, but not all, of the embodiments of the present application. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in the present application without creative efforts shall fall within the protection scope of the present application.

[0044] It should be understood that when used in this specification and the appended claims, the terms "comprising" and "including" indicate the presence of the described features, wholes, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, wholes, steps, operations, elements, components, and / or their combinations.

[0045] It should also be understood that the terms used in the specification of the present application are only for the purpose of describing specific embodiments and are not intended to limit the present application. As used in the specification of the present application and the appended claims, unless the context clearly indicates otherwise, the singular forms "a", "an", and "the" are intended to include the plural forms.

[0046] It should be further understood that the term " / and" used in the specification of the present application and the appended claims refers to any combination and all possible combinations of one or more of the associated listed items, and includes these combinations.

[0047] In addition, in the present application, unless otherwise clearly specified or limited in the embodiments, the terms "installation", "connection", "connection", and "fixation" and the like appearing in the embodiments should be understood in a broad sense. For example, the connection can be a fixed connection, a detachable connection, or integrated. It can be understood that it can also be a mechanical connection, an electrical connection, etc.; of course, it can also be directly connected, or indirectly connected through an intermediate medium, or it can be the communication inside two elements, or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to the specific implementation situations.

[0048] In the related art, a Chinese invention patent discloses an air suspension system and its control method, device, equipment, and vehicle. The air suspension system includes an air suspension chamber, an air spring group, a solenoid valve group, an inflation control assembly, and a pressure sensor. At the same time, the control method of the air suspension system is to judge whether the vehicle is on a bumpy road surface according to the vehicle body acceleration and the four-wheel acceleration, and enter the corresponding target wheel height acquisition according to the judged road surface condition, and respectively inflate and deflate the air spring group by adjusting the inflation control assembly and the solenoid valve group to ensure that the left and right vehicle body heights are consistent with the target height.

[0049] The control method of the above air suspension system differentiates according to the bumpiness of the road conditions, but no exclusive control strategy is made for the working conditions where the bumpiness exceeds the adjustment stroke of the air spring. For example, in off-road conditions where the suspension stroke requirement is large, if it is still simply defined as a bumpy road surface and adjusted according to the corresponding control strategy, the grip performance of the vehicle tires is poor and the vehicle cannot adapt well to this working condition.

[0050] A Chinese invention patent discloses a disconnectable automotive semi-active anti-roll bar system and a control method. The system includes an anti-roll bar, an electromagnetic clutch, a magnetorheological damper, and a controller. The control method of the system mainly provides damping force by controlling the on-off of the electromagnetic clutch for the anti-roll bar rod body and the current magnitude of the magnetorheological damper according to the steering wheel angle, body roll angle, lateral acceleration, and piston displacement. The logic of the control method is as follows:

[0051] When both the steering wheel angle and the body roll angle are 0, neither the clutch nor the damper works (the anti-roll bar is disconnected and the damper does not provide electromagnetic damping force); when both the steering wheel angle and the body roll angle are within the threshold range (the steering wheel angle threshold is 90°, and the roll angle threshold is 0.5 times the rollover angle threshold) and are not both 0, the clutch works to connect the anti-roll bar, and the damper does not work; when the steering wheel angle is greater than the threshold and the body roll angle is less than the threshold, the clutch works to connect the anti-roll bar, and the damper works to provide damping force as an anti-roll force, and the magnitude of the damping force is calculated according to the lateral acceleration and the piston displacement, velocity, and acceleration inside the damper.

[0052] When the above-provided disconnectable automotive semi-active anti-roll bar system is applied to actual working conditions, such as in the vehicle driving process, it is very difficult for the anti-roll bar to be disconnected, and at the same time, there is a risk that the anti-roll bar meets the disconnection condition during high-speed driving, both of which have potential safety hazards. At the same time, the targeted working conditions are not comprehensively covered, and no corresponding treatment measures are made for the situation where the body roll angle exceeds the threshold.

[0053] In addition, most of the integrated systems of the existing air suspension system and anti-roll device have two different driving methods, and the power sources of the air suspension system and the anti-roll bar are not normalized, resulting in an increase in the number and layout of driving sources. For example, in the integrated control of an electric motor-driven active anti-roll bar and an electronically controlled shock absorber, the anti-roll bar provides an anti-roll force by an electric motor, and the shock absorber adjusts the internal oil pressure by an internal solenoid valve to provide damping force. The integration of this method mainly reflects the integration of the control of different driving sources in the system, saving the space occupied by the controller, but having higher requirements for the computing power of the control chip and the anti-interference ability of the controller.

[0054] To this end, the present application provides an air suspension system, its control method, related devices and vehicles. The air suspension system includes an air duct assembly, an air spring group and an anti-roll bar device; the air spring group is connected to the air duct assembly and is configured to use the gas input or output by the air duct assembly to adjust the vehicle body height. The anti-roll bar device includes a first half bar and a second half bar, and the first half bar and the second half bar are connected or disconnected by using the gas input or output by the air duct assembly, so as to realize the coordinated control of the stabilizer bar and the air spring, which can not only make the air suspension adapt to complex off-road conditions that require a large suspension stroke, but also enable the vehicle to achieve good ride comfort and safety while pursuing extreme handling performance, thus improving the overall performance of the vehicle.

[0055] Please refer to Figure 1 , Figure 1 which is the first schematic block diagram of the air suspension system 10 provided by the embodiment of the present application. As Figure 1 shown, the present application provides an air suspension system 10, including:

[0056] An air duct assembly 100;

[0057] An air spring group 200, which is connected to the air duct assembly 100 and is configured to use the gas input or output by the air duct assembly 100 to adjust the vehicle body height;

[0058] An anti-roll bar device 300, including a first half bar 310 and a second half bar 320, and the first half bar 310 and the second half bar 320 are connected or disconnected by using the gas input or output by the air duct assembly 100.

[0059] In this embodiment, the air duct assembly 100 can serve as a bridge connecting the air springs in the air spring group 200 and an external air source. By precisely controlling the gas flow, the inflation and deflation operations of the air spring group 200 are realized, so as to adjust the vehicle body height and suspension stiffness, and further enable the air suspension system 10 to achieve height adjustability and comfort.

[0060] Among them, the air duct assembly 100 is an important part of the air suspension system 10, mainly responsible for the flow and distribution of air. It includes components such as an intake valve, an exhaust valve, and connecting pipelines, and realizes the inflation and deflation operations of the air spring by controlling the intake and exhaust of air.

[0061] The air spring group 200 includes air springs. The main function of the air springs is to provide elastic support force by compressing air, and to adjust the vehicle body height and suspension stiffness. The air spring group 200 can be composed of multiple independent air springs. Each air spring is connected to an external air supply unit through an air duct assembly 100 to achieve independent control. The air springs can use the compressibility of gas as an elastic medium, and adjust the internal air pressure by inflating or deflating, so as to change the stiffness of the spring and the vehicle body height. When the vehicle load increases, the internal air pressure of the air springs rises, and the stiffness also increases accordingly; conversely, when the load decreases, the air pressure drops and the stiffness decreases. The non-linear stiffness characteristic of the air springs enables the air springs to effectively adapt to different driving conditions and road surface conditions.

[0062] The air duct assembly 100 realizes precise control of the vehicle body height and suspension stiffness by adjusting the gas mass and pressure inside the air springs. For example, when it is necessary to raise the vehicle body, the air duct assembly 100 will open the intake valve and inject air into the air springs to make them expand and support the vehicle body; while when it is necessary to lower the vehicle body, the air is discharged through the exhaust valve to make the air springs contract.

[0063] The anti-roll bar device 300, also known as the lateral stabilizer bar device or anti-roll bar device, is a device that connects the left and right suspension systems of a vehicle. It is usually in the shape of a "U" or an "iron rod" and is fixed on the suspension swing arm or shock absorber. The main function of the anti-roll bar device 300 is to use the torsional moment to suppress the roll phenomenon of the vehicle when turning. That is, by restricting the tilting movement of the wheels, the vehicle body roll is reduced, thereby improving the vehicle's handling performance and ride comfort. Specifically, when the vehicle turns, due to the action of centrifugal force, the vehicle body tilts outward on the turning side. At this time, the anti-roll bar generates a reverse moment through torsion to help balance the vehicle body and reduce the roll amplitude.

[0064] Specifically, in this application, the cooperation of the air duct assembly 100 and the air spring group 200 can provide the vehicle with basic suspension support and dynamic adjustment capabilities. On this basis, the anti-roll bar device 300 can reuse the air duct assembly 100 to further strengthen the anti-roll ability of the vehicle under complex working conditions. The two work together, which can not only enable the air suspension to adapt to complex off-road conditions that require a large suspension stroke, but also enable the vehicle to achieve good ride comfort and safety while pursuing extreme handling performance, thus improving the overall performance of the vehicle.

[0065] In some embodiments, as Figure 2 shown, the anti-roll bar device 300 further includes an intermediate connection device 330; wherein, the intermediate connection device 330 is configured to use the gas input or output by the air duct assembly 100 to control the connection or disconnection of the first half bar 310 and the second half bar 320.

[0066] In this embodiment, the first half rod 310 and the second half rod 320 can be understood as the left and right half rods of the anti-roll bar. The intermediate connecting device 330 can be disposed between the first half rod 310 and the second half rod 320. It can be connected to and disconnected from the first half rod 310 and the second half rod 320 respectively by using the gas input or output by the air duct assembly 100, so as to control the connection or disconnection of the first half rod 310 and the second half rod 320.

[0067] In some embodiments, as Figure 3 shown, the intermediate connecting device 330 includes a slider 331; wherein, the slider 331 is configured to slide by using the gas input or output by the air duct assembly 100, so as to control the connection or disconnection of the first half rod 310 and the second half rod 320.

[0068] In this embodiment, a slider 331 can be arranged in the intermediate connecting device 330. The slider 331 can be configured to slide by using the gas input or output by the air duct assembly 100, so that the slider 331 is connected to or / and disconnected from the first half rod 310 and the second half rod 320 respectively, thereby realizing the control of the connection or disconnection between the first half rod 310 and the second half rod 320.

[0069] Exemplarily, when the slider 331 is connected to both the first half rod 310 and the second half rod 320, the first half rod 310 and the second half rod 320 are in a connected state; when the slider 331 is not connected to both the first half rod 310 and the second half rod 320, the first half rod 310 and the second half rod 320 are in a disconnected state; when the slider 331 is connected to the first half rod 310 and not connected to the second half rod 320, the first half rod 310 and the second half rod 320 are in a disconnected state; when the slider 331 is connected to the second half rod 320 and not connected to the first half rod 310, the first half rod 310 and the second half rod 320 are in a disconnected state.

[0070] Further, in some embodiments, as Figure 3 shown, the first end of the first half rod 310 close to the second half rod 320 and the second end of the second half rod 320 close to the first half rod 310 are both engaged with the slider 331 to connect the first half rod 310 and the second half rod 320.

