Air suspension system, method of controlling the same, related apparatus and vehicle

Abstract

This application discloses an air suspension system, its control method, related equipment, and a vehicle. The air suspension system includes an air duct assembly, an air spring assembly, and an anti-roll bar device. The air spring assembly is connected to the air duct assembly and configured to use gas input or output from the air duct assembly to adjust the vehicle's ride height. The anti-roll bar device includes a first half-bar and a second half-bar, which are connected or disconnected using gas input or output from the air duct assembly. This allows for coordinated control of the stabilizer bar and air springs, enabling the air suspension to adapt to complex off-road conditions requiring greater suspension travel. Furthermore, it allows the vehicle to achieve good ride comfort and safety while pursuing ultimate handling, thus improving the overall performance of the vehicle.

Description

Technical Field

[0001] This application relates to the field of suspension technology, and in particular to an air suspension system and its control method, related equipment and vehicles. Background Technology

[0002] Air suspension is an advanced vehicle suspension system that uses air springs instead of traditional coil springs. It adjusts vehicle height and suspension stiffness by compressing air, allowing for automatic or manual adjustment of the suspension based on different road conditions and driving needs, thereby improving vehicle handling, stability, and ride comfort. However, air suspension has certain limitations, especially in complex conditions such as off-road driving, where air springs alone cannot achieve a large suspension travel. Summary of the Invention

[0003] To address the shortcomings of existing technologies, this application provides an air suspension system and its control method, related equipment, and vehicle, aiming to solve the technical problem that existing air suspensions cannot achieve a large suspension travel under complex working conditions.

[0004] In a first aspect, this application provides an air suspension system, comprising:

[0005] Airway assembly;

[0006] An air spring assembly, connected to an air duct assembly, is configured to use gas input or output from the air duct assembly to adjust the vehicle's ride height.

[0007] The anti-roll bar device includes a first half-bar and a second half-bar, which are connected or disconnected by gas input or output from an air duct assembly.

[0008] Secondly, this application also provides a control method for an air suspension system, applied to the air suspension system provided in the first aspect, the control method comprising:

[0009] Based on the vehicle's driving status information and the gas input or output from the air intake assembly, the vehicle's body height is adjusted, and / or the connection status between the first and second half-bars is adjusted.

[0010] Thirdly, this application also provides a control device for an air suspension system, applied to the air suspension system provided in the first aspect, the control device comprising:

[0011] The adjustment unit is used to adjust the vehicle's body height and / or adjust the disconnection status between the first and second half-levers based on the vehicle's driving status information and the gas input or output from the air intake assembly.

[0012] Fourthly, this application also provides a control system for an air suspension system, applied to perform the control method for the air suspension system provided in the second aspect, the control system comprising:

[0013] The first processing module is configured to process the vehicle's operating signals to obtain processed operating signals;

[0014] The second processing module is configured to process the sensor signals in the air suspension system to obtain the processed sensor signals.

[0015] The control decision module is configured to generate decision signals based on the processed operating signals and the processed sensor signals;

[0016] The drive module is configured to drive the gas input or output of the air intake assembly according to a decision signal to adjust the vehicle's body height and / or adjust the disconnection state between the first and second half-bars.

[0017] Fifthly, this application also provides an electronic device, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps of the control method for the air suspension system provided in the second aspect.

[0018] In a sixth aspect, this application also provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the steps of the control method for the air suspension system provided in the second aspect.

[0019] In a seventh aspect, this application also provides a vehicle that includes the air suspension system provided in the first aspect, or the steps of the control method of the air suspension system provided in the second aspect performed when the vehicle is in motion.

[0020] This application provides an air suspension system including an air duct assembly, an air spring assembly, and an anti-roll bar device. The air spring assembly is connected to the air duct assembly and configured to use gas input or output from the air duct assembly to adjust the vehicle's ride height. The anti-roll bar device includes a first half-bar and a second half-bar, which are connected or disconnected using gas input or output from the air duct assembly. This allows for coordinated control of the stabilizer bar and air springs, enabling the air suspension to adapt to complex conditions requiring greater suspension travel, such as off-road conditions. Furthermore, it allows the vehicle to achieve good ride comfort and safety while pursuing ultimate handling, thus improving the overall performance of the vehicle. Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0021] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a first schematic block diagram of an air suspension system provided in an embodiment of this application;

[0023] Figure 2 This is a second schematic block diagram of an air suspension system provided in an embodiment of this application;

[0024] Figure 3 A schematic block diagram of an intermediate connection device provided in an embodiment of this application;

[0025] Figure 4 A first schematic block diagram of the airway assembly provided in the embodiments of this application;

[0026] Figure 5 A schematic block diagram showing the connection between the air duct assembly, air spring assembly, and air control assembly provided in the embodiments of this application;

[0027] Figure 6 This is a third schematic block diagram of an air suspension system provided in an embodiment of this application;

[0028] Figure 7 This is a fourth schematic block diagram of an air suspension system provided in an embodiment of this application;

[0029] Figure 8 A schematic block diagram of the control system of the air suspension system provided in the embodiments of this application;

[0030] Figure 9 A first flowchart illustrating the control method of the air suspension system provided in an embodiment of this application;

[0031] Figure 10 A second flowchart illustrating the control method of the air suspension system provided in an embodiment of this application;

[0032] Figure 11 A third flowchart illustrating the control method for the air suspension system provided in this application embodiment;

[0033] Figure 12 A fourth flowchart illustrating the control method for the air suspension system provided in this application embodiment;

[0034] Figure 13 A fifth flowchart illustrating the control method for the air suspension system provided in this application embodiment;

[0035] Figure 14 A sixth flowchart illustrating the control method for the air suspension system provided in this application embodiment;

[0036] Figure 15 A seventh flowchart illustrating the control method for the air suspension system provided in this application embodiment;

[0037] Figure 16 The eighth flowchart is a schematic diagram of the control method for the air suspension system provided in the embodiments of this application;

[0038] Figure 17 A ninth flowchart illustrating the control method for an air suspension system provided in this application embodiment;

[0039] Figure 18 A schematic block diagram of the control device for an air suspension system provided in an embodiment of this application;

[0040] Figure 19 A schematic block diagram of an electronic device provided in an embodiment of this application.

[0041] Figure label:

[0042] 10. Air suspension system; 100. Air duct assembly; 110. Common air duct; 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 312. Left half lever; 320. Second left half lever; 321. Second half lever; 322. First right half lever; 323. Second right half lever; 330. Intermediate connecting device; 331. Slider; 332. Proximity sensor; 3321. First sensor; 3322. Second sensor; 333. Main body of the device; 334. Chamber; 335. Elastic element; 336. Limit switch; 340. Cylinder; 341. Limiting element; 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 tank; 500. Height sensor. Detailed Implementation

[0043] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this 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, integrals, steps, operations, elements and / or components, but do not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or collections thereof.

[0045] It should also be understood that the terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to limit the scope of the application. As used in this specification and the appended claims, the singular forms “a,” “an,” and “the” are intended to include the plural forms unless the context clearly indicates otherwise.

[0046] It should also be further understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0047] Furthermore, in this application, unless otherwise explicitly specified or limited in the embodiments, the terms "installation," "connection," "joining," and "fixing" appearing in the embodiments should be interpreted broadly. For example, a connection can be a fixed connection, a detachable connection, or an integral part; it can also be a mechanical connection, an electrical connection, etc. Of course, it can also be a direct connection, or an indirect connection through an intermediate medium, or it can be the internal communication between two components, or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific implementation.

[0048] In related technologies, 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, air spring assembly, solenoid valve assembly, inflation control assembly, and pressure sensor. The control method of the air suspension system determines whether the vehicle is on a bumpy road surface based on the vehicle's acceleration and four-wheel acceleration, and obtains the corresponding target wheel height based on the determined road conditions. The air spring assembly is inflated and deflated separately by adjusting the inflation control assembly and solenoid valve assembly to ensure that the left and right sides of the vehicle body are at the same target height.

[0049] The control method of the above-mentioned air suspension system distinguishes the degree of road bumps, but it does not make a specific control strategy for the working conditions where the degree of bumps exceeds the adjustment stroke of the air springs. For example, in off-road conditions where the suspension travel requirement is large, if it is still simply defined as a bumpy road and adjusted according to the corresponding control strategy, the grip performance of the car tires will be poor and the car will not be able to adapt well to the working conditions.

[0050] A Chinese invention patent discloses a disconnectable semi-active automotive stabilizer bar system and its control method. The system includes a stabilizer bar, an electromagnetic clutch, a magnetorheological damper, and a controller. The control method primarily involves controlling the electromagnetic clutch's engagement and disengagement of the stabilizer bar and the magnitude of the current in the magnetorheological damper to provide damping force based on steering wheel angle, vehicle 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 is engaged (the stabilizer bar is disengaged, 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 (steering wheel angle threshold is 90°, roll angle threshold is 0.5 x rollover angle threshold) and are not both 0, the clutch engages, connecting the stabilizer bar, and the damper is not engaged. When the steering wheel angle is greater than the threshold and the body roll angle is less than the threshold, the clutch engages, connecting the stabilizer bar, and the damper engages to provide damping force as an anti-roll force. The magnitude of the damping force is calculated based on the lateral acceleration and the piston displacement, velocity, and acceleration within the damper.