[0071] In this embodiment, when the slider 331 is connected to the first half-rod 310 and the second half-rod 320 respectively, it can be achieved by meshing. Specifically, an internal gear structure can be provided on the slider 331, and spline structures can be provided at the ends of the first half-rod 310 and the second half-rod 320. Then, during the sliding process of the slider 331, the internal gear structure on the slider 331 can mesh with the spline structures at the ends of the first half-rod 310 and the second half-rod 320 simultaneously. At this time, the first half-rod 310 and the second half-rod 320 cannot rotate freely to reach the connected state. At the same time, during the sliding process of the slider 331, the internal gear structure on the slider 331 can mesh with only one of the spline structures of the first half-rod 310 and the second half-rod 320, such as only meshing with the spline structure at the end of the second half-rod 320. At this time, the first half-rod 310 and the second half-rod 320 are in a disconnected state. Among them, the first end can be understood as the end where the first half-rod 310 is connected to the second half-rod 320, and the second end can be understood as the end where the second half-rod 320 is connected to the first half-rod 310.

[0072] In addition, a to-be-connected state can also exist between the first half-rod 310 and the second half-rod 320. The to-be-connected state can be understood as the state during the process of the first half-rod 310 and the second half-rod 320 being converted from the disconnected state to the connected state. At this time, it can be understood as the state where the spline structure at the end of the first half-rod 310 is not meshed with the internal gear structure on the slider 331.

[0073] In some embodiments, when the first half-rod 310 is disconnected from the second half-rod 320, the second end meshes with the slider 331.

[0074] Specifically, during the sliding process of the slider 331, the internal gear structure on the slider 331 can mesh with only one of the spline structures of the first half-rod 310 and the second half-rod 320, such as only meshing with the spline structure at the end of the second half-rod 320. At this time, the first half-rod 310 and the second half-rod 320 are in a disconnected state.

[0075] In some embodiments, as Figure 3 shown, the intermediate connection device 330 further includes a proximity sensor 332. The proximity sensor 332 is configured to detect whether the slider 331 is close to the proximity sensor 332 to determine the disconnection state between the first half-rod 310 and the second half-rod 320.

[0076] Specifically, the proximity sensor 332 is an electronic device used to detect the proximity of an object and is widely used in fields such as industrial automation, automobiles, consumer electronics, and robots. It can detect the presence, distance, or position of an object without direct contact with the object and convert this information into an electrical signal for output.

[0077] In this embodiment, the proximity sensor 332 can be configured to detect the slider 331 during the sliding process, so as to determine the position of the slider 331, and thus the connection state between the first half-bar 310 and the second half-bar 320 can be determined based on the position of the slider 331.

[0078] Further, in some embodiments, as Figure 3 shown, the proximity sensor 332 includes a first sensor 3321 and a second sensor 3322; wherein, the first sensor 3321 is configured to detect whether the slider 331 approaches to determine whether the first half-bar 310 and the second half-bar 320 are connected; the second sensor 3322 is configured to detect whether the slider 331 approaches to determine whether the first half-bar 310 and the second half-bar 320 are disconnected.

[0079] In this embodiment, the proximity sensor 332 can include two sensors, namely a first sensor 3321 and a second sensor 3322. Both the first sensor 3321 and the second sensor 3322 can be configured to detect the slider 331 during the sliding process. The first sensor 3321 is configured to detect whether the slider 331 approaches the first sensor 3321 to determine whether the first half-bar 310 and the second half-bar 320 are connected; the second sensor 3322 is configured to detect whether the slider 331 approaches the second sensor 3322 to determine whether the first half-bar 310 and the second half-bar 320 are disconnected.

[0080] Specifically, when the first sensor 3321 detects the slider 331, it can be determined at this time that the slider 331 is connected to both the first half-bar 310 and the second half-bar 320, and further it can be determined that the first half-bar 310 and the second half-bar 320 are in a connected state; when the second sensor 3322 detects the slider 331, it can be determined at this time that the slider 331 is not connected to the first half-bar 310 and is connected to the second half-bar 320, and further it can be determined that the first half-bar 310 and the second half-bar 320 are in a disconnected state; when neither the first sensor 3321 nor the second sensor 3322 detects the slider 331, it can be determined at this time that the first half-bar 310 and the second half-bar 320 are in a state to be connected.

[0081] In some embodiments, as Figure 3 shown, the intermediate connection device 330 further includes a device main body 333; wherein, a first sensor 3321 is provided on one side of the device main body 333 close to the first half-bar 310, and a second sensor 3322 is provided on one side of the device main body 333 close to the second half-bar 320.

[0082] In this embodiment, both the first sensor 3321 and the second sensor 3322 can be disposed on the device main body 333 and are respectively located on both sides of the device main body 333. The device main body 333 can serve as the framework of the intermediate connecting device 330, which can be understood as the main body part of the intermediate connecting device 330.

[0083] Further, in some embodiments, as Figure 3 shown, the device main body 333 is provided with a chamber 334, and the first end, the second end and the slider 331 are all disposed in the chamber 334.

[0084] In this embodiment, the device main body 333 can be provided with a chamber 334. The first end can be understood as the end where the first half rod 310 is connected to the second half rod 320, and the second end can be understood as the end where the second half rod 320 is connected to the first half rod 310. The end where the first half rod 310 is connected to the second half rod 320, the end where the second half rod 320 is connected to the first half rod 310, and the slider 331 can all be disposed in the chamber 334. At the same time, the slider 331 can slide, so as to control the connection or disconnection between the first half rod 310 and the second half rod 320.

[0085] In some embodiments, as Figure 3 shown, the intermediate connecting device 330 further includes an elastic member 335; wherein, one end of the elastic member 335 is connected to the device main body 333, and the other end of the elastic member 335 is connected to one end of the slider 331.

[0086] In this embodiment, the elastic member 335 can be a spring, which can be disposed in the cavity. One end of the elastic member 335 can be fixedly connected to the device main body 333, and the other end thereof can be connected to one end of the slider 331, so as to assist the slider 331 to slide, so as to control the connection or disconnection between the first half rod 310 and the second half rod 320.

[0087] In some embodiments, as Figure 3 shown, the anti-roll bar device 300 further includes a cylinder 340; wherein, a piston 343 connected to the slider 331 by a piston rod 344 is disposed inside the cylinder 340. The piston 343 is configured to slide in the cylinder 340 by the gas input or output by the air duct assembly 100, so as to drive the slider 331 to control the connection or disconnection between the first half rod 310 and the second half rod 320.

[0088] In this embodiment, the sliding of the slider 331 can be realized by the cylinder 340. A piston 343 connected to the slider 331 by a piston rod 344 is disposed inside the cylinder 340. The piston 343 is configured to slide in the cylinder 340 by the gas input or output by the air duct assembly 100, so as to drive the slider 331 to control the connection or disconnection between the first half rod 310 and the second half rod 320.

[0089] In some embodiments, as Figure 4 shown, a limiting member 341 is provided on the piston rod 344, and the limiting member 341 is configured to indicate the stroke of the piston rod 344.

[0090] Specifically, the limiting member 341 can be configured to limit the stroke of the piston rod 344 and indicate the stroke of the piston rod 344, so that during the sliding process of the slider 331, connection or disconnection between the first half rod 310 and the second half rod 320 can be controlled.

[0091] Furthermore, in some embodiments, as Figure 4 shown, the limiting member 341 includes a first limiting block 3411 and a second limiting block 3412, and the intermediate connection device 330 further includes a travel switch 336; wherein, the first limiting block 3411 is configured to contact the travel switch 336 to determine that the piston rod 344 reaches a first stroke; the second limiting block 3412 is configured to contact the travel switch 336 to determine that the piston rod 344 reaches a second stroke, and the first stroke is greater than or equal to the second stroke.

[0092] In this embodiment, the limiting member 341 includes a first limiting block 3411 and a second limiting block 3412. Both the first limiting block 3411 and the second limiting block 3412 are provided on the piston rod 344. The distance between the first limiting block 3411 and the second limiting block 3412 can be understood as the stroke of the piston rod 344. At the same time, the intermediate connection device 330 further includes a travel switch 336. The first limiting block 3411 and the second limiting block 3412 move with the piston rod 344. During the movement, the first limiting block 3411 and the second limiting block 3412 can contact the travel switch 336, so as to indicate the stroke of the piston rod 344 moving.

[0093] Specifically, when the first limiting block 3411 contacts the travel switch 336, the slider 331 can be detected by the second sensor 3322, and at this time, it can be determined that the piston rod 344 reaches the end of the stroke; when the second limiting block 3412 contacts the travel switch 336, the slider 331 can be detected by the first sensor 3321, and at this time, it can be determined that the piston 343 reaches the bottom of the cylinder 340. Among them, when the piston 343 reaches the bottom of the cylinder 340, it does not reach the bottom surface of the cylinder 340. A certain space needs to be reserved for the gas to flow in to increase the contact surface between the gas and the piston 343.

[0094] The travel switch 336 is an automatic control component that converts mechanical displacement signals into electrical signals and is widely used in industrial automation, mechanical equipment control, and other fields. Its main function is to detect the position or travel of mechanical moving parts and achieve the opening and closing control of the circuit, thereby completing tasks such as limit protection, sequence control, and position detection. The working principle of the travel switch 336 is based on the change of mechanical contacts. When a mechanical moving part (such as a lever, roller, etc.) collides with the contact of the travel switch 336, the state of the contact will change, thereby triggering the opening and closing of the circuit.

[0095] In some embodiments, such as Figure 3 As shown, an air nozzle 342 is also provided on the cylinder 340. One end of the air nozzle 342 is connected to the air duct assembly 100, and the other end of the air nozzle 342 is connected to the inside of the cylinder 340.

[0096] In this embodiment, the air nozzle 342 can be a stabilizer bar air nozzle 342, which can be connected to the air duct assembly 100. Furthermore, the air duct assembly 100 can control the piston 343 in the cylinder 340 to do work through the air nozzle 342, so as to control the slider 331 to move, thereby realizing the connection or disconnection between the first half rod 310 and the second half rod 320.

[0097] Specifically, Figure 3 The specific principle of the intermediate connection device 330 shown can be:

[0098] When the first sensor 3321 detects the slider 331, the second limit block 3412 contacts the travel switch 336, and the internal gear structure on the slider 331 meshes with the spline structures at the ends of the first half rod 310 and the second half rod 320 at the same time. At this time, the first half rod 310 and the second half rod 320 cannot rotate freely, and the first half rod 310 and the second half rod 320 are in a connected state; when the second sensor 3322 detects the slider 331, the first limit block 3411 contacts the travel switch 336, and the internal gear structure on the slider 331 only meshes with the spline structure at the end of the second half rod, and the first half rod 310 and the second half rod 320 are in a disconnected state; when the first sensor 3321 does not detect the slider 331 and the second limit block 3412 contacts the travel switch 336, the first half rod 310 and the second half rod 320 are in a state of waiting to be connected. During the process of the first half rod 310 and the second half rod 320 changing from disconnection to connection, the spline at the end of the first half rod 310 is not aligned with the tooth position of the internal gear structure, resulting in the waiting-to-be-connected state. At the same time, the elastic force provided by the elastic member 335 can limit the piston 343 at the bottom when the air pressure on the left side of the piston 343 is relatively low (atmospheric pressure); when the air pressure on the left side of the piston 343 gradually increases, it can counteract the elastic force to push the slider 331 to move.

[0099] In some embodiments, such asFigure 4 As shown, the air duct assembly 100 includes a common air duct 110, a first solenoid valve group 120, and a second solenoid valve group 130. One end of the first solenoid valve group 120 and one end of the second solenoid valve group 130 are both connected to the common air duct 110. The other end of the first solenoid valve group 120 is connected to the air spring group 200, and the other end of the second solenoid valve group 130 is connected to the cylinder 340. The first solenoid valve group 120 is configured to open when adjusting the vehicle body height and close when the adjustment of the vehicle body height ends. The second solenoid valve 122 is configured to open when controlling the connection of the first half rod 310 and the second half rod 320 and close when controlling the disconnection of the first half rod 310 and the second half rod 320.

[0100] In this embodiment, one end of the first solenoid valve group 120 and one end of the second solenoid valve group 130 are both connected to the common air duct 110. The other end of the first solenoid valve group 120 is connected to the air spring group 200, and the other end of the second solenoid valve group 130 is connected to the cylinder 340. Thus, it can be realized that while adjusting the vehicle body height by using the air duct assembly 100, the connection or disconnection between the first half rod 310 and the second half rod 320 can be controlled. Among them, the first solenoid valve group 120 and the second solenoid valve group 130 can be understood as Figure 7 the air distribution valve group in

[0101] Furthermore, in some embodiments, as Figure 5 shown in and Figure 7, the air spring group 200 includes a first air spring 210, a second air spring 220, a third air spring 230, and a fourth air spring 240. The first solenoid valve group 120 includes a first solenoid valve 121, a second solenoid valve 122, a third solenoid valve 123, and a fourth solenoid valve 124. Among them, the first air spring 210, the second air spring 220, the third air spring 230, and the fourth air spring 240 are respectively located on the left front side, right front side, left rear side, and right rear side of the vehicle. One end of the first solenoid valve 121, one end of the second solenoid valve 122, one end of the third solenoid valve 123, and one end of the fourth solenoid valve 124 are respectively connected to the common air duct 110. The other end of the first solenoid valve 121 is connected to the first air spring 210, the other end of the second solenoid valve 122 is connected to the second air spring 220, the other end of the third solenoid valve 123 is connected to the third air spring 230, and the other end of the fourth solenoid valve 124 is connected to the fourth air spring 240.

[0102] In this embodiment, the first air spring 210 can be understood as the left front air spring, the second air spring 220 can be understood as the right front air spring, the third air spring 230 can be understood as the left rear air spring, and the fourth air spring 240 can be understood as the right rear air spring. At the same time, in this application, by controlling the opening and closing of the first solenoid valve 121, the second solenoid valve 122, the third solenoid valve 123, and the fourth solenoid valve 124, the first air spring 210, the second air spring 220, the third air spring 230, and the fourth air spring 240 are controlled, so as to adjust the body height of the vehicle.

[0103] In some embodiments, as Figure 3 shown, the first half rod 310 includes a first left half rod 311 and a second left half rod 312, and the second half rod 320 includes a first right half rod 321 and a second right half rod 322; wherein, the connection state between the first left half rod 311 and the first right half rod 321, and the connection state between the second left half rod 312 and the second right half rod 322 are both controlled by their respective corresponding cylinders 340.

[0104] Specifically, as Figure 7 shown, the first left half rod 311 and the second right half rod 322 can be understood as a stabilizer bar, which can be arranged on the front side of the vehicle, that is, the front air semi-active stabilizer bar; the second left half rod 312 and the second right half rod 322 can be understood as a stabilizer bar, which can be arranged on the rear side of the vehicle. That is, the rear air semi-active stabilizer bar.

[0105] In some embodiments, as Figure 5 and Figure 7 shown, the second solenoid valve group 130 includes a fifth solenoid valve 131 and a sixth solenoid valve 132; wherein, one end of the fifth solenoid valve 131 and one end of the sixth solenoid valve 132 are both connected to the common air passage 110, the other end of the fifth solenoid valve 131 is connected to the cylinder 340 corresponding to the first left half rod 311 and the first right half rod 321, and the other end of the sixth solenoid valve 132 is connected to the cylinder 340 corresponding to the second left half rod 312 and the second right half rod 322.

[0106] In this embodiment, the fifth solenoid valve 131 corresponds to the front air semi-active stabilizer bar, and the sixth solenoid valve 132 corresponds to the rear air semi-active stabilizer bar. In this application, by controlling the opening and closing of the fifth solenoid valve 131 and the sixth solenoid valve 132, the disconnection state of the front air semi-active stabilizer bar and the rear air semi-active stabilizer bar is controlled. Among them, the disconnection state can include a connected state, a disconnected state, and a state to be connected.

[0107] In some embodiments, as Figure 5 、 Figure 6 and Figure 7As shown, the air suspension system 10 further includes an air control assembly 400; wherein, the air control assembly 400 is configured to control the gas input or output by the air duct assembly 100.

[0108] In this embodiment, the air control assembly 400 is the core part of the air suspension system 10, responsible for regulating the air pressure of the air springs to achieve control of vehicle height, stiffness, and comfort. The air control assembly 400 can be composed of components such as an air compressor, an air dryer, a gas storage tank 430, a controller 410, etc., and can thus precisely regulate the air pressure of the air springs, realizing dynamic adjustment of vehicle body height and stiffness, and enhancing the comfort, handling performance, and passability of the vehicle.

[0109] In some embodiments, as Figure 5 、 Figure 6 and Figure 7 shown, the air control assembly 400 includes a controller 410, a compressor assembly 420, and a gas storage tank 430; wherein, the controller 410 is configured to control the operation of the compressor assembly 420 to control the gas input or output by the compressor assembly 420 to the air duct assembly 100; the gas storage tank 430 is configured to store gas.

[0110] In this embodiment, the controller 410 is configured to control the operation of the compressor assembly 420 to control the gas input or output by the compressor assembly 420 to the air duct assembly 100; the gas storage tank 430 is configured to store gas. Among them, the air compressor can provide compressed air for the air springs and has an automatic start-stop function; the gas storage tank 430 can store compressed air to ensure rapid system response, and its capacity can be designed according to vehicle models and requirements.

[0111] In some embodiments, as Figure 5 、 Figure 6 and Figure 7 shown, the air duct assembly 100 further includes a third solenoid valve group 140; wherein, the third solenoid valve group 140 includes a seventh solenoid valve 141 and an eighth solenoid valve 142. One end of the seventh solenoid valve 141 and one end of the eighth solenoid valve 142 are both connected to the common air duct 110. The other end of the seventh solenoid valve 141 is connected to the compressor assembly 420, and the other end of the eighth solenoid valve 142 is connected to the gas storage tank 430.

[0112] In this embodiment, the seventh solenoid valve 141 can be a charging and discharging valve, which can be arranged between the exhaust port of the air compressor assembly 420 and the common air duct 110. At the same time, the intake port of the air compressor can be connected to the external atmospheric pressure. The eighth solenoid valve 142 can be a gas storage valve, which can be arranged between the gas storage tank 430 and the common air duct 110.

[0113] Among them, the first solenoid valve 121, the second solenoid valve 122, the third solenoid valve 123, the fourth solenoid valve 124, the fifth solenoid valve 131, the sixth solenoid valve 132, the seventh solenoid valve 141, and the eighth solenoid valve 142 provided in this application can all be controlled by the controller 410.

[0114] In some embodiments, such as Figure 5 and Figure 7 shown, a pressure sensor 111 is further provided in the common air passage 110, and the pressure sensor 111 is configured to measure the pressure inside the air spring group 200, and / or the cylinder 340, and / or the compressor assembly 420, and / or the air storage tank 430.

[0115] In this embodiment, the pressure sensor 111 can detect the air pressure in the common air passage 110. When a certain solenoid valve is opened, the pressure sensor 111 can detect the air pressure inside the corresponding component. For example, when the air storage valve is opened, the pressure sensor 111 can collect the air pressure in the air storage tank 430.

[0116] In some embodiments, such as Figure 6 and Figure 7 shown, the air suspension system 10 further includes four height sensors 500; among them, the four height sensors 500 are configured to respectively detect the heights at the four wheels of the vehicle.

[0117] In this embodiment, the four height sensors 500 can be a left front height sensor 500, a right front height sensor 500, a left rear height sensor 500, and a right rear height sensor 500 respectively. After the four height sensors 500 are configured to respectively detect the heights at the four wheels of the vehicle, the detected information is sent to the controller 410.

[0118] The air suspension system 10 provided in this application includes an air passage assembly 100, an air spring group 200, and an anti-roll bar device 300; the air spring group 200 is connected to the air passage assembly 100 and is configured to use the gas input or output by the air passage assembly 100 to adjust the body height of the vehicle. The anti-roll bar device 300 includes a first half bar 310 and a second half bar 320. The first half bar 310 and the second half bar 320 are connected or disconnected by using the gas input or output by the air passage assembly 100 to achieve coordinated control of the stabilizer bar and the air spring. This can not only enable the air suspension to adapt to complex off-road conditions that require a large suspension stroke, but also enable the vehicle to achieve good ride comfort and safety while pursuing extreme handling performance, thereby improving the overall performance of the vehicle.

[0119] In some embodiments, this application also provides a control method, device, system, electronic device, storage medium, and vehicle for the air suspension system 10.

[0120] For ease of understanding, the control system of the air suspension system 10 will be introduced first in this application. Based on this control system, the control method, device, electronic device, storage medium, and vehicle of the air suspension system 10 will be introduced in detail.

[0121] In some embodiments, this application provides a control system for an air suspension system 10, which is applied to execute the control method of the air suspension system 10 provided in this application and can be disposed in the controller 410. The control system includes: a first processing module, a second processing module, a control decision module, and a driving module.

[0122] In this embodiment, the first processing module is configured to process the running signals of the vehicle to obtain the processed running signals; the second processing module is configured to process the sensor signals in the air suspension system 10 to obtain the processed sensor signals; the control decision module is configured to generate a decision signal according to the processed running signals and the processed sensor signals; the driving module is configured to drive the gas input or output by the air duct assembly 100 according to the decision signal to adjust the body height of the vehicle, or / and adjust the disconnection state between the first half rod 310 and the second half rod 320.

[0123] Specifically, as Figure 8 shown, the first processing module can be the signal processing module A, the second processing module can be the signal processing module B, the running signals of the vehicle can include ignition signal, steering wheel angle signal, vehicle speed signal, roll angle signal, pitch angle signal, lateral acceleration signal, vehicle height gear signal, and off-road mode signal, and the sensor signals in the air suspension system 10 can include proximity sensor 332 signal, travel switch 336 signal, pressure sensor 111 signal, and height sensor 500 signal.

[0124] The ignition signal, steering wheel angle signal, vehicle speed signal, roll angle, pitch angle signal, lateral acceleration signal, four-wheel height sensor 500 signal, vehicle height gear signal, and off-road mode signal are processed through the CAN communication network and then transmitted to the control strategy module together with the body height sensor 500 signal, pressure sensor 111 signal, proximity sensor 332 signal, and travel switch 336 signal after processing. Among them, the vehicle height gear signal and the off-road mode signal are actively sent by the driver through the in-vehicle PAD or buttons, and other signals can all be sensor signals.

[0125] The control strategy module can be composed of the micro control unit MCU (Micro Control Unit) in the controller 410. The control bottom-layer algorithm code of the air suspension system 10 is written in the MCU. The execution actions in the control method of the air suspension system 10 can all be realized by the control strategy module receiving the signals, judging and processing them, and then outputting signals to the driving module.