[0052] The aforementioned disconnectable semi-active lateral stabilizer bar system poses safety hazards when applied to actual operating conditions, such as the difficulty in the stabilizer bar disconnecting during vehicle operation and the risk that the stabilizer bar meets the disconnection conditions at high speeds. Furthermore, it does not comprehensively cover all operating conditions and does not provide corresponding handling measures for situations where the vehicle roll angle exceeds the threshold.

[0053] Furthermore, existing integrated systems for air suspension and anti-roll devices often use two different drive methods, failing to unify the power sources of the air suspension system and anti-roll bars, thus reducing the number and arrangement of drive sources. For example, in the integrated control of a motor-driven active stabilizer bar and an electronically controlled shock absorber, the stabilizer bar is provided with anti-roll force by a motor, while the shock absorber is provided with damping force by internal hydraulic pressure regulated by an internal solenoid valve. This type of integration mainly involves integrating the control of different drive sources in the system, saving space occupied by the controller, but it places high demands on the computing power of the control chip and the anti-interference capability of the controller.

[0054] Therefore, this application provides an air suspension system and its control method, related equipment, and vehicle. The air suspension system includes an air intake assembly, an air spring assembly, and an anti-roll bar device. The air spring assembly is connected to the air intake assembly and configured to use gas input or output from the air intake assembly to adjust the vehicle's ride height. The anti-roll bar device includes a first half-bar and a second half-bar, which are connected or disconnected using gas input or output from the air intake assembly. This allows for coordinated control of the stabilizer bar and air springs, enabling the air suspension to adapt to complex off-road conditions requiring greater suspension travel. Furthermore, it allows the vehicle to achieve good ride comfort and safety while pursuing ultimate handling, thus improving the overall performance of the vehicle.

[0055] Please see Figure 1 , Figure 1 This is a first schematic block diagram of the air suspension system 10 provided in an embodiment of this application. Figure 1 As shown, this application provides an air suspension system 10, comprising:

[0056] Airway assembly 100;

[0057] Air spring assembly 200 is connected to air duct assembly 100 and is configured to use gas input or output from air duct assembly 100 to adjust the vehicle's body height.

[0058] The anti-roll bar device 300 includes a first half-bar 310 and a second half-bar 320, which are connected or disconnected by gas input or output from 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 assembly 200 with an external air source. By precisely controlling the gas flow, the air spring assembly 200 can be charged and depressed, thereby adjusting the vehicle height and suspension stiffness, and thus enabling the air suspension system 10 to achieve height adjustability and comfort.

[0060] The air duct assembly 100 is an important component of the air suspension system 10, primarily responsible for the flow and distribution of air. It includes components such as intake valves, exhaust valves, and connecting pipes, and controls the inflation and deflation of the air springs by controlling the intake and exhaust of air.

[0061] The air spring assembly 200 includes air springs, whose main function is to provide elastic support force through compressed air, adjusting vehicle height and suspension stiffness. The air spring assembly 200 can consist of multiple independent air springs, each connected to an external air supply unit via an air duct assembly 100 for independent control. Air springs utilize the compressibility of gas as an elastic medium, adjusting internal air pressure by inflating or deflating, thereby changing spring stiffness and vehicle height. When vehicle load increases, the internal air pressure of the air spring rises, and the stiffness increases accordingly; conversely, when load decreases, the air pressure decreases, and the stiffness decreases. The non-linear stiffness characteristics of air springs allow them to effectively adapt to different driving conditions and road surfaces.

[0062] The air intake assembly 100 achieves precise control over vehicle height and suspension stiffness by adjusting the mass and pressure of the gas inside the air spring. For example, when it is necessary to raise the vehicle, the air intake assembly 100 opens the intake valve to inject air into the air spring, causing it to expand and support the vehicle; when it is necessary to lower the vehicle, it exhausts air through the exhaust valve, causing the air spring to contract.

[0063] The anti-roll bar device 300, also known as a lateral stabilizer bar or anti-roll bar device, is a device that connects the left and right suspension systems of a vehicle. It is typically U-shaped or rod-shaped and fixed to the suspension arms or shock absorbers. The main function of the anti-roll bar device 300 is to use torsional torque to suppress vehicle roll during cornering. That is, by limiting the tilting motion of the wheels, it reduces body roll, thereby improving vehicle handling and ride comfort. Specifically, when the vehicle is cornering, due to centrifugal force, the body leans to the outside of the corner. At this time, the anti-roll bar generates a counter-torsional torque to help balance the body and reduce the degree of roll.

[0064] Specifically, this application uses the air duct assembly 100 in conjunction with the air spring assembly 200 to provide basic suspension support and dynamic adjustment capabilities for the vehicle. The anti-roll bar device 300, based on this, reuses the air duct assembly 100 to further enhance the vehicle's anti-roll capability under complex working conditions. The two work together to not only enable the air suspension to adapt to complex off-road conditions that require a large suspension travel, but also to achieve good ride comfort and safety while pursuing ultimate handling, thus improving the overall performance of the vehicle.

[0065] In some embodiments, such as Figure 2 As shown, the anti-roll bar device 300 also includes an intermediate connecting device 330; wherein the intermediate connecting device 330 is configured to use gas input or output from 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 located 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 gas input or output from 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, such as Figure 3 As shown, the intermediate connecting device 330 includes a slider 331; wherein the slider 331 is configured to slide using gas input or output from the gas duct assembly 100 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 may be provided in the intermediate connecting device 330. The slider 331 may be configured to slide using gas input or output from the gas channel assembly 100, so that the slider 331 can be connected 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] For example, when 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 slider 331 is not connected to either the first half rod 310 or the second half rod 320, the first half rod 310 and the second half rod 320 are in a disconnected state; when slider 331 is connected to the first half rod 310 but not to the second half rod 320, the first half rod 310 and the second half rod 320 are in a disconnected state; when slider 331 is connected to the second half rod 320 but not to the first half rod 310, the first half rod 310 and the second half rod 320 are in a disconnected state.

[0070] Furthermore, in some embodiments, such as Figure 3 As shown, the first end of the first half rod 310 near the second half rod 320 and the second end of the second half rod 320 near the first half rod 310 are 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, the slider 331 can be provided with an internal gear structure, and the ends of the first half-rod 310 and the second half-rod 320 can be provided with spline structures. Thus, during the sliding process, the slider 331 can simultaneously mesh with the spline structures at the ends of the first half-rod 310 and the second half-rod 320 using the internal gear structure. At this time, the first half-rod 310 and the second half-rod 320 cannot rotate freely, achieving a connected state. Simultaneously, during the sliding process, the internal gear structure on the slider 331 can mesh with only one spline structure 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. In this case, the first half-rod 310 and the second half-rod 320 are in a disconnected state. Here, the first end can be understood as the end of the first half-rod 310 connecting to the second half-rod 320, and the second end can be understood as the end of the second half-rod 320 connecting to the first half-rod 310.

[0072] In addition, there can be a state of waiting to be connected between the first half rod 310 and the second half rod 320. The state of waiting to be connected can be understood as the state during the process of the first half rod 310 and the second half rod 320 changing from the disconnected state to the connected state. At this time, it can be understood as the state formed when the spline structure at the end of the first half rod 310 is not aligned 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 engages with the slider 331.

[0074] Specifically, during the sliding process, the internal gear structure on the slider 331 can engage only one of the spline structures in the first half rod 310 and the second half rod 320, such as engaging only 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 disengaged state.

[0075] In some embodiments, such as Figure 3 As shown, the intermediate connecting device 330 also includes a proximity sensor 332, which is configured to detect whether the slider 331 is close to the proximity sensor 332 in order 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 objects, and it is widely used in industrial automation, automotive, consumer electronics, and robotics. It can detect the presence, distance, or position of an object without direct contact and convert this information into an electrical signal output.

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

[0078] Furthermore, in some embodiments, such as Figure 3 As 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 is close 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 close to determine whether the first half-rod 310 and the second half-rod 320 are disconnected.

[0079] In this embodiment, the proximity sensor 332 may 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 moves closer to the first sensor 3321 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 moves closer to the second sensor 3322 to determine whether the first half rod 310 and the second half rod 320 are disconnected.

[0080] Specifically, when the first sensor 3321 detects the slider 331, it can be determined that the slider 331 is connected to both the first half-rod 310 and the second half-rod 320, thus indicating that 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, it can be determined that the slider 331 is not connected to the first half-rod 310 but is connected to the second half-rod 320, thus indicating that the first half-rod 310 and the second half-rod 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 that the first half-rod 310 and the second half-rod 320 are in a pending connection state.