[0126] Specifically, the present application provides a control method for an air suspension system 10, the method including steps: based on the driving state information of the vehicle, adjust the vehicle body height according to the gas input or output by the air duct assembly 100, and / or adjust the disconnection state between the first half rod 310 and the second half rod 320.

[0127] In this embodiment, the driving state information may include at least one of an ignition signal, a steering wheel angle signal, a vehicle speed signal, a roll angle, a pitch angle signal, a lateral acceleration signal, a four-wheel height sensor 500 signal, an automobile height gear signal, and an off-road mode signal. Thus, during the vehicle driving process, the real-time driving state of the vehicle can be determined, and by controlling the gas input or output by the air duct assembly 100, the vehicle body height can be adjusted, and / or the disconnection state between the first half rod 310 and the second half rod 320 can be adjusted, realizing the control of the state of the air semi-active stabilizer bar (the first half rod 310 and the second half rod 320) according to the vehicle speed signal, the roll angle signal, the pitch angle signal, the steering wheel angle signal, the gear signal, and the off-road mode signal. Ensure that when the vehicle is at low speed without roll or turning, the stabilizer bar is in the disconnected state to improve driving comfort. At the same time, when the vehicle speed reaches the threshold, the stabilizer bar automatically combines to improve safety, increase the roll stiffness, and prevent the vehicle from rolling over out of control. The proximity sensor 332 and the travel switch 336 on the air semi-active stabilizer bar can feedback the stabilizer bar state to the controller 410. When sending a stabilizer bar combination or disconnection instruction, if it is detected that the actual stabilizer bar state does not conform to the instruction, an alarm signal is sent to prompt the driver to improve the safety of the vehicle.

[0128] Meanwhile, the present application can solve the problem that only the air spring adjusts the vehicle body height and stiffness and cannot be applied to off-road conditions for a long time. At the same time, the present application uses the air semi-active stabilizer bar and its control method to cope with off-road conditions, broadening the adaptability of the existing air suspension system 10 to extreme severe conditions. Set the off-road mode, increase the suspension stroke by disconnecting the stabilizer bar, and real-time detect the roll angle, pitch angle information, and four-wheel height information, and judge whether the vehicle roll and pitch reach the set safety threshold. If the threshold is reached, control the distribution valve to inflate the air spring, increase the suspension stiffness, and control the connection of the stabilizer bar to reduce the rollover risk.

[0129] Wherein, when controlling the gas input or output by the air duct assembly 100, the present application can adjust the disconnection state between the first half rod 310 and the second half rod 320 while adjusting the vehicle body height, or can separately adjust the disconnection state between the first half rod 310 and the second half rod 320 without adjusting the vehicle body height, or can separately adjust the vehicle body height without adjusting the disconnection state between the first half rod 310 and the second half rod 320.

[0130] In some embodiments, the driving state information includes an off-road mode signal and vehicle speed information; as Figure 9 shown, based on the driving state information of the vehicle, according to the gas input or output by the air duct assembly 100, the vehicle body height of the vehicle is adjusted, or / and the disconnection state between the first half rod 310 and the second half rod 320 is adjusted, including steps S110, S120, and S130.

[0131] S110. If an off-road mode signal is received, determine whether the current vehicle speed of the vehicle is lower than a preset first vehicle speed threshold according to the vehicle speed information;

[0132] S120. If the current vehicle speed is lower than the first vehicle speed threshold, control the air suspension system 10 to enter the off-road mode;

[0133] S130. In the off-road mode, according to the gas input or output by the air duct assembly 100, adjust the vehicle body height of the vehicle and the disconnection state between the first half rod 310 and the second half rod 320.

[0134] In this embodiment, the off-road mode signal can be a signal actively sent by the driver in the vehicle through the in-vehicle PAD or button. After receiving the off-road mode signal, the controller 410 can compare the current vehicle speed of the vehicle with the first vehicle speed threshold to determine whether the current vehicle speed is lower than the first vehicle speed threshold. If it is lower than the first vehicle speed threshold, the air suspension system 10 can be controlled to enter the off-road mode, and in the off-road mode, the gas input or output by the air duct assembly 100 is used to adjust the vehicle body height of the vehicle and the disconnection state between the first half rod 310 and the second half rod 320, so as to ensure that the vehicle has good controllability, comfort, and passability in the off-road mode.

[0135] Specifically, as Figure 12 shown, before the control strategy module receives the signal actively sent by the driver through the in-vehicle PAD or button, it is also necessary to determine whether the vehicle is in the OK gear, that is, to confirm whether the startup state of the vehicle or the system function is normal. If it is normal, it is determined whether the vehicle is in the non-off-road mode through the signal actively sent by the driver through the in-vehicle PAD or button. If it is not normal, no action is taken; if it is determined that the vehicle is not in the non-off-road mode, it is determined whether the current vehicle speed of the vehicle is lower than the preset first vehicle speed threshold according to the vehicle speed information, so as to control the air suspension system 10 to enter the off-road mode, and in the off-road mode, the gas input or output by the air duct assembly 100 is used to adjust the vehicle body height of the vehicle and the disconnection state between the first half rod 310 and the second half rod 320, so as to ensure that the vehicle has good controllability, comfort, and passability in the off-road mode.

[0136] In some embodiments, the disconnection state includes a disconnected state; step S130 includes: controlling the first half rod 310 and the second half rod 320 to be in a disconnected state according to the gas input or output by the air duct assembly 100; in the disconnected state, adjusting the body height of the vehicle according to the gas input or output by the air duct assembly 100.

[0137] Specifically, as Figure 10 shown, when entering the off-road mode, the gas input or output by the air duct assembly 100 can be used to pre-control the first half rod 310 and the second half rod 320 to be in a disconnected state. Then, when the first half rod 310 and the second half rod 320 are in the disconnected state, the body height of the vehicle is adjusted. Specifically, after adjusting the body height to the highest gear, all solenoid valves are closed.

[0138] In some embodiments, the driving state information further includes roll angle information, and the disconnection state further includes a to-be-connected state and a connected state; adjusting the body height of the vehicle according to the gas input or output by the air duct assembly 100 includes: adjusting the body height of the vehicle to a preset first height according to the gas input or output by the air duct assembly 100; determining whether the current roll angle of the vehicle is greater than a preset roll angle threshold according to the roll angle information; if the current roll angle is greater than the roll angle threshold, controlling the first half rod 310 and the second half rod 320 to be in a to-be-connected state or a connected state according to the gas input or output by the air duct assembly 100; in the to-be-connected state or the connected state, adjusting the vehicle from the first height to a preset second height according to the gas input or output by the air duct assembly 100 so that the roll angle of the vehicle is not greater than the roll angle threshold.

[0139] Specifically, as Figure 10 shown, after adjusting the body height of the vehicle to the highest gear in this application, since the vehicle is in the off-road mode state, this application also needs to determine whether the current roll angle of the vehicle is greater than a preset roll angle threshold. If the current roll angle is greater than the roll angle threshold, to ensure the safety of the vehicle, the gas input or output by the air duct assembly 100 is used to control the first half rod 310 and the second half rod 320 to be in a to-be-connected state or a connected state. At the same time, in the to-be-connected state or the connected state, the vehicle also needs to be adjusted from the first height to a preset second height so that the roll angle of the vehicle is not greater than the roll angle threshold; if the current roll angle is not greater than the roll angle threshold, there is no action at this time. Among them, the first height is greater than the second height.

[0140] In some embodiments, the driving state information further includes pitch angle information; before determining whether the current roll angle of the vehicle is greater than a preset roll angle threshold according to the roll angle information, it further includes: determining whether the current pitch angle of the vehicle is greater than a preset pitch angle threshold according to the pitch angle information; if the current pitch angle is greater than the pitch angle threshold, adjusting the vehicle from the first height to a preset third height according to the gas input or output by the air duct assembly 100, so that the pitch angle of the vehicle is not greater than the pitch angle threshold.

[0141] Specifically, as Figure 10 shown, before determining whether the current roll angle of the vehicle is greater than a preset roll angle threshold, it is also necessary to determine whether the current pitch angle of the vehicle is greater than a preset pitch angle threshold. If the current pitch angle is greater than the pitch angle threshold, to ensure the safety of the vehicle, it is necessary to adjust the vehicle from the first height to a preset third height according to the gas input or output by the air duct assembly 100, so that the pitch angle of the vehicle is not greater than the pitch angle threshold. Among them, the first height is greater than the third height.

[0142] In some embodiments, the disconnection state includes a connection state; after determining whether the current vehicle speed of the vehicle is lower than a preset first vehicle speed threshold according to the vehicle speed information, it further includes: if the current vehicle speed is not lower than the first vehicle speed threshold, controlling the first half rod 310 and the second half rod 320 to be in a connected state according to the gas input or output by the air duct assembly 100; generating a first prompt message indicating that the vehicle cannot enter the off-road mode to prompt the driver in the vehicle.

[0143] Specifically, as Figure 10 shown, when the vehicle needs to enter the off-road mode, if it is detected that the current vehicle speed of the vehicle is not lower than the first vehicle speed threshold, to ensure the safety of the vehicle, it is necessary to pre-control the first half rod 310 and the second half rod 320 to be in a connected state by the gas input or output by the air duct assembly 100, and at the same time, it is also necessary to generate a first prompt message indicating that the vehicle cannot enter the off-road mode to prompt the driver in the vehicle.

[0144] In some embodiments, the driving state information includes an off-road mode signal; as Figure 11 shown, based on the driving state information of the vehicle, adjusting the body height of the vehicle and / or adjusting the disconnection state between the first half rod 310 and the second half rod 320 according to the gas input or output by the air duct assembly 100 includes steps S210 and S220.

[0145] S210. If the off-road mode signal is not received, control the air suspension system to enter a preset closed-loop regulation mode;

[0146] S220. In the closed-loop control mode, adjust the vehicle body height according to the gas input or output by the air duct assembly 100, and / or adjust the disconnection state between the first half rod 310 and the second half rod 320.

[0147] In this embodiment, when the off-road mode signal actively sent by the driver through the in-vehicle PAD or button is not received, the air suspension system can be controlled to enter the preset closed-loop control mode at this time. In the closed-loop control mode, adjust the vehicle body height by controlling the gas input or output by the air duct assembly 100, and / or adjust the disconnection state between the first half rod 310 and the second half rod 320, so as to ensure that the vehicle has better maneuverability, comfort and passability in the off-road mode.

[0148] In some embodiments, the driving state information further includes the vehicle height gear signal; before controlling the air suspension system to enter the preset closed-loop control mode, it further includes: based on the vehicle height gear signal, control the gas input or output by the air duct assembly 100 to adjust the vehicle body height to the preset height range.

[0149] Specifically, as Figure 12 shown, when it is determined that the vehicle is in the non-off-road mode, it can be determined whether the driver adjusts the vehicle height gear, and based on the vehicle height gear signal, control the gas input or output by the air duct assembly 100 to adjust the vehicle body height to the preset height range. Specifically, make the air suspension system 10 enter the air charging and discharging mode, control the corresponding solenoid valve to work, so that the four-wheel height of the vehicle reaches the target gear range, and then control the air suspension system to enter the preset closed-loop control mode, so as to ensure that the vehicle has better maneuverability, comfort and passability.