[0081] In some embodiments, such as Figure 3 As shown, the intermediate connecting device 330 also includes a device body 333; wherein, a first sensor 3321 is provided on the side of the device body 333 near the first half rod 310, and a second sensor 3322 is provided on the side of the device body 333 near the second half rod 320.

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

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

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

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

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

[0087] In some embodiments, such as Figure 3 As shown, the anti-roll bar device 300 also includes a cylinder 340; wherein, the cylinder 340 is provided with a piston 343 connected to a slider 331 by a piston rod 344. The piston 343 is configured to slide within the cylinder 340 using gas input or output from the air passage assembly 100, so as to drive the slider 331 to control the first half rod 310 and the second half rod 320 to connect or disconnect.

[0088] In this embodiment, the sliding of the slider 331 can be achieved by a cylinder 340. The cylinder 340 is equipped with a piston 343 connected to the slider 331 by a piston rod 344. The piston 343 is configured to slide within the cylinder 340 using gas input or output from the air passage assembly 100, so as to drive the slider 331 to control the first half rod 310 and the second half rod 320 to connect or disconnect.

[0089] In some embodiments, such as Figure 4 As 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, thereby enabling the slider 331 to control the connection or disconnection between the first half rod 310 and the second half rod 320 during the sliding process.

[0091] Furthermore, in some embodiments, such as Figure 4 As shown, the limiting member 341 includes a first limiting block 3411 and a second limiting block 3412, and the intermediate connecting device 330 also includes a limit switch 336; wherein, the first limiting block 3411 is configured to contact the limit switch 336 to determine that the piston rod 344 has reached a first stroke; the second limiting block 3412 is configured to contact the limit switch 336 to determine that the piston rod 344 has reached 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 disposed 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. Meanwhile, the intermediate connecting device 330 also includes a limit 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 limit switch 336, thereby indicating the stroke of the piston rod 344.

[0093] Specifically, when the first limit block 3411 contacts the limit switch 336, the slider 331 can be detected by the second sensor 3322, at which point it can be determined that the piston rod 344 has reached the end of its stroke. When the second limit block 3412 contacts the limit switch 336, the slider 331 can be detected by the first sensor 3321, at which point it can be determined that the piston 343 has reached the bottom of the cylinder 340. However, the piston 343 reaching the bottom of the cylinder 340 does not mean it reaches the bottom surface of the cylinder 340; a certain amount of space needs to be reserved for gas to flow in, in order to increase the contact area between the gas and the piston 343.

[0094] Limit switch 336 is an automated control element that converts mechanical displacement signals into electrical signals. It is widely used in industrial automation and mechanical equipment control. Its main function is to detect the position or travel of moving mechanical parts to control the opening and closing of circuits, thereby performing tasks such as limit protection, sequence control, and position detection. The working principle of limit switch 336 is based on the change of mechanical contacts. When a moving mechanical part (such as a lever or roller) collides with the contacts of limit switch 336, the state of the contacts changes, thus triggering the opening and closing of the circuit.

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

[0096] In this embodiment, the air nozzle 342 can be a stabilizer air nozzle 342, which can be connected to the air passage assembly 100. The air passage assembly 100 can then control the piston 343 in the cylinder 340 to perform work through the air nozzle 342, thereby controlling the slider 331 to move, and thus controlling 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 connecting device 330 shown can be summarized as follows:

[0098] When the first sensor 3321 detects the slider 331, the second limit block 3412 contacts the limit switch 336, and the internal gear structure on the slider 331 simultaneously engages the spline structure at the ends of the first half-rod 310 and the second half-rod 320. 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 limit switch 336, and the internal gear structure on the slider 331 engages the spline structure at the ends of the first half-rod 310 and the second half-rod 320. The gear structure only engages the spline structure at the ends of the two half-bars, and the first half-bar 310 and the second half-bar 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 limit switch 336, the first half-bar 310 and the second half-bar 320 are in a pending connection state. This pending connection state is caused by the fact that the spline at the end of the first half-bar 310 is not aligned with the teeth of the internal gear structure during the process of disconnection and connection between the first half-bar 310 and the second half-bar 320. At the same time, the elastic force provided by the elastic element 335 can limit the piston 343 to the bottom when the air pressure on the left side of the piston 343 is low (atmospheric pressure); as 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 as Figure 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 connected to the common air duct 110. The other end of the first solenoid valve group 120 is connected to the air spring assembly 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's body height and close when the vehicle's body height adjustment is completed. The second solenoid valve 122 is configured to open when controlling the connection of the first half-lever 310 and the second half-lever 320, and close when controlling the disconnection of the first half-lever 310 and the second half-lever 320.

[0100] In this embodiment, one end of the first solenoid valve assembly 120 and one end of the second solenoid valve assembly 130 are both connected to the common air passage 110. The other end of the first solenoid valve assembly 120 is connected to the air spring assembly 200, and the other end of the second solenoid valve assembly 130 is connected to the cylinder 340. This allows the air passage assembly 100 to adjust the vehicle's height while simultaneously controlling the connection or disconnection between the first half-lever 310 and the second half-lever 320. The first solenoid valve assembly 120 and the second solenoid valve assembly 130 can be understood as... Figure 7 The air distribution valve assembly in the middle.

[0101] Furthermore, in some embodiments, such as Figure 5 As shown in Figure 7, the air spring assembly 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 assembly 120 includes a first solenoid valve 121, a second solenoid valve 122, a third solenoid valve 123, and a 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 located on the left front side, right front side, left rear side, and right rear side of the vehicle, respectively. 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 connected to the common air passage 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 as the right front air spring, the third air spring 230 as the left rear air spring, and the fourth air spring 240 as the right rear air spring. Simultaneously, this application controls 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 to control the first air spring 210, the second air spring 220, the third air spring 230, and the fourth air spring 240, thereby adjusting the vehicle's body height.

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

[0104] Specifically, such as Figure 7 As shown, the first left half-bar 311 and the second right half-bar 322 can be understood as a stabilizer bar, which can be installed on the front side of the vehicle, i.e., a front semi-active stabilizer bar; the second left half-bar 312 and the second right half-bar 322 can be understood as a stabilizer bar, which can be installed on the rear side of the vehicle, i.e., a rear semi-active stabilizer bar.

[0105] In some embodiments, such as Figure 5 and Figure 7 As 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 semi-active stabilizer bar, and the sixth solenoid valve 132 corresponds to the rear semi-active stabilizer bar. This application controls the connection / disconnection state of the front and rear semi-active stabilizer bars by controlling the opening and closing of the fifth solenoid valve 131 and the sixth solenoid valve 132. The connection / disconnection state can include a connected state, a disconnected state, and a state awaiting connection.

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

[0108] In this embodiment, the air control assembly 400 is the core component of the air suspension system 10, responsible for adjusting the air pressure of the air springs to control vehicle height, stiffness, and comfort. The air control assembly 400 may consist of components such as an air compressor, air dryer, air tank 430, and controller 410, thereby precisely adjusting the air pressure of the air springs to achieve dynamic adjustment of vehicle height and stiffness, improving vehicle comfort, handling, and passability.

[0109] In some embodiments, such as Figure 5 , Figure 6 and Figure 7 As shown, the air control assembly 400 includes a controller 410, a compressor assembly 420, and an air tank 430; wherein, the controller 410 is configured to control the operation of the compressor assembly 420 to control the gas input or output of the compressor assembly 420 to the air duct assembly 100; the air 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 from the compressor assembly 420 to the air duct assembly 100; the air tank 430 is configured to store gas. The air compressor provides compressed air to the air spring and has an automatic start-stop function; the air tank 430 can store compressed air to ensure rapid system response, and its capacity can be designed according to vehicle model and requirements.

[0111] In some embodiments, such as Figure 5 , Figure 6 and Figure 7 As shown, the air passage assembly 100 also 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 passage 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 tank 430.

[0112] In this embodiment, the seventh solenoid valve 141 can be an exhaust valve, which can be located between the exhaust port of the air compressor assembly 420 and the common air passage 110. At the same time, the air intake port of the air compressor can be connected to the external atmospheric pressure. The eighth solenoid valve 142 can be an air storage valve, which can be located between the air storage tank 430 and the common air passage 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 As shown, a pressure sensor 111 is also provided in the common air passage 110. The pressure sensor 111 is configured to measure the pressure inside the air spring assembly 200, or / and cylinder 340, or / and compressor assembly 420, or / and air tank 430.

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

[0116] In some embodiments, such as Figure 6 and Figure 7 As shown, the air suspension system 10 also includes four height sensors 500; wherein the four height sensors 500 are configured to detect the height at each of 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. The four height sensors 500 are configured to detect the height of the four wheels of the vehicle and then send the detected information to the controller 410.

[0118] The air suspension system 10 provided in this application includes an air duct assembly 100, an air spring assembly 200, and an anti-roll bar device 300. The air spring assembly 200 is 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's body height. 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 gas input or output from the air duct assembly 100 to achieve coordinated control of the stabilizer bar and the air springs. This not only allows the air suspension to adapt to complex off-road conditions requiring a large suspension travel, but also enables the vehicle to achieve good ride comfort and safety while pursuing ultimate handling, thus improving the overall performance of the vehicle.

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

[0120] For ease of understanding, this application first introduces the control system of the air suspension system 10, and then details the control method, device, electronic equipment, storage medium and vehicle of the air suspension system 10 based on the control system.

[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 may be located in a controller 410. The control system includes: a first processing module, a second processing module, a control decision module, and a drive module.

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

[0123] Specifically, such as Figure 8 As shown, the first processing module can be signal processing module A, and the second processing module can be signal processing module B. The vehicle's operating signals 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. The sensor signals in the air suspension system 10 can include proximity sensor 332 signal, limit switch 336 signal, pressure sensor 111 signal, and height sensor 500 signal.

[0124] Ignition signal, steering wheel angle signal, vehicle speed signal, roll angle signal, pitch angle signal, lateral acceleration signal, four-wheel height sensor 500 signal, vehicle height gear signal, and off-road mode signal are processed via the CAN communication network and then transmitted to the control strategy module together with the vehicle height sensor 500 signal, pressure sensor 111 signal, proximity sensor 332 signal, and limit switch 336 signal. The vehicle height gear signal and off-road mode signal are actively sent by the driver via the vehicle's PAD or buttons; all other signals can be sensor signals.

[0125] The control strategy module can be composed of a microcontroller unit (MCU) in the controller 410. The MCU contains the low-level control algorithm code for the air suspension system 10. The actions executed in the control method of the air suspension system 10 can all be realized by the control strategy module receiving signals, processing them, and then outputting signals to the drive module.

[0126] Specifically, this application provides a control method for an air suspension system 10, the method comprising the steps of: adjusting the vehicle body height based on the vehicle's driving state information and according to the gas input or output from the air duct assembly 100, and / or adjusting the disconnection state between the first half-lever 310 and the second half-lever 320.

[0127] In this embodiment, the driving status information may include at least one of the following: ignition signal, steering wheel angle signal, vehicle speed signal, roll angle signal, pitch angle signal, lateral acceleration signal, four-wheel height sensor 500 signal, vehicle height gear signal, and off-road mode signal. This allows for the determination of the vehicle's real-time driving status during operation. Furthermore, by controlling the gas input or output of the air intake assembly 100, the vehicle's height can be adjusted, and / or the connection / disconnection state between the first half-lever 310 and the second half-lever 320 can be adjusted. This enables the determination of the vehicle's real-time driving status based on the vehicle speed signal, roll angle signal, pitch angle signal, steering wheel angle signal, and gear signal. The off-road mode signal controls the state of the semi-active air stabilizer bar (first half-bar 310 and second half-bar 320), ensuring that the stabilizer bar is in the disengaged state when the vehicle is at low speed without roll or turning, improving driving comfort. At the same time, the stabilizer bar automatically engages when the vehicle speed reaches a threshold, improving safety, increasing roll stiffness, and preventing the vehicle from losing control and rolling over. The proximity sensor 332 and limit switch 336 on the semi-active air stabilizer bar can provide feedback on the stabilizer bar status to the controller 410. If a stabilizer bar engagement or disengagement command is sent, and the actual stabilizer bar status does not meet the command, an alarm signal is sent to the driver to improve vehicle safety.

[0128] Meanwhile, this application can solve the problem that only air springs can adjust the vehicle height and stiffness, which cannot be used for long-term off-road conditions. In addition, this application utilizes an air semi-active stabilizer bar and its control method to deal with off-road conditions, which broadens the adaptability of the existing air suspension system to extreme and severe conditions. By setting an off-road mode, the stabilizer bar is disconnected to increase the suspension travel, and roll angle, pitch angle and four-wheel height information are detected in real time to determine whether the vehicle roll and pitch have reached the set safety threshold. If the threshold is reached, the distribution valve is controlled to inflate the air springs to increase the suspension stiffness and control the stabilizer bar connection to reduce the risk of rollover.

[0129] In this application, when controlling the gas input or output of the air passage assembly 100, the connection between the first half-lever 310 and the second half-lever 320 can be adjusted simultaneously with adjusting the vehicle body height. Alternatively, the connection between the first half-lever 310 and the second half-lever 320 can be adjusted independently without adjusting the vehicle body height. Furthermore, the vehicle body height can be adjusted independently without adjusting the connection between the first half-lever 310 and the second half-lever 320.

[0130] In some embodiments, driving status information includes off-road mode signal and vehicle speed information; such as Figure 9 As shown, based on the vehicle's driving status information, the vehicle's body height is adjusted according to the gas input or output from the airway assembly 100, and / or the disconnection state between the first half-lever 310 and the second half-lever 320 is adjusted, including steps S110, S120 and S130.

[0131] S110. If an off-road mode signal is received, determine whether the vehicle's current speed is lower than a preset first speed threshold based on 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 off-road mode.

[0133] S130. In off-road mode, the vehicle's height and the disconnection status between the first half-lever 310 and the second half-lever 320 are adjusted according to the gas input or output from the air intake assembly 100.

[0134] In this embodiment, the off-road mode signal can be actively sent by the driver in the vehicle via an onboard PAD or button. After receiving the off-road mode signal, the controller 410 can compare the current vehicle speed with a first speed threshold to determine whether the current vehicle speed is lower than the first speed threshold. If it is lower than the first speed threshold, the controller can control the air suspension system 10 to enter the off-road mode. In the off-road mode, the air is input or output through the air duct assembly 100 to adjust the vehicle's body height and the disconnection state between the first half-lever 310 and the second half-lever 320, thereby ensuring that the vehicle has good handling, comfort and passability in the off-road mode.

[0135] Specifically, such as Figure 12 As shown, before receiving a signal actively sent by the driver via the vehicle PAD or button, the control strategy module needs to determine whether the car is in the OK position, that is, to confirm whether the vehicle's start-up status or system function is normal. If normal, it determines whether the car is in non-off-road mode based on the signal actively sent by the driver via the vehicle PAD or button. If not normal, no action is taken. If it is determined that the car is not in non-off-road mode, it determines whether the current vehicle speed is lower than a preset first speed threshold based on the vehicle speed information, so as to control the air suspension system 10 to enter off-road mode. In off-road mode, the air input or output through the air duct assembly 100 is used to adjust the vehicle's body height and the disconnection status between the first half-lever 310 and the second half-lever 320, thereby ensuring that the vehicle has good handling, comfort and passability in off-road mode.

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

[0137] Specifically, such as Figure 10 As shown, when entering off-road mode, the gas input or output through the air intake assembly 100 can pre-control the first half lever 310 and the second half lever 320 to be in a disconnected state. Then, with the first half lever 310 and the second half lever 320 in a disconnected state, the vehicle height can be adjusted. Specifically, the vehicle height can be adjusted to the highest position and then all solenoid valves can be closed.

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

[0139] Specifically, such as Figure 10 As shown, after adjusting the vehicle's height to the highest setting, since the vehicle is in off-road mode, this application also needs to determine whether the vehicle's current roll angle is greater than a preset roll angle threshold. If the current roll angle is greater than the roll angle threshold, to ensure vehicle safety, the gas input or output through the air duct assembly 100 needs to control the first half-lever 310 and the second half-lever 320 to be in a waiting-to-connect or connected state. Simultaneously, in the waiting-to-connect or connected state, the vehicle needs to be adjusted from the first height to a preset second height so that the vehicle's roll angle does not exceed the roll angle threshold. If the current roll angle is not greater than the roll angle threshold, no action is taken. The first height is greater than the second height.

[0140] In some embodiments, the driving status information further includes pitch angle information; before determining whether the current roll angle of the vehicle is greater than a preset roll angle threshold based on the roll angle information, the method further includes: determining whether the current pitch angle of the vehicle is greater than a preset pitch angle threshold based on the pitch angle information; if the current pitch angle is greater than the pitch angle threshold, adjusting the vehicle from a first height to a preset third height based on 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, such as Figure 10 As shown, before determining whether the vehicle's current roll angle is greater than a preset roll angle threshold, this application also needs to determine whether the vehicle's current pitch angle is greater than a preset pitch angle threshold. If the current pitch angle is greater than the pitch angle threshold, to ensure vehicle safety, the vehicle needs to be adjusted from a first height to a preset third height through the gas input or output of the air duct assembly 100, so that the vehicle's pitch angle does not exceed the pitch angle threshold. The first height is greater than the third height.

[0142] In some embodiments, the disconnection state includes the connection state; after determining whether the current vehicle speed is lower than a preset first vehicle speed threshold based on 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 lever 310 and the second half lever 320 to be in a connection state based on the gas input or output by the airway assembly 100; generating a first prompt message that the vehicle cannot enter the off-road mode to prompt the driver in the vehicle.