[0150] In some embodiments, the driving state information further includes the air pressure information of the air storage tank 430 in the air suspension system 10; before controlling the air suspension system to enter the preset closed-loop control mode, it further includes: according to the air pressure information, determine whether the current air pressure of the air storage tank 430 reaches the preset saturation threshold; if the current air pressure of the air storage tank 430 does not reach the saturation threshold, control the compressor assembly 420 in the air suspension system 10 to operate so that the current air pressure of the air storage tank 430 reaches the saturation threshold.

[0151] Specifically, as Figure 12As shown, before the control air suspension system enters the preset closed-loop regulation mode, it is also necessary to determine whether the current air pressure in the air storage tank 430 reaches the preset saturation threshold. If the current air pressure in the air storage tank 430 does not reach the saturation threshold, the compressor assembly 420 in the air suspension system 10 is controlled to operate. Specifically, the charging and discharging valve and the air storage tank 430 can be opened, and the rest of the solenoid valves are kept closed, so that the current air pressure in the air storage tank 430 reaches the saturation threshold. When the pressure sensor 111 detects that the air pressure in the air storage tank 430 reaches the saturation threshold, the air compressor assembly 420, the charging and discharging valve, and the air storage valve are closed, and then the closed-loop regulation mode is entered; if it is determined that the current air pressure in the air storage tank 430 reaches the preset saturation threshold, it is necessary to determine whether the driver adjusts the vehicle height gear, and based on the vehicle height gear signal, control the gas input or output by the air duct assembly 100 to adjust the vehicle body height to the preset height range.

[0152] This application realizes that after the controller 410 receives the vehicle ignition signal, it detects the air pressure in the air storage tank 430. When the air pressure does not reach the saturation threshold, the air storage tank 430 is inflated to the saturation threshold; after each vehicle height gear is raised, it is detected whether the air pressure in the air storage tank 430 drops to the inflation threshold or below. If so, the air storage tank 430 is inflated to the saturation threshold. If not, the air storage tank 430 is not inflated, ensuring that the air storage tank 430 inflates the air spring and the air semi-active stabilizer bar, reducing the use frequency of the air compressor and increasing the service life. At the same time, the saturation threshold is greater than the inflation threshold, and the air storage tank 430 with the air pressure at the saturation threshold can meet the inflation requirements from the first height gear to the third height gear for multiple times. The specific saturation threshold is set according to the vehicle model and the performance of the air storage tank 430, and the inflation threshold should still meet the inflation requirements from the first height gear to the third height gear for at least three times.

[0153] In some embodiments, the driving state information includes the vehicle body height information; in the closed-loop regulation mode, according to the gas input or output by the air duct assembly 100, the vehicle body height is adjusted, or / and the disconnection state between the first half rod 310 and the second half rod 320 is adjusted, including: according to the vehicle body height information, it is determined whether the vehicle is currently in the preset comfortable interval; if the vehicle is not currently in the comfortable interval, according to the gas input or output by the air duct assembly 100, the vehicle body height is adjusted, or / and the disconnection state between the first half rod 310 and the second half rod 320 is adjusted.

[0154] Specifically, when adjusting the vehicle body height and the disconnection state between the first half rod 310 and the second half rod 320 in the closed-loop control mode, the present application can specifically determine whether the vehicle is currently in a preset comfort range according to the vehicle body height information; if the vehicle is not currently in the comfort range, adjust the vehicle body height according to the gas input or output by the air duct assembly 100, or / and the disconnection state between the first half rod 310 and the second half rod 320; if it is in the comfort range, no action is taken.

[0155] Further, in some embodiments, determining whether the vehicle is currently in a preset comfort range according to the vehicle body height information includes: determining the first height difference between the front left and the rear left, the second height difference between the front right and the rear right, the third height difference between the front left and the front right, and the fourth height difference between the rear left and the rear right of the vehicle according to the vehicle body height information; if at least one of the first height difference, the second height difference, the third height difference, and the fourth height difference is greater than a preset first threshold, it is determined that the vehicle is not currently in the comfort range; if the first height difference, the second height difference, the third height difference, and the fourth height difference are all less than or equal to the first threshold, it is determined that the vehicle is currently in the comfort range.

[0156] Specifically, as Figure 13 shown, in the closed-loop control mode, the front-rear vehicle body height difference and the left-right vehicle body height difference, that is, the first height difference, the second height difference, the third height difference, and the fourth height difference, can be calculated according to the four-wheel height signals, and it is determined whether the vehicle is currently in the comfort range through the first height difference, the second height difference, the third height difference, and the fourth height difference. If it is determined that the vehicle is currently in the comfort range, it can further be determined whether it is necessary to adjust the air pressure in the air spring. If at least one of the first height difference, the second height difference, the third height difference, and the fourth height difference is greater than a preset first threshold, it is determined that the vehicle is not currently in the comfort range, and then it is necessary to adjust the air pressure in the corresponding air spring to make the vehicle in the comfort range; if the first height difference, the second height difference, the third height difference, and the fourth height difference are all less than or equal to the first threshold, it is determined that the vehicle is currently in the comfort range, and at this time, it is not necessary to adjust the air pressure in the air spring. Among them, the first threshold can be selected according to actual applications, and the present application does not make specific limitations.

[0157] In some embodiments, the comfort range includes a first comfort range and a second comfort range; determining that the vehicle is currently in the comfort range if the first height difference, the second height difference, the third height difference, and the fourth height difference are all less than or equal to the first threshold includes: if at least one of the first height difference, the second height difference, the third height difference, and the fourth height difference is greater than or equal to a preset second threshold and less than the first threshold, it is determined that the vehicle is currently in the second comfort range; if at least one of the first height difference, the second height difference, the third height difference, and the fourth height difference is greater than or equal to a preset third threshold and less than the second threshold, it is determined that the vehicle is currently in the first comfort range.

[0158] In this embodiment, the comfort range includes a first comfort range, which can be understood as the difference range that does not affect the comfort of the passengers in the vehicle. This range is obtained through real vehicle calibration and subjective and objective test evaluations. Among them, the third threshold is between the first threshold and the second threshold, and the second threshold is greater than or equal to the third threshold.

[0159] Specifically, the comfort level of the first comfort range is better than that of the second comfort range. In the second comfort range, the passenger comfort is average, and the experience of staying in the second comfort range for a long time is poor. The second comfort range can be obtained through real vehicle calibration and subjective and objective test evaluations.

[0160] In some embodiments, the driving state information further includes vehicle speed information, and the disconnection state includes a connection state. After determining that the vehicle is currently in the comfort range, it further includes: according to the vehicle speed information, determining whether the current vehicle speed of the vehicle is greater than a preset second vehicle speed threshold; if the current vehicle speed of the vehicle is greater than the second vehicle speed threshold, controlling the connection state between the first half rod 310 and the second half rod 320 according to the gas input or output by the air duct assembly 100; in the connection state, adjusting the vehicle body height according to the gas input or output by the air duct assembly 100.

[0161] In this embodiment, after determining that the vehicle is currently in the comfort range, it is also necessary to adjust the vehicle body height and the disconnection state between the first half rod 310 and the second half rod 320 according to the current vehicle speed of the vehicle. Specifically, after the current vehicle speed of the vehicle is greater than the second vehicle speed threshold, by controlling the gas input or output by the air duct assembly 100, the connection state between the first half rod 310 and the second half rod 320 can be controlled, and in the connection state, the vehicle body height can be adjusted according to the gas input or output by the air duct assembly 100 to ensure that the vehicle can stably stay within the comfort range.

[0162] In some embodiments, in the connection state, adjusting the vehicle body height according to the gas input or output by the air duct assembly 100 includes: within a preset specified time, determining whether the number of times the vehicle leaves the first comfort range exceeds a preset number threshold; if it does not exceed the number threshold, determining whether the time for the vehicle to leave the first comfort range exceeds a preset first time; if it exceeds the first time, adjusting the vehicle body height according to the gas input or output by the air duct assembly 100 so that the vehicle returns to the first comfort range.

[0163] In this embodiment, the number of times the vehicle leaves the first comfort zone can be understood as the sum of the number of times the vehicle enters the second comfort zone from the first comfort zone and the number of times the vehicle enters the discomfort zone from the first comfort zone. Within a preset specified time, it is determined whether the number of times the vehicle leaves the first comfort zone exceeds a preset number threshold, and then a corresponding strategy is adopted to make the vehicle return to the first comfort zone, thereby improving the comfort of the vehicle. Among them, the first time is set to different values under different vehicle speeds and working conditions.

[0164] In some embodiments, before determining whether the time for the vehicle to leave the first comfort zone exceeds a preset first time, it further includes: if the number threshold is exceeded, determining whether the time for the vehicle in the discomfort zone exceeds a preset second time; if the second time is exceeded, adjusting the vehicle body height according to the gas input or output by the air duct assembly 100 to make the vehicle return to the first comfort zone; if the second time is not exceeded, determining whether the time for the vehicle to leave the first comfort zone exceeds the first time; if the first time is exceeded, adjusting the vehicle body height according to the gas input or output by the air duct assembly 100 to make the vehicle return to the first comfort zone.

[0165] In this embodiment, after determining that the number of times the vehicle leaves the first comfort zone exceeds the preset number threshold, it can be determined that the vehicle is currently on a bumpy road section. At this time, it is necessary to determine whether the time for the vehicle in the discomfort zone exceeds a preset second time, that is, the time for the vehicle to directly enter the discomfort zone from the first comfort zone, or the time for the vehicle to enter the discomfort zone from the second comfort zone. If the second time is exceeded, adjust the vehicle body height according to the gas input or output by the air duct assembly 100 to make the vehicle return to the first comfort zone; if the second time is not exceeded, determine whether the time for the vehicle to leave the first comfort zone exceeds the first time; if the first time is exceeded, adjust the vehicle body height according to the gas input or output by the air duct assembly 100 to make the vehicle return to the first comfort zone. Among them, the second time is less than the first time. The discomfort zone can be understood as the zone outside the first comfort zone and the second comfort zone, but is not limited thereto, and it can be selected according to actual applications, and the present application does not make specific limitations.

[0166] In some embodiments, the driving state information further includes steering wheel angle information, roll angle information, and lateral acceleration information, and the disconnection state further includes a disconnected state; after determining whether the current vehicle speed of the vehicle is greater than a preset second vehicle speed threshold, it further includes: if the current vehicle speed of the vehicle is not greater than the second vehicle speed threshold, determining whether the steering wheel angle information, roll angle information, and lateral acceleration information are all less than a preset angle threshold; if the steering wheel angle information, roll angle information, and lateral acceleration information are all less than the angle threshold, controlling the first half rod 310 and the second half rod 320 to be in a disconnected state according to the gas input or output by the air duct assembly 100; in the disconnected state, adjusting the body height of the vehicle according to the gas input or output by the air duct assembly 100.

[0167] Specifically, in order to further improve the handling and comfort of the vehicle, after determining that the current vehicle speed of the vehicle is not greater than the preset second vehicle speed threshold, the present application can determine whether it is necessary to control the first half rod 310 and the second half rod 320 to be in a disconnected state by determining whether the steering wheel angle information, roll angle information, and lateral acceleration information are all less than the preset angle threshold. If the steering wheel angle information, roll angle information, and lateral acceleration information are all less than the angle threshold, controlling the first half rod 310 and the second half rod 320 to be in a disconnected state according to the gas input or output by the air duct assembly 100; in the disconnected state, adjusting the body height of the vehicle according to the gas input or output by the air duct assembly 100.