[0143] Specifically, such as Figure 10 As shown, when the vehicle needs to enter off-road mode, if the current vehicle speed is detected to be no less than the first speed threshold, in order to ensure the safety of the vehicle, it is necessary to control the connection between the first half lever 310 and the second half lever 320 through the gas input or output of the air passage assembly 100 in advance. At the same time, it is also necessary to generate the first prompt message that the vehicle cannot enter off-road mode to prompt the driver in the vehicle.

[0144] In some embodiments, driving status information includes an off-road mode signal; such as Figure 11 As shown, based on the vehicle's driving status information, the vehicle's body height is adjusted according to the gas input or output from the airway assembly 100, and / or the disconnection state between the first half-lever 310 and the second half-lever 320 is adjusted, including steps S210 and S220.

[0145] S210. If no off-road mode signal is received, control the air suspension system to enter the preset closed-loop control mode.

[0146] S220. In closed-loop control mode, the vehicle body height is adjusted according to the gas input or output of the air passage assembly 100, and / or the disconnection state between the first half lever 310 and the second half lever 320 is adjusted.

[0147] In this embodiment, when no off-road mode signal is received from the driver via the vehicle PAD or button, the air suspension system can be controlled to enter a preset closed-loop control mode. In the closed-loop control mode, the vehicle height can be adjusted by controlling the gas input or output of the air duct assembly 100, and / or adjusting the disconnection state between the first half-lever 310 and the second half-lever 320, thereby ensuring that the vehicle has good handling, comfort and passability in off-road mode.

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

[0149] Specifically, such as Figure 12 As shown, when the vehicle is determined to be in non-off-road mode, it can be determined whether the driver has adjusted the vehicle height gear. Based on the vehicle height gear signal, the air intake assembly 100 is controlled to input or output gas to adjust the vehicle body height to a preset height range. Specifically, the air suspension system 10 enters the inflation / deflation mode, controls the corresponding solenoid valve to work, so that the height of the four wheels of the vehicle reaches the target gear range. Then, the air suspension system is controlled to enter a preset closed-loop control mode, thereby ensuring that the vehicle has good handling, comfort and passability.

[0150] In some embodiments, the driving status information also includes the air pressure information of the air 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: determining whether the current air pressure of the air tank 430 has reached a preset saturation threshold based on the air pressure information; if the current air pressure of the air tank 430 has not reached the saturation threshold, controlling the compressor assembly 420 in the air suspension system 10 to operate so that the current air pressure of the air tank 430 reaches the saturation threshold.

[0151] Specifically, such as Figure 12As shown, before the air suspension system enters the preset closed-loop control mode, it is necessary to determine whether the current air pressure of the air tank 430 has reached the preset saturation threshold. If the current air pressure of the air tank 430 has not reached the saturation threshold, the compressor assembly 420 in the air suspension system 10 is controlled to operate. Specifically, the air filling and emptying valves and the air tank 430 are opened, while the other solenoid valves remain closed, so that the current air pressure of the air tank 430 reaches the saturation threshold. When the pressure sensor 111 detects that the pressure of the air tank 430 has reached the saturation threshold, the air compressor assembly 420, the air filling and emptying valves, and the air tank valve are closed, and then the closed-loop control mode is entered. If it is determined that the current air pressure of the air tank 430 has reached the preset saturation threshold, it is necessary to determine whether the driver has adjusted the vehicle height setting, and based on the vehicle height setting signal, control the input or output of gas in the air duct assembly 100 to adjust the vehicle body height to the preset height range.

[0152] This application implements a mechanism whereby, after the controller 410 receives the vehicle ignition signal, it detects the air pressure in the air tank 430. If the air pressure does not reach the saturation threshold, the air tank 430 is inflated to the saturation threshold. After each increase in vehicle height, the controller checks whether the air pressure in the air tank 430 has dropped to or below the inflation threshold. If so, the air tank 430 is inflated to the saturation threshold; otherwise, it is not inflated. This ensures that the air tank 430 is used to inflate the air springs and the semi-active air stabilizer bar, reducing the frequency of air compressor use and increasing its service life. Simultaneously, with the saturation threshold greater than the inflation threshold, the air tank 430 at the saturation threshold pressure can still meet the requirements for multiple inflations from the first to the third height position. The specific saturation threshold setting is defined according to the vehicle model and the performance of the air tank 430. The inflation threshold should still allow for at least three inflations from the first to the third height position.

[0153] In some embodiments, the driving status information includes vehicle height information; in closed-loop control mode, the vehicle height is adjusted according to the gas input or output of the air duct assembly 100, and / or the disconnection state between the first half-lever 310 and the second half-lever 320 is adjusted, including: determining whether the vehicle is currently in a preset comfort range according to the vehicle height information; if the vehicle is not currently in a comfort range, the vehicle height is adjusted according to the gas input or output of the air duct assembly 100, and / or the disconnection state between the first half-lever 310 and the second half-lever 320 is adjusted.

[0154] Specifically, in the closed-loop control mode, when adjusting the vehicle's body height and the disconnection state between the first half-lever 310 and the second half-lever 320, this application can determine whether the vehicle is currently in a preset comfort range based on the body height information. If the vehicle is not currently in a comfort range, the vehicle's body height and / or the disconnection state between the first half-lever 310 and the second half-lever 320 are adjusted based on the gas input or output from the air duct assembly 100. If the vehicle is in a comfort range, no action is taken.

[0155] Furthermore, in some embodiments, determining whether the vehicle is currently in a preset comfort range based on the vehicle height information includes: determining 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 based on the vehicle 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 a 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 a comfort range.

[0156] Specifically, such as Figure 13 As shown, in closed-loop control mode, the height differences between the front and rear of the vehicle and between the left and right sides can be calculated based on the four-wheel height signals, namely, the first height difference, the second height difference, the third height difference, and the fourth height difference. These differences determine whether the vehicle is currently in a comfortable range. If the vehicle is in a comfortable range, it can be determined whether the air pressure in the air springs needs adjustment. If at least one of the first, second, third, and fourth height differences is greater than a preset first threshold, the vehicle is determined not to be in a comfortable range, and the corresponding air spring pressure needs to be adjusted to bring the vehicle into a comfortable range. If all of the first, second, third, and fourth height differences are less than or equal to the first threshold, the vehicle is determined to be in a comfortable range, and no adjustment of the air spring pressure is required. The first threshold can be selected based on actual application, and this application does not impose specific limitations on it.

[0157] In some embodiments, 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 a first threshold, determining that the vehicle is currently in a 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, determining that the vehicle is currently in a 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, determining that the vehicle is currently in a first comfort zone.

[0158] In this embodiment, the comfort range includes a first comfort range, which can be understood as the range of differences that do not affect the comfort of passengers inside the vehicle. This range is obtained from actual vehicle calibration and subjective and objective test evaluations. The third threshold is located between the first threshold and the second threshold, where the second threshold is greater than or equal to the third threshold.

[0159] Specifically, the comfort level of the first comfort zone is better than that of the second comfort zone. The second comfort zone is where passenger comfort is average, and the experience is poor for a long time. The second comfort zone can be determined by vehicle calibration and subjective and objective test evaluation.

[0160] In some embodiments, the driving status information also includes vehicle speed information, and the disconnection status includes the connection status; after determining that the vehicle is currently in the comfort range, the method further includes: determining whether the current vehicle speed is greater than a preset second vehicle speed threshold based on the vehicle speed information; if the current vehicle speed is greater than the second vehicle speed threshold, controlling the first half-lever 310 and the second half-lever 320 to be in a connection status based on the gas input or output from the air duct assembly 100; in the connection status, adjusting the vehicle body height based on the gas input or output from 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's body height and the disconnection state between the first half-lever 310 and the second half-lever 320 according to the vehicle's current speed. Specifically, after the vehicle's current speed is greater than the second speed threshold, the gas input or output of the air duct assembly 100 is controlled to control the first half-lever 310 and the second half-lever 320 to be in a connected state. In the connected state, the vehicle's body height is adjusted according to the gas input or output of the air duct assembly 100 to ensure that the vehicle can stably remain in the comfort range.

[0162] In some embodiments, in the connected state, adjusting the vehicle's body height according to the gas input or output of the air duct assembly 100 includes: determining whether the number of times the vehicle leaves the first comfort zone exceeds a preset number threshold within a preset specified time; if the number threshold is not exceeded, determining whether the time the vehicle leaves the first comfort zone exceeds a preset first time; if the first time is exceeded, adjusting the vehicle's body height according to the gas input or output of the air duct assembly 100 so that the vehicle returns to the first comfort zone.

[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 non-comfortable zone from the first comfort zone. Within a preset time period, it is determined whether the number of times the vehicle leaves the first comfort zone exceeds a preset threshold, and a corresponding strategy is adopted to make the vehicle return to the first comfort zone, thereby improving the vehicle's comfort. The threshold value is set differently for different vehicle speeds and operating conditions.