[0168] In some embodiments, after determining whether the steering wheel angle information, roll angle information, and lateral acceleration information are all less than the preset angle threshold, it further includes: if at least one of the steering wheel angle information, roll angle information, and lateral acceleration information is not less than the angle threshold, controlling the first half rod 310 and the second half rod 320 to be in a connected state according to the gas input or output by the air duct assembly 100, and in the connected state, adjusting the body height of the vehicle according to the gas input or output by the air duct assembly 100.

[0169] Specifically, as Figure 13 shown, if at least one of the steering wheel angle information, roll angle information, and lateral acceleration information is not less than the angle threshold, to ensure the safety of the vehicle, it is necessary to control the first half rod 310 and the second half rod 320 to be in a connected state according to the gas input or output by the air duct assembly 100, and in the connected state, adjusting the body height of the vehicle according to the gas input or output by the air duct assembly 100.

[0170] In some embodiments, the driving state information further includes a first adjustment instruction; as Figure 14 shown, adjusting the body height of the vehicle includes steps S310, S320, and S330.

[0171] S310. Determine the target vehicle body height and the actual vehicle body height of the vehicle according to the first adjustment instruction for the vehicle body height;

[0172] S320. Determine whether the actual vehicle body height matches the target vehicle body height;

[0173] S330. If they do not match, adjust the vehicle body height according to the gas input or output by the air duct assembly 100 so that the vehicle body height reaches the target vehicle body height.

[0174] In this embodiment, adjusting the vehicle body height can be understood as the air charging and discharging mode of the air suspension system 10, which can be specifically implemented in the Figure 15 shown manner. Specifically, in the air charging and discharging mode, compare the four-wheel height signals with the target height corresponding to the instruction to determine whether there is a signal with an actual height greater than the target height. If so, use the drive module A to close other solenoid valves, open the distribution valve and the intake and exhaust valve corresponding to the signal. When the height corresponding to the signal drops to the target height, close the corresponding distribution valve. When there is no longer a signal with an actual height greater than the target height, close the intake and exhaust valve; if not, determine whether there is a signal with an actual height less than the target height. If so, use the drive module A to close other solenoid valves, open the distribution valve and the air storage valve corresponding to the signal. When the height corresponding to the signal rises to the target height, close the corresponding distribution valve. When there is no longer a signal with an actual height less than the target height, only open the air storage valve, and then detect the internal pressure of the air storage tank 430 to determine whether it is lower than the inflation threshold. If it is not lower than the inflation threshold, use the drive module A to close the air storage tank 430. If it is lower than the inflation threshold, use the drive module A and B to control the air compressor to work, and open the intake and exhaust valve and the air storage valve, and the other solenoid valves remain closed. When the pressure sensor 111 collects that the pressure of the air storage tank 430 reaches the saturation threshold, close the air compressor, the intake and exhaust valve and the air storage valve; if there is no signal with an actual height less than the target height, the air compressor does not work and all solenoid valves are closed.

[0175] In some embodiments, the driving state information further includes a second adjustment instruction; as Figure 16 shown, adjusting the disconnection state between the first half rod 310 and the second half rod 320 includes steps S410 and S420.

[0176] S410. Determine whether the current disconnection state between the first half rod 310 and the second half rod 320 matches the target disconnection state between the first half rod 310 and the second half rod 320 according to the second adjustment instruction for the disconnection state between the first half rod 310 and the second half rod 320;

[0177] S420. If they do not match, adjust the disconnection state between the first half rod 310 and the second half rod 320 according to the gas input or output by the air duct assembly 100, so that the current disconnection state between the first half rod 310 and the second half rod 320 reaches the target disconnection state.

[0178] Specifically, adjusting the disconnection state between the first half rod 310 and the second half rod 320 can be understood as the on-off mode of the stabilizer bar of the air suspension system 10, and it can be specifically implemented Figure 17 in the following way. Specifically, the disconnection state includes a connected state and a disconnected state. Determine whether the current disconnection state between the first half rod 310 and the second half rod 320 matches the target disconnection state between the first half rod 310 and the second half rod 320. That is, in the on-off mode of the stabilizer bar, detect the state information of the stabilizer bar through the sensor of the stabilizer bar and feedback it to the dashboard, and then determine whether the current stabilizer bar state is inconsistent with the target state. If the current state is the connected state and the target state is the disconnected state, at this time, use the drive module A to control other solenoid valves to close, open the distribution valve and the reservoir valve corresponding to the stabilizer bar, and when it is detected that the interrupted travel switch 336 is turned on again, close all solenoid valves, so that the first half rod 310 and the second half rod 320 are in the disconnected state; if the current state is the disconnected state and the target state is the connected state, at this time, use the drive module A to control other solenoid valves to close, open the distribution valve and the reservoir valve corresponding to the stabilizer bar, and when it is detected that the interrupted travel switch 336 is turned on again, close all solenoid valves, and then detect the connection proximity sensor 332, that is, whether the first sensor 3321 detects the slider 331. If so, it is determined that the first half rod 310 and the second half rod 320 are in the connected state; if not, it can be determined that the first half rod 310 and the second half rod 320 are not successfully connected, and a second indication information for the vehicle to reduce the speed is required to prompt the driver in the vehicle, so that the driver reduces the speed and drives on a flat road surface.

[0179] In some embodiments, the driving state information further includes proximity sensor information; after adjusting the disconnection state between the first half rod 310 and the second half rod 320 according to the gas input or output by the air duct assembly 100 when they do not match, it further includes: determining whether the current disconnection state between the first half rod 310 and the second half rod 320 reaches the target disconnection state according to the proximity sensor information; if not, generating a second indication information for the vehicle to reduce the speed to prompt the driver in the vehicle.

[0180] Specifically, as Figure 17As shown, after determining that the current disconnection state between the first half rod 310 and the second half rod 320 does not match the target disconnection state between the first half rod 310 and the second half rod 320, if the current state is the to-be-connected state and the target state is the connected state, it can be determined that the connection between the first half rod 310 and the second half rod 320 is not successful. Then, a second indication message for the vehicle to reduce the speed is required to prompt the driver in the vehicle, so that the driver reduces the speed and drives on a flat road surface.

[0181] The control method of the air suspension system 10 provided by the present application adjusts the vehicle body height of the vehicle based on the driving state information of the vehicle and according to the gas input or output by the air duct assembly 100, and / or adjusts the disconnection state between the first half rod 310 and the second half rod 320. Furthermore, while increasing the adaptability of the air suspension to off-road conditions, the comfort of the vehicle under normal road conditions (such as bumpy roads, especially the driving experience improvement for low-speed driving) and the refined perception of users can be enhanced, the possibility of no adjustment of the air spring is reduced, the service life of the air compressor and the solenoid valve is increased, and the risk that the stabilizer bar may disconnect under high-speed conditions is solved by optimizing the control strategy, thereby increasing the safety guarantee of the off-road mode.

[0182] In some embodiments, the present application embodiment also provides a control device 600 for the air suspension system 10, and this device is used to execute any embodiment of the control method of the air suspension system 10 described above.

[0183] Specifically, please refer to Figure 18 , Figure 18 which is a schematic block diagram of the control device 600 for the air suspension system 10 provided by the embodiment of the present application.

[0184] As Figure 18 shown, the control device 600 for the air suspension system 10 includes: an adjustment unit 610.

[0185] The adjustment unit 610 is used to adjust the vehicle body height of the vehicle based on the driving state information of the vehicle and according to the gas input or output by the air duct assembly 100, and / or adjust the disconnection state between the first half rod 310 and the second half rod 320.

[0186] It should be noted that those skilled in the art can clearly understand that the specific implementation process of the above control device 600 for the air suspension system 10 can refer to the corresponding description in the foregoing method embodiments. For the convenience and conciseness of description, it will not be repeated here.

[0187] The above control device 600 for the air suspension system 10 can be implemented in the form of a computer program, and this computer program can run on an electronic device as Figure 19 shown.

[0188] Please refer to Figure 19 , Figure 19 which is a schematic block diagram of an electronic device provided by an embodiment of the present application. The electronic device 700 may be a terminal. Among them, the terminal may be a cloud, an in-vehicle terminal device, a smart phone, a tablet computer, a laptop computer, a desktop computer, a personal digital assistant, a wearable device, etc.

[0189] Refer to Figure 19 , the electronic device 700 includes a processor 702, a memory, and a network interface 705 connected through a system bus 701. Among them, the memory may include a non-volatile storage medium 703 and an internal memory 704.

[0190] The non-volatile storage medium 703 can store an operating system 7031 and a computer program 7032. The computer program 7032 includes program instructions. When the program instructions are executed, the processor 702 can be made to execute a control method of an air suspension system 10.

[0191] The processor 702 is used to provide computing and control capabilities to support the operation of the entire electronic device 700.

[0192] The internal memory 704 provides an environment for the operation of the computer program 7032 in the non-volatile storage medium 703. When the computer program 7032 is executed by the processor 702, the processor 702 can be made to execute a control method of an air suspension system 10.

[0193] The network interface 705 is used for network communication with other devices. Those skilled in the art can understand that Figure 19 the structure shown in

[0194] is only a block diagram of some structures related to the solution of the present application, and does not constitute a limitation on the electronic device 700 to which the solution of the present application is applied. The specific electronic device 700 may include more or fewer components than those shown in the figure, or combine some components, or have different component arrangements.

[0195] It should be understood that in the embodiments of the present application, the processor 702 may be a central processing unit (CPU), and the processor 702 may also be other general-purpose processors, digital signal processors (DSPs), application specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. Among them, the general-purpose processor may be a microprocessor or the processor may also be any conventional processor, etc.

[0196] According to one aspect of the present application, there is also provided a computer program product or a computer program. The computer program product or the computer program includes computer instructions, and the computer instructions are stored in a computer-readable storage medium. The processor of the electronic device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the electronic device can implement the following steps: based on the driving state information of the vehicle, adjust the body height of the vehicle according to the gas input or output by the air duct assembly 100, and / or adjust the disconnection state between the first half rod 310 and the second half rod 320.

[0197] Those of ordinary skill in the art can understand that all or part of the processes in the methods of implementing the above embodiments can be completed by instructing relevant hardware through a computer program. The computer program includes program instructions, and the computer program can be stored in a storage medium, and the storage medium is a computer-readable storage medium. The program instructions are executed by at least one processor in the computer system to implement the flow steps of the embodiments of the above methods.

[0198] Therefore, the present application also provides a storage medium. The storage medium may be a computer-readable storage medium. The storage medium stores a computer program, and the computer program includes program instructions. When the program instructions are executed by the processor, the processor executes the following steps: based on the driving state information of the vehicle, adjust the body height of the vehicle according to the gas input or output by the air duct assembly 100, and / or adjust the disconnection state between the first half rod 310 and the second half rod 320.

[0199] The storage medium may be a USB flash drive, a mobile hard disk, a read-only memory (ROM), a magnetic disk, an optical disc or other various computer-readable storage media that can store program codes.

[0200] Those of ordinary skill in the art will realize that the units and algorithm steps of the examples described in combination with the embodiments disclosed herein can be implemented by electronic hardware, computer software, or a combination of the two. To clearly illustrate the interchangeability of hardware and software, the composition and steps of the examples have been generally described according to functions in the above description. Whether these functions are executed in a hardware or software manner depends on the specific application and design constraints of the technical solution. A professional technician can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of this application.

[0201] In several embodiments provided by this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For example, the division of each unit is only a logical function division, and there can be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed.

[0202] The steps in the method embodiments of this application can be adjusted, combined, and deleted according to actual needs. The units in the device embodiments of this application can be combined, divided, and deleted according to actual needs. In addition, the functional units in each embodiment of this application can be integrated into one processing unit, or each unit can exist physically alone, or two or more units can be integrated into one unit.

[0203] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of this technical solution can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to enable an electronic device (which can be a personal computer, a terminal, or a network device, etc.) to execute all or part of the steps of the methods described in each embodiment of this application.

[0204] In some embodiments, this application also provides a vehicle. The vehicle includes the air suspension system 10 provided by this application, or the vehicle executes the steps of the control method of the air suspension system 10 provided by this application when driving.

[0205] The above is only the specific implementation manner of this application, but the protection scope of this application is not limited thereto. Any person skilled in the art within the technical scope disclosed by this application can easily think of various equivalent modifications or substitutions, and these modifications or substitutions should all be covered within the protection scope of this application. Therefore, the protection scope of this application should be subject to the protection scope of the claims.

Claims

1. An air suspension system (10), characterized in that: include: Airway assembly (100); An air spring assembly (200) connected to the air duct assembly (100) and configured to use gas input or output from the air duct assembly (100) to adjust the vehicle height; The anti-roll bar device (300) comprises a first half bar (310) and a second half bar (320), wherein the first half bar (310) and the second half bar (320) are connected or disconnected by gas input or output by the airway assembly (100).

2. The air suspension system (10) according to claim 1, characterized in that: The anti-roll bar device (300) further comprises an intermediate connecting device (330); The intermediate connection device (330) is configured to use the gas input or output by the airway assembly (100) to control the connection or disconnection of the first half rod (310) and the second half rod (320).

3. The air suspension system (10) according to claim 2, characterized in that: The intermediate connection device (330) comprises a slider (331); The slider (331) is configured to slide using the gas input or output from the airway assembly (100) to control the connection or disconnection of the first half rod (310) and the second half rod (320).

4. The air suspension system (10) according to claim 3, characterized in that: The first end of the first half rod (310) close to the second half rod (320) and the second end of the second half rod (320) close to the first half rod (310) are both engaged with the slider (331) to connect the first half rod (310) and the second half rod (320).

5. The air suspension system (10) according to claim 4, characterized in that: When the first half rod (310) is disconnected from the second half rod (320), the second end is engaged with the slider (331).

6. The air suspension system (10) according to claim 4, characterized in that: The intermediate connection device (330) further comprises a proximity sensor (332), wherein the proximity sensor (332) is configured to detect whether the slider (331) is approaching, so as to determine the disconnection state between the first half rod (310) and the second half rod (320).

7. The air suspension system (10) according to claim 6, characterized in that: The proximity sensor (332) includes a first sensor (3321) and a second sensor (3322); Wherein, the first sensor (3321) is configured to detect whether the slider (331) is approaching to determine whether the first half rod (310) and the second half rod (320) are connected; the second sensor (3322) is configured to detect whether the slider (331) is approaching to determine whether the first half rod (310) and the second half rod (320) are disconnected.

8. The air suspension system (10) according to claim 7, characterized in that: The intermediate connection device (330) further comprises a device body (333); The first sensor (3321) is provided on the side of the device body (333) close to the first half rod (310), and the second sensor (3322) is provided on the side of the device body (333) close to the second half rod (320).

9. The air suspension system (10) according to claim 8, characterized in that: The device body (333) is provided with a chamber (334), and the first end, the second end and the slider (331) are all arranged in the chamber (334).

10. The air suspension system (10) according to claim 8, characterized in that: The intermediate connection device (330) further includes an elastic member (335); One end of the elastic member (335) is connected to the device body (333), and the other end of the elastic member (335) is connected to one end of the slider (331).

11. The air suspension system (10) according to claim 3, characterized in that: The anti-roll bar device (300) further includes a cylinder (340); The cylinder (340) is provided with a piston (343) connected to the slider (331) by a piston rod (344), and the piston (343) is configured to slide in the cylinder (340) using the gas input or output by the airway assembly (100) to drive the slider (331) to control the first half rod (310) and the second half rod (320) to be connected or disconnected.

12. The air suspension system (10) according to claim 11, characterized in that: The piston rod (344) is provided with a limiter (341), and the limiter (341) is configured to indicate the stroke of the piston rod (344).

13. The air suspension system (10) according to claim 12, characterized in that: The limiting member (341) comprises a first limiting block (3411) and a second limiting block (3412), and the intermediate connecting device (330) further comprises a travel switch (336); Wherein, the first limit block (3411) is configured to contact the travel switch (336) to determine that the piston rod (344) reaches a first travel; the second limit block (3412) is configured to contact the travel switch (336) to determine that the piston rod (344) reaches a second travel, and the first travel is greater than or equal to the second travel.

14. The air suspension system (10) according to claim 11, characterized in that: The cylinder (340) is also provided with an air nozzle (342), one end of the air nozzle (342) is in communication with the airway assembly (100), and the other end of the air nozzle (342) is in communication with the interior of the cylinder (340).

15. The air suspension system (10) according to claim 11, characterized in that: The airway assembly (100) comprises a common airway (110), a first solenoid valve group (120) and a second solenoid valve group (130); One end of the first solenoid valve group (120) and one end of the second solenoid valve group (130) are both connected to the common air passage (110), the other end of the first solenoid valve group (120) is connected to the air spring group (200), and the other end of the second solenoid valve group (130) is connected to the cylinder (340); The first solenoid valve group (120) is configured to open when adjusting the vehicle height, and to close when the vehicle height adjustment is finished; The second solenoid valve (122) is configured to open when the first half rod (310) and the second half rod (320) are controlled to be connected, and to close when the first half rod (310) and the second half rod (320) are controlled to be disconnected.

16. The air suspension system (10) according to claim 15, characterized in that: The air spring assembly (200) comprises a first air spring (210), a second air spring (220), a third air spring (230) and a fourth air spring (240); Wherein, the first air spring (210), the second air spring (220), the third air spring (230) and the fourth air spring (240) are respectively located at the left front side, the right front side, the left rear side and the right rear side of the vehicle.

17. The air suspension system (10) according to claim 16, characterized in that The first solenoid valve group (120) comprises a first solenoid valve (121), a second solenoid valve (122), a third solenoid valve (123) and a fourth solenoid valve (124); Among them, one end of the first solenoid valve (121), one end of the second solenoid valve (122), one end of the third solenoid valve (123) and one end of the fourth solenoid valve (124) are respectively connected to the common airway (110), the other end of the first solenoid valve (121) is connected to the first air spring (210), the other end of the second solenoid valve (122) is connected to the second air spring (220), the other end of the third solenoid valve (123) is connected to the third air spring (230), and the other end of the fourth solenoid valve (124) is connected to the fourth air spring (240).

18. The air suspension system (10) according to claim 15, characterized in that: The first half-rod (310) includes a first left half-rod (311) and a second left half-rod (312), and the second half-rod (320) includes a first right half-rod (321) and a second right half-rod (322); Wherein, the first half rod (310) comprises a first left half rod (311) and a second left half rod (312), and the connection state between the first left half rod (311) and the first right half rod (321) is controlled by a corresponding cylinder (340); and / or, The second half rod (320) comprises a first right half rod (321) and a second right half rod (322), and the connection state between the second left half rod (312) and the second right half rod (322) is controlled by a corresponding cylinder (340).

19. The air suspension system (10) according to claim 18, characterized in that The second solenoid valve group (130) comprises a fifth solenoid valve (131) and a sixth solenoid valve (132); One end of the fifth solenoid valve (131) and one end of the sixth solenoid valve (132) are both connected to the common airway (110); the other end of the fifth solenoid valve (131) is connected to the cylinder (340) corresponding to the first left half rod (311) and the first right half rod (321); and the other end of the sixth solenoid valve (132) is connected to the cylinder (340) corresponding to the second left half rod (312) and the second right half rod (322).

20. The air suspension system (10) according to claim 15, characterized in that: The air suspension system (10) further includes an air control assembly (400); Wherein, the air control assembly (400) is configured to control the gas input or output of the airway assembly (100).

21. The air suspension system (10) according to claim 20, characterized in that: The air control assembly (400) includes a controller (410), a compressor assembly (420) and an air storage tank (430); The controller (410) is configured to control the operation of the compressor assembly (420) so as to control the gas input or output from the compressor assembly (420) to the airway assembly (100); and the gas storage tank (430) is configured to store gas.

22. The air suspension system (10) according to claim 21, characterized in that The airway assembly (100) further includes a third solenoid valve group (140); The third solenoid valve group (140) includes a seventh solenoid valve (141) and an eighth solenoid valve (142), one end of the seventh solenoid valve (141) and one end of the eighth solenoid valve (142) are both connected to the common airway (110), the other end of the seventh solenoid valve (141) is connected to the compressor assembly (420), and the other end of the eighth solenoid valve (142) is connected to the air storage tank (430).

23. The air suspension system (10) according to claim 21, characterized in that A pressure sensor (111) is also provided in the common air passage (110), and the pressure sensor (111) is configured to detect the pressure inside the air spring group (200), or / and the cylinder (340), or / and the compressor assembly (420), or / and the air storage tank (430).

24. The air suspension system (10) according to any one of claims 1 to 23, characterized in that: The air suspension system (10) further comprises four height sensors (500); The four height sensors (500) are configured to respectively detect the heights of the four wheels of the vehicle.

25. A control method for an air suspension system (10), characterized in that: The air suspension system (10) applied to any one of claims 1 to 23, wherein the control method comprises: Based on the driving state information of the vehicle, the vehicle height is adjusted according to the gas input or output of the airway assembly (100), or / and the disconnection state between the first half rod (310) and the second half rod (320) is adjusted.

26. The control method of the air suspension system (10) according to claim 25, characterized in that: The driving state information includes an off-road mode signal and vehicle speed information; The method of adjusting the vehicle height based on the driving state information of the vehicle and the gas input or output by the airway assembly (100), or / and adjusting the disconnection state between the first half rod (310) and the second half rod (320), comprises: If the off-road mode signal is received, determining whether the current speed of the vehicle is lower than a preset first speed threshold according to the vehicle speed information; If the current vehicle speed is lower than the first vehicle speed threshold, controlling the air suspension system (10) to enter an off-road mode; In the off-road mode, the vehicle height and the disconnection state between the first half rod (310) and the second half rod (320) are adjusted according to the gas input or output of the airway assembly (100).

27. The control method of the air suspension system (10) according to claim 26, characterized in that: The disconnected state includes a disconnected state; The method of adjusting the vehicle height and the disconnection state between the first half rod (310) and the second half rod (320) according to the gas input or output from the airway assembly (100) comprises: According to the gas input or output of the airway assembly (100), controlling the first half rod (310) and the second half rod (320) to be in the disconnected state; In the disconnected state, the vehicle body height is adjusted according to the gas input or output of the airway assembly (100).