[0164] In some embodiments, before determining whether the time the vehicle leaves the first comfort zone exceeds a preset first time, the method further includes: if the number of times exceeds a threshold, determining whether the time the vehicle is in an uncomfortable zone exceeds a preset second time; if the second time exceeds, adjusting the vehicle's body 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 second time does not exceed, determining whether the time the vehicle leaves the first comfort zone exceeds the first time; if the first time exceeds, adjusting the vehicle's body height according to the gas input or output of the airway assembly 100 so that the vehicle returns to the first comfort zone.

[0165] In this embodiment, after determining that the number of times the vehicle leaves the first comfort zone exceeds a preset threshold, it can be determined that the vehicle is currently on a bumpy road. At this time, it is necessary to determine whether the time the vehicle has been in the uncomfortable zone exceeds a preset second time, that is, the time it takes for the vehicle to directly enter the uncomfortable zone from the first comfort zone, or the time it takes for the vehicle to enter the uncomfortable zone from the second comfort zone. If it exceeds the second time, the vehicle's body height is adjusted according to the gas input or output of the air duct assembly 100 so that the vehicle returns to the first comfort zone. If it does not exceed the second time, it is determined whether the time the vehicle has left the first comfort zone exceeds the first time. If it exceeds the first time, the vehicle's body height is adjusted according to the gas input or output of the air duct assembly 100 so that the vehicle returns to the first comfort zone. The second time is shorter than the first time. The uncomfortable zone can be understood as the zone outside the first and second comfort zones, but it is not limited to this; it can be selected according to the actual application, and this application does not make specific limitations.

[0166] In some embodiments, the driving status 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 is greater than a preset second vehicle speed threshold, the method further includes: if the current vehicle speed 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-lever 310 and the second half-lever 320 to be in a disconnected state according to the gas input or output of the air duct assembly 100; in the disconnected state, adjusting the vehicle body height according to the gas input or output of 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 is not greater than a preset second speed threshold, this application can determine whether it is necessary to control the first half-lever 310 and the second half-lever 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, the first half-lever 310 and the second half-lever 320 are controlled to be in a disconnected state according to the gas input or output of the air duct assembly 100. In the disconnected state, the vehicle body height is adjusted according to the gas input or output of 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 a preset angle threshold, the method 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-lever 310 and the second half-lever 320 to be in a connected state according to the gas input or output of the air duct assembly 100, and adjusting the vehicle body height according to the gas input or output of the air duct assembly 100 in the connected state.

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

[0170] In some embodiments, the driving status information further includes a first adjustment command; such as Figure 14 As shown, adjusting the vehicle's body height includes steps S310, S320, and S330.

[0171] S310. Based on the first adjustment command for vehicle height, determine the target height of the vehicle body and the current actual height of the vehicle body;

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

[0173] S330. If mismatched, adjust the vehicle's body height according to the gas input or output of the air intake assembly 100 so that the vehicle's body height reaches the target body height.

[0174] In this embodiment, adjusting the vehicle's body height can be understood as the inflation / deflation mode of the air suspension system 10, which can specifically be achieved through... Figure 15 This is implemented as shown. Specifically, in inflation / deflation mode, the four-wheel height signals are compared with the target height corresponding to the command to determine if there is a signal where the actual height is greater than the target height. If so, drive module A closes other solenoid valves and opens the corresponding distribution valve and intake / exhaust valve. When the height corresponding to the signal drops to the target height, the corresponding distribution valve is closed. When there is no longer a signal where the actual height is greater than the target height, the intake / exhaust valve is closed. If not, it is determined if there is a signal where the actual height is less than the target height. If so, drive module A closes other solenoid valves and opens the corresponding distribution valve and air storage valve. When the height corresponding to the signal rises to the target height, the corresponding distribution valve is closed. When there is no longer a signal that the actual height is less than the target height, only the reservoir valve is opened, and then the internal pressure of the air tank 430 is detected to determine whether it is lower than the inflation threshold. If it is not lower than the inflation threshold, the air tank 430 is closed by drive module A. If it is lower than the inflation threshold, the air compressor is controlled to work by drive modules A and B, and the inflation / exhaust valve and the reservoir valve are opened, while the other solenoid valves remain closed. When the pressure sensor 111 detects that the pressure of the air tank 430 has reached the saturation threshold, the air compressor, inflation / exhaust valve, and reservoir valve are closed. If there is no signal that the actual height is less than the target height, the air compressor does not work, and all solenoid valves are closed.

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

[0176] S410. Based on the second adjustment command regarding the disconnection state between the first half-pole 310 and the second half-pole 320, determine whether the current disconnection state between the first half-pole 310 and the second half-pole 320 matches the target disconnection state between the first half-pole 310 and the second half-pole 320.

[0177] S420. If mismatched, adjust the disconnection state between the first half-lever 310 and the second half-lever 320 according to the gas input or output of the airway assembly 100, so that the current disconnection state between the first half-lever 310 and the second half-lever 320 reaches the target disconnection state.

[0178] Specifically, adjusting the disconnection state between the first half-link 310 and the second half-link 320 can be understood as the on / off mode of the stabilizer bar in the air suspension system 10, which can be specifically adopted as follows: Figure 17 This is implemented as shown. Specifically, the disconnection state includes a connected state and a disconnected state. The current disconnection state between the first half-bar 310 and the second half-bar 320 is determined, and it is compared with the target disconnection state between the first half-bar 310 and the second half-bar 320. That is, in the stabilizer bar on / off mode, the stabilizer bar's state information is detected by the stabilizer bar's sensor and fed back to the instrument panel. Then, it is determined whether the current stabilizer bar state is inconsistent with the target state. If the current state is connected and the target state is disconnected, the drive module A controls other solenoid valves to close, opens the corresponding distribution valve and reservoir valve of the stabilizer bar, and detects when the interrupted limit switch 336 is re-engaged, closes all solenoid valves, so that the first half-bar 310 and the second half-bar 320... If the current state is disconnected and the target state is connected, the drive module A controls other solenoid valves to close, opens the distribution valve and reservoir valve corresponding to the stabilizer bar, and detects when the interrupted limit switch 336 is reconnected, closes all solenoid valves, and then detects whether the proximity sensor 332, i.e., the first sensor 3321, detects whether the slider 331 is detected. If so, it is determined that the first half-bar 310 and the second half-bar 320 are connected; if not, it is determined that the first half-bar 310 and the second half-bar 320 are not successfully connected, and the second indication information of reducing vehicle speed is required to prompt the driver in the vehicle, so that the driver reduces the speed and drives on a flat road.

[0179] In some embodiments, the driving status information further includes proximity sensor information; after adjusting the disconnection state between the first half-lever 310 and the second half-lever 320 according to the gas input or output of the airway assembly 100 if there is a mismatch, the method further includes: determining, based on the proximity sensor information, whether the current disconnection state between the first half-lever 310 and the second half-lever 320 has reached a target disconnection state; if not, generating second indication information for reducing vehicle speed to prompt the driver inside the vehicle.

[0180] Specifically, such as Figure 17As shown, after determining that the current disconnection state between the first half-pole 310 and the second half-pole 320 does not match the target disconnection state between the first half-pole 310 and the second half-pole 320, if the current state is a pending connection state and the target state is a connection state, it can be determined that the first half-pole 310 and the second half-pole 320 have not been successfully connected. In this case, a second instruction message to reduce the vehicle speed is required to prompt the driver in the vehicle, thereby causing the driver to reduce the vehicle speed and drive on a flat road.

[0181] The control method for the air suspension system 10 provided in this application adjusts the vehicle's body height and / or the disconnection state between the first half-link 310 and the second half-link 320 based on the vehicle's driving state information and the gas input or output from the air duct assembly 100. This increases the adaptability of the air suspension to off-road conditions while improving the comfort and user's refined perception of the vehicle under normal road conditions (such as bumpy roads, especially improving the driving experience at low speeds). It also reduces the possibility of the air springs not being adjustable, increases the service life of the air compressor and solenoid valve, and addresses the risk of the stabilizer bar disconnecting at high speeds through optimized control strategies, thereby increasing the safety guarantee in off-road mode.

[0182] In some embodiments, this application also provides a control device 600 for an air suspension system 10, which is used to execute any of the aforementioned control methods for the air suspension system 10.

[0183] Specifically, please refer to Figure 18 , Figure 18 This is a schematic block diagram of the control device 600 of the air suspension system 10 provided in the embodiments of this application.

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

[0185] The adjustment unit 610 is used to adjust the vehicle body height and / or adjust the disconnection state between the first half-lever 310 and the second half-lever 320 based on the vehicle's driving status information and the gas input or output by the air passage assembly 100.

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

[0187] The control device 600 of the aforementioned air suspension system 10 can be implemented as a computer program, which can, for example, Figure 19 It runs on the electronic device shown.

[0188] Please see Figure 19 , Figure 19 This is a schematic block diagram of an electronic device provided in an embodiment of this application. The electronic device 700 can be a terminal, which can be a cloud-based terminal device, a vehicle-mounted terminal device, a smartphone, a tablet computer, a laptop computer, a desktop computer, a personal digital assistant, and a wearable device, etc.

[0189] See Figure 19 The electronic device 700 includes a processor 702, a memory, and a network interface 705 connected via a system bus 701. The memory may include a non-volatile storage medium 703 and internal memory 704.

[0190] The non-volatile storage medium 703 may store an operating system 7031 and a computer program 7032. The computer program 7032 includes program instructions that, when executed, cause the processor 702 to perform a control method for the air suspension system 10.

[0191] The processor 702 provides 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 execute a control method for the air suspension system 10.

[0193] This network interface 705 is used for network communication with other devices. Those skilled in the art will understand that... Figure 19 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the electronic device 700 to which the present application is applied. The specific electronic device 700 may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0194] The processor 702 is used to run the computer program 7032 stored in the memory to perform the following steps: based on the vehicle's driving status information, and according to the gas input or output by the air passage assembly 100, adjust the vehicle's body height, and / or adjust the disconnection state between the first half-lever 310 and the second half-lever 320.

[0195] It should be understood that in the embodiments of this application, the processor 702 may be a central processing unit (CPU), or it may 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. The general-purpose processor may be a microprocessor or any conventional processor.

[0196] According to one aspect of this application, a computer program product or computer program is also provided, comprising computer instructions stored in a computer-readable storage medium. A processor of an electronic device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the electronic device to perform the following steps: adjusting the vehicle's body height and / or adjusting the disconnection state between the first half-lever 310 and the second half-lever 320 based on vehicle driving status information and according to the gas input or output of the air duct assembly 100.

[0197] It will be understood by those skilled in the art that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program includes program instructions and can be stored in a storage medium, which is a computer-readable storage medium. The program instructions are executed by at least one processor in the computer system to implement the process steps of the embodiments of the above methods.

[0198] Therefore, this application also provides a storage medium. This storage medium can be a computer-readable storage medium. The storage medium stores a computer program, wherein the computer program includes program instructions. When executed by a processor, the program instructions cause the processor to perform the following steps: based on the vehicle's driving status information, and according to the gas input or output from the air intake assembly 100, adjust the vehicle's body height, and / or adjust the disconnection state between the first half-lever 310 and the second half-lever 320.

[0199] The storage medium can be any computer-readable storage medium that can store program code, such as a USB flash drive, external hard drive, read-only memory (ROM), magnetic disk, or optical disk.

[0200] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this application.

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

[0202] The steps in the methods of this application embodiment can be adjusted, merged, or deleted according to actual needs. The units in the apparatus of this application embodiment can be merged, divided, or deleted according to actual needs. Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0203] If the integrated unit is implemented as 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 the 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 cause an electronic device (which may be a personal computer, a terminal, or a network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application.

[0204] In some embodiments, this application also provides a vehicle, the vehicle including the air suspension system 10 provided in this application, or the steps of the control method of the air suspension system 10 provided in this application being executed when the vehicle is in motion.

[0205] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. An air suspension system (10), characterized in that, include: Airway assembly (100); An air spring assembly (200) is connected to the air duct assembly (100) and is configured to use gas input or output from the air duct assembly (100) to adjust the vehicle's body height; The anti-roll bar device (300) includes a first half-bar (310) and a second half-bar (320), which are connected or disconnected by gas input or output from the airway assembly (100); The airway assembly (100) includes 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) of the anti-roll bar device (300). The first solenoid valve assembly (120) is configured to open when adjusting the vehicle's body height and close when the adjustment of the vehicle's body height is finished; The second solenoid valve (122) is configured to open when the first half-lever (310) and the second half-lever (320) are connected, and to close when the first half-lever (310) and the second half-lever (320) are disconnected.

2. The air suspension system (10) according to claim 1, characterized in that, The anti-roll bar device (300) also includes an intermediate connecting device (330); The intermediate connecting device (330) is configured to use gas input or output from the gas duct 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 connecting device (330) includes a slider (331); The slider (331) is configured to slide using gas input or output from the gas duct 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) near the second half rod (320) and the second end of the second half rod (320) near the first half rod (310) are 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 engages with the slider (331).

6. The air suspension system (10) according to claim 4, characterized in that, The intermediate connecting device (330) further includes a proximity sensor (332) configured to detect whether the slider (331) is close 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); The first sensor (3321) is configured to detect whether the slider (331) is close 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 close 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 connecting device (330) also includes a device body (333). The device body (333) has a first sensor (3321) on the side near the first half rod (310), and a second sensor (3322) on the side near the second half rod (320).

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

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

11. The air suspension system (10) according to claim 3, characterized in that, The cylinder (340) is equipped with a piston (343) connected to the slider (331) by a piston rod (344). The piston (343) is configured to slide within the cylinder (340) using gas input or output from the gas passage assembly (100) to drive the slider (331) to control the connection or disconnection of the first half rod (310) and the second half rod (320).

12. The air suspension system (10) according to claim 11, characterized in that, The piston rod (344) is provided with a limiting member (341), which 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) includes a first limiting block (3411) and a second limiting block (3412), and the intermediate connecting device (330) also includes a limit switch (336). The first limiting block (3411) is configured to contact the limit switch (336) to determine that the piston rod (344) has reached a first stroke; the second limiting block (3412) is configured to contact the limit switch (336) to determine that the piston rod (344) has reached a second stroke, wherein the first stroke is greater than or equal to the second stroke.

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

15. The air suspension system (10) according to claim 1, characterized in that, The air spring assembly (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 air spring (210), the second air spring (220), the third air spring (230) and the fourth air spring (240) are located on the left front side, right front side, left rear side and right rear side of the vehicle, respectively.

16. The air suspension system (10) according to claim 15, characterized in that, 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). 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 passage (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).

17. The air suspension system (10) according to claim 1, characterized in that, The first half-pole (310) includes a first left half-pole (311) and a second left half-pole (312), and the second half-pole (320) includes a first right half-pole (321) and a second right half-pole (322). The first half-lever (310) includes a first left half-lever (311) and a second left half-lever (312), and the connection state between the first left half-lever (311) and the first right half-lever (321) is controlled by a corresponding cylinder (340); and / or, The second half lever (320) includes a first right half lever (321) and a second right half lever (322). The connection state between the second left half lever (312) and the second right half lever (322) is controlled by the corresponding cylinder (340).

18. The air suspension system (10) according to claim 17, characterized in that, The second solenoid valve group (130) includes 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 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). 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).

19. The air suspension system (10) according to claim 1, characterized in that, The air suspension system (10) also includes an air control assembly (400). The air control assembly (400) is configured to control the gas input to or output from the air duct assembly (100).

20. The air suspension system (10) according to claim 19, characterized in that, The air control assembly (400) includes a controller (410), a compressor assembly (420), and an air tank (430). The controller (410) is configured to control the operation of the compressor assembly (420) to control the gas input or output from the compressor assembly (420) to the gas duct assembly (100); the gas storage tank (430) is configured to store gas.

21. The air suspension system (10) according to claim 20, characterized in that, The airway assembly (100) also 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 connected to the common air passage (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).

22. The air suspension system (10) according to claim 20, characterized in that, The common air passage (110) is also provided with a pressure sensor (111), which is configured to detect the pressure inside the air spring assembly (200) and / or the cylinder (340), and / or the compressor assembly (420), and / or the air tank (430).

23. The air suspension system (10) according to any one of claims 1 to 22, characterized in that, The air suspension system (10) also includes four height sensors (500); The four height sensors (500) are configured to detect the height at each of the four wheels of the vehicle.

24. A control method for an air suspension system (10), characterized in that, The control method, applied to the air suspension system (10) according to any one of claims 1 to 22, comprises: Based on the vehicle's driving status information, the vehicle's body height is adjusted according to the gas input or output of the air duct assembly (100), and / or the disconnection state between the first half-rod (310) and the second half-rod (320) is adjusted.

25. The control method for the air suspension system (10) according to claim 24, characterized in that, The driving status information includes off-road mode signal and vehicle speed information; The method of adjusting the vehicle's body height and / or adjusting the disconnection state between the first half-lever (310) and the second half-lever (320) based on the vehicle's driving status information and according to the gas input or output from the air duct assembly (100) includes: If the off-road mode signal is received, determine whether the current vehicle speed is lower than a preset first speed threshold based on the vehicle speed information; If the current vehicle speed is lower than the first vehicle speed threshold, the air suspension system (10) is controlled to enter off-road mode; In the off-road mode, the vehicle height and the disconnection status between the first half-lever (310) and the second half-lever (320) are adjusted according to the gas input or output of the air duct assembly (100).