28. The control method of the air suspension system (10) according to claim 27, characterized in that: The driving state information also includes roll angle information, and the disconnected state also includes a waiting state and a connected state; The method of adjusting the vehicle height according to the gas input or output from the airway assembly (100) comprises: According to the gas input or output by the airway assembly (100), adjusting the vehicle body height to a preset first height; Determining, according to the roll angle information, whether a current roll angle of the vehicle is greater than a preset roll angle threshold; If the current roll angle is greater than the roll angle threshold, the first half rod (310) and the second half rod (320) are controlled to be in the ready-to-connect state or the connected state according to the gas input or output of the airway assembly (100); In the waiting state or the connected state, the vehicle is adjusted from the first height to a preset second height according to the gas input or output of the airway assembly (100), so that the roll angle of the vehicle is not greater than the roll angle threshold.

29. The control method of the air suspension system (10) according to claim 28, characterized in that: The driving state information also includes pitch angle information; Before determining whether the current roll angle of the vehicle is greater than a preset roll angle threshold according to the roll angle information, the method further includes: Determining, according to the pitch angle information, whether a current pitch angle of the vehicle is greater than a preset pitch angle threshold; If the current pitch angle is greater than the pitch angle threshold, the vehicle is adjusted from the first height to a preset third height according to the gas input or output of the airway assembly (100) so that the pitch angle of the vehicle is not greater than the pitch angle threshold.

30. The control method of the air suspension system (10) according to claim 26, characterized in that: The disconnected state includes a connected state; After determining whether the current vehicle speed of the vehicle is lower than a preset first vehicle speed threshold according to the vehicle speed information, the method further includes: If the current vehicle speed is not lower than the first vehicle speed threshold, controlling the first half rod (310) and the second half rod (320) to be in the connection state according to the gas input or output of the airway assembly (100); A first prompt message is generated indicating that the vehicle cannot enter the off-road mode, so as to prompt a driver in the vehicle.

31. The control method of the air suspension system (10) according to claim 25, characterized in that: The driving state information includes an off-road mode signal; The method of adjusting the vehicle height based on the driving state information of the vehicle and the gas input or output by the airway assembly (100), or / and adjusting the disconnection state between the first half rod (310) and the second half rod (320), comprises: If the off-road mode signal is not received, controlling the air suspension system to enter a preset closed-loop control mode; In the closed-loop control mode, the vehicle height is adjusted according to the gas input or output of the airway assembly (100), or / and the disconnection state between the first half rod (310) and the second half rod (320) is adjusted.

32. The control method of the air suspension system (10) according to claim 30, characterized in that: The driving state information also includes a vehicle height gear position signal; Before controlling the air suspension system to enter a preset closed-loop control mode, the method further includes: Based on the vehicle height gear position signal, the gas input or output of the airway assembly (100) is controlled to adjust the vehicle body height to within a preset height range.

33. The control method of the air suspension system (10) according to claim 32, characterized in that: The driving state information also includes air pressure information of an air storage tank (430) in the air suspension system (10); Before controlling the air suspension system to enter a preset closed-loop control mode, the method further includes: Determining, based on the air pressure information, whether the current air pressure of the air storage tank (430) reaches a preset saturation threshold; If the current air pressure of the air storage tank (430) does not reach the saturation threshold, the compressor assembly (420) in the air suspension system (10) is controlled to operate so that the current air pressure of the air storage tank (430) reaches the saturation threshold.

34. The control method of the air suspension system (10) according to claim 31, characterized in that: The driving state information includes vehicle height information; In the closed-loop control mode, according to the gas input or output of the airway assembly (100), the vehicle height is adjusted, or / and the disconnection state between the first half rod (310) and the second half rod (320) is adjusted, comprising: Determining whether the vehicle is currently in a preset comfort zone according to the vehicle height information; If the vehicle is not currently in the comfort zone, the vehicle height and / or the disconnection state between the first half rod (310) and the second half rod (320) are adjusted according to the gas input or output of the airway assembly (100).

35. The control method of the air suspension system (10) according to claim 34, characterized in that: The determining, according to the vehicle height information, whether the vehicle is currently in a preset comfort zone includes: Determine, according to the vehicle body height information, a first height difference between the front left and rear left, a second height difference between the front right and rear right, a third height difference between the front left and front right, and a fourth height difference between the rear left and rear right of the vehicle; If at least one of the first height difference, the second height difference, the third height difference and the fourth height difference is greater than a preset first threshold, determining that the vehicle is not currently in the comfort zone; If the first height difference, the second height difference, the third height difference, and the fourth height difference are all less than or equal to the first threshold, it is determined that the vehicle is currently in the comfort zone.

36. The control method of the air suspension system (10) according to claim 35, characterized in that: The comfort zone includes a first comfort zone and a second comfort zone; If the first height difference, the second height difference, the third height difference, and the fourth height difference are all less than or equal to the first threshold, determining that the vehicle is currently in the comfort zone includes: If at least one of the first height difference, the second height difference, the third height difference, and the fourth height difference is greater than or equal to a preset second threshold, and all are less than the first threshold, it is determined that the vehicle is currently in the second comfort zone; If at least one of the first height difference, the second height difference, the third height difference and the fourth height difference is greater than or equal to a preset third threshold, and all are less than the second threshold, it is determined that the vehicle is currently in the first comfort zone.

37. The control method of the air suspension system (10) according to claim 36, characterized in that: The driving state information also includes vehicle speed information, and the disconnection state includes a connection state; After determining that the vehicle is currently in the comfort zone, the method further includes: Determining, based on the vehicle speed information, whether the current vehicle speed of the vehicle is greater than a preset second vehicle speed threshold; If the current speed of the vehicle is greater than the second speed threshold, the first half rod (310) and the second half rod (320) are controlled to be in the connection state according to the gas input or output of the airway assembly (100); In the connected state, the vehicle body height is adjusted according to the gas input or output of the airway assembly (100).

38. The control method of the air suspension system (10) according to claim 37, characterized in that: In the connected state, adjusting the vehicle height according to the gas input or output by the airway assembly (100) comprises: Determining whether the number of times the vehicle leaves the first comfort zone exceeds a preset number threshold within a preset prescribed time; If the number of times does not exceed the threshold, determining whether the time when the vehicle leaves the first comfort zone exceeds a preset first time; If the first time is exceeded, the vehicle height is adjusted according to the gas input or output of the airway assembly (100) so that the vehicle returns to the first comfort zone.

39. The control method of the air suspension system (10) according to claim 38, characterized in that: Before determining whether the time for the vehicle to leave the first comfort zone exceeds a preset first time, the method further includes: If the number of times exceeds the threshold, determining whether the time the vehicle is in the uncomfortable range exceeds a preset second time; If the second time is exceeded, adjusting the vehicle height according to the gas input or output of the airway assembly (100) so that the vehicle returns to the first comfort zone; If the time has not exceeded the second time, determining whether the time when the vehicle leaves the first comfort zone exceeds the first time; If the first time is exceeded, the vehicle height is adjusted according to the gas input or output of the airway assembly (100) so that the vehicle returns to the first comfort zone.

40. The control method of the air suspension system (10) according to claim 37, characterized in that: The driving state information also includes steering wheel angle information, roll angle information and lateral acceleration information, and the disconnected state also includes a disconnected state; After determining whether the current speed of the vehicle is greater than a preset second speed threshold, the method further includes: If the current speed of the vehicle is not greater than the second speed threshold, determining whether the steering wheel angle information, the roll angle information, and the lateral acceleration information are all less than a preset angle threshold; If the steering wheel angle information, the roll angle information and the lateral acceleration information are all less than the angle threshold, the first half-rod (310) and the second half-rod (320) are controlled to be in the disconnected state according to the gas input or output of the airway assembly (100); In the disconnected state, the vehicle body height is adjusted according to the gas input or output of the airway assembly (100).

41. The control method of the air suspension system (10) according to claim 40, characterized in that: After determining whether the steering wheel angle information, the roll angle information, and the lateral acceleration information are all less than a preset angle threshold, the method further includes: If at least one of the steering wheel angle information, the roll angle information and the lateral acceleration information is not less than the angle threshold, the first half rod (310) and the second half rod (320) are controlled to be in the connection state according to the gas input or output of the airway assembly (100); In the connected state, the vehicle body height is adjusted according to the gas input or output of the airway assembly (100).

42. A control method for an air suspension system (10) according to any one of claims 25 to 41, characterized in that: The driving state information also includes a first adjustment instruction; The adjusting the vehicle height includes: Determining a target height of the vehicle and a current actual height of the vehicle according to the first vehicle height adjustment instruction; Determining whether the actual height of the vehicle body matches the target height of the vehicle body; If they do not match, the vehicle height is adjusted according to the gas input or output of the airway assembly (100) so that the vehicle height reaches the target vehicle height.

43. A control method for an air suspension system (10) according to any one of claims 25 to 41, characterized in that: The driving state information also includes a second adjustment instruction; The step of adjusting the disconnection state between the first half rod (310) and the second half rod (320) comprises: Determining, according to a second adjustment instruction of the disconnection state between the first half-rod (310) and the second half-rod (320), whether the current disconnection state between the first half-rod (310) and the second half-rod (320) matches the target disconnection state between the first half-rod (310) and the second half-rod (320); If there is no match, the disconnection state between the first half rod (310) and the second half rod (320) is adjusted according to the gas input or output of the airway assembly (100) so that the current disconnection state between the first half rod (310) and the second half rod (320) reaches the target disconnection state.

44. The control method of the air suspension system (10) according to claim 43, characterized in that: The driving state information also includes proximity sensor information; After adjusting the disconnection state between the first half rod (310) and the second half rod (320) according to the gas input or output of the airway assembly (100) if there is no match, the method further includes: Determining, based on the proximity sensor information, whether the current disconnection state between the first half rod (310) and the second half rod (320) reaches the target disconnection state; If the speed limit is not reached, second instruction information for the vehicle to reduce its speed is generated to prompt the driver in the vehicle.

45. A control device for an air suspension system (10), characterized in that: An air suspension system (10) as claimed in any one of claims 1 to 24, wherein the control device comprises: An adjustment unit is used to adjust the vehicle height or / and the disconnection state between the first half rod (310) and the second half rod (320) based on the driving state information of the vehicle and according to the gas input or output of the airway assembly (100).

46. ​​A control system for an air suspension system (10), characterized in that: A control method for executing an air suspension system (10) as claimed in any one of claims 25 to 44, wherein the control system comprises: A first processing module is configured to process the operation signal of the vehicle to obtain a processed operation signal; A second processing module is configured to process a sensor signal in the air suspension system (10) to obtain a processed sensor signal; A control decision module is configured to generate a decision signal according to the processed operation signal and the processed sensor signal; A driving module is configured to drive the gas input or output of the airway assembly (100) according to the decision signal to adjust the vehicle body height, or / and adjust the disconnection state between the first half rod (310) and the second half rod (320).

47. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, wherein: When the processor executes the computer program, the processor implements the steps of the control method of the air suspension system (10) according to any one of claims 25 to 44.

48. 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 control method of the air suspension system (10) according to any one of claims 25 to 44 are implemented.

49. A vehicle, characterized in that: The vehicle comprises the air suspension system (10) according to any one of claims 1 to 24, or the vehicle executes the steps of the control method of the air suspension system (10) according to any one of claims 25 to 44 while driving.

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