26. The control method for the air suspension system (10) according to claim 25, characterized in that, The disconnection state includes the disconnected state; The adjustment of the vehicle's body height and the disconnection state between the first half-rod (310) and the second half-rod (320) based on the gas input or output from the airway assembly (100) includes: Based on the gas input or output from the airway assembly (100), the first half-rod (310) and the second half-rod (320) are controlled to be in the disconnected state; In the disconnected state, the vehicle body height is adjusted according to the gas input or output from the air passage assembly (100).

27. The control method for the air suspension system (10) according to claim 26, characterized in that, The driving status information also includes roll angle information, and the disconnection status also includes a pending connection status and a connected status; Adjusting the vehicle's body height based on the gas input or output from the air duct assembly (100) includes: Based on the gas input or output from the air duct assembly (100), the vehicle body height is adjusted to a preset first height; Based on the roll angle information, determine whether the current roll angle of the vehicle is greater than a preset roll angle threshold; If the current tilt angle is greater than the tilt angle threshold, the first half rod (310) and the second half rod (320) are controlled to be in the pending connection state or the connected state according to the gas input or output of the airway assembly (100); In the pending connection 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 air duct assembly (100) so that the roll angle of the vehicle is not greater than the roll angle threshold.

28. The control method for the air suspension system (10) according to claim 27, characterized in that, The driving status information also includes pitch angle information; Before determining whether the current roll angle of the vehicle is greater than a preset roll angle threshold based on the roll angle information, the method further includes: Based on the pitch angle information, 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, the vehicle is adjusted from the first height to a preset third height based on the gas input or output of the air duct assembly (100) so that the pitch angle of the vehicle is not greater than the pitch angle threshold.

29. The control method for the air suspension system (10) according to claim 25, characterized in that, The disconnection state includes the connection state; After determining whether the current vehicle speed is lower than a preset first vehicle speed threshold based on the vehicle speed information, the method further includes: If the current vehicle speed is not lower than the first vehicle 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); A first warning message is generated indicating that the vehicle cannot enter the off-road mode, in order to alert the driver inside the vehicle.

30. The control method for the air suspension system (10) according to claim 24, characterized in that, The driving status information includes off-road mode signals; The method of adjusting the vehicle's body height and / or adjusting the disconnection state between the first half-lever (310) and the second half-lever (320) based on the vehicle's driving status information and according to the gas input or output from the air duct assembly (100) includes: If the off-road mode signal is not received, the air suspension system is controlled to enter a preset closed-loop control mode. In the closed-loop control mode, the vehicle body height is adjusted according to the gas input or output of the air passage assembly (100), and / or the disconnection state between the first half rod (310) and the second half rod (320) is adjusted.

31. The control method for the air suspension system (10) according to claim 29, characterized in that, The driving status information also includes the vehicle height gear signal; Before controlling the air suspension system to enter the preset closed-loop control mode, the method further includes: Based on the vehicle height gear signal, the gas input or output of the air duct assembly (100) is controlled to adjust the vehicle body height to a preset height range.

32. The control method for the air suspension system (10) according to claim 31, characterized in that, The driving status information also includes the air pressure information of the air tank (430) in the air suspension system (10); Before controlling the air suspension system to enter the preset closed-loop control mode, the method further includes: Based on the air pressure information, determine whether the current air pressure of the air storage tank (430) has reached a preset saturation threshold; If the current air pressure of the air 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 tank (430) reaches the saturation threshold.

33. The control method for the air suspension system (10) according to claim 30, characterized in that, The driving status information includes vehicle height information; In the closed-loop control mode, adjusting the vehicle body height and / or adjusting the disconnection state between the first half-lever (310) and the second half-lever (320) according to the gas input or output from the airway assembly (100) includes: Based on the vehicle height information, determine whether the vehicle is currently in a preset comfort zone; If the vehicle is not currently in the comfort zone, the vehicle height is adjusted according to the gas input or output of the air duct assembly (100), and / or the disconnection state between the first half-rod (310) and the second half-rod (320).

34. The control method for the air suspension system (10) according to claim 33, characterized in that, Determining whether the vehicle is currently within a preset comfort range based on the vehicle height information includes: Based on the vehicle height information, the first height difference between the front left and rear left, the second height difference between the front right and rear right, the third height difference between the front left and front right, and the fourth height difference between the rear left and rear right are determined. 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 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.

35. The control method for the air suspension system (10) according to claim 34, characterized in that, The comfort zone includes a first comfort zone and a second comfort zone; The step of determining that the vehicle is 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 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 of them 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 of them are less than the second threshold, it is determined that the vehicle is currently in the first comfort zone.

36. The control method for the air suspension system (10) according to claim 35, characterized in that, The driving status information also includes vehicle speed information, and the disconnection status includes the connection status. After determining that the vehicle is currently in the comfort zone, the method further includes: Based on the vehicle speed information, determine whether the current vehicle speed 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 air passage assembly (100); In the connected state, the vehicle body height is adjusted according to the gas input or output from the air duct assembly (100).

37. The control method for the air suspension system (10) according to claim 36, characterized in that, In the connected state, adjusting the vehicle's body height according to the gas input or output from the air duct assembly (100) includes: Within a preset time period, determine whether the number of times the vehicle leaves the first comfort zone exceeds a preset threshold. If the number of times does not exceed the threshold, determine whether the time it takes for the vehicle to leave 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 range.

38. The control method for the air suspension system (10) according to claim 37, characterized in that, Before determining whether the time it takes for the vehicle to leave the first comfort zone exceeds a preset first time, the method further includes: If the number of occurrences exceeds the threshold, determine whether the time the vehicle spends in the uncomfortable zone exceeds a preset second time. If the second 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 range. If the second time has not been exceeded, determine whether the time it took for the vehicle to leave the first comfort zone exceeded 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 range.

39. The control method for the air suspension system (10) according to claim 36, characterized in that, The driving status information also includes steering wheel angle information, roll angle information and lateral acceleration information, and the disconnection status also includes a disconnection status; 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, determine 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-lever (310) and the second half-lever (320) are controlled to be in the disconnected state according to the gas input or output of the air passage assembly (100); In the disconnected state, the vehicle body height is adjusted according to the gas input or output from the air passage assembly (100).

40. The control method for the air suspension system (10) according to claim 39, 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-lever (310) and the second half-lever (320) are controlled to be in the connection state according to the gas input or output of the air passage assembly (100); In the connected state, the vehicle body height is adjusted according to the gas input or output from the air duct assembly (100).

41. The control method for the air suspension system (10) according to any one of claims 24 to 40, characterized in that, The driving status information also includes a first adjustment command; The adjustment of the vehicle's body height includes: Based on the first adjustment command for the vehicle body height, determine the target height of the vehicle body and the current actual height of the vehicle body; Determine whether the actual height of the vehicle body matches the target height of the vehicle body; If there is a mismatch, the vehicle body height is adjusted according to the gas input or output of the air duct assembly (100) so that the vehicle body height reaches the target body height.

42. The control method for the air suspension system (10) according to any one of claims 24 to 40, characterized in that, The driving status information also includes a second adjustment command; Adjusting the disconnection state between the first half-lever (310) and the second half-lever (320) includes: According to the second adjustment command of the disconnection state between the first half-pole (310) and the second half-pole (320), determine whether the current disconnection state between the first half-pole (310) and the second half-pole (320) matches the target disconnection state between the first half-pole (310) and the second half-pole (320); If there is a mismatch, 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.

43. The control method for the air suspension system (10) according to claim 42, characterized in that, The driving status 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 a mismatch, the method further includes: Based on the proximity sensor information, determine whether the current disconnection state between the first half-bar (310) and the second half-bar (320) has reached the target disconnection state; If the target is not met, a second instruction to reduce the vehicle's speed is generated to alert the driver inside the vehicle.

44. A control device for an air suspension system (10), characterized in that, The control device, applied to the air suspension system (10) according to any one of claims 1 to 23, comprises: The adjustment unit is used to adjust the vehicle body height and / or adjust the disconnection state between the first half rod (310) and the second half rod (320) based on the vehicle's driving status information and the gas input or output by the air passage assembly (100).

45. A control system for an air suspension system (10), characterized in that, A control method applied to perform the air suspension system (10) according to any one of claims 24 to 43, the control system comprising: The first processing module is configured to process the vehicle's operating signals to obtain processed operating 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 decision signals based on the processed operating signals and the processed sensor signals; The drive 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 and / or adjust the disconnection state between the first half-lever (310) and the second half-lever (320).

46. ​​An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the control method for the air suspension system (10) according to any one of claims 24 to 43.

47. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the steps of the control method for the air suspension system (10) according to any one of claims 24 to 43.

48. A vehicle, characterized in that, The vehicle includes the air suspension system (10) of any one of claims 1 to 23, or the vehicle performs the control method of the air suspension system (10) of any one of claims 24 to 43 when it is in motion.

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