A vehicle air suspension dynamic adjustment method, device, equipment and medium

Abstract

The application discloses a kind of vehicle air suspension dynamic adjustment method, device, equipment and medium.It includes: real-time acquisition road point data, including position coordinate, slope value and curvature value;The road point corresponding to the effective slope value verified is the first type of forward-looking point, the road point corresponding to the effective curvature value verified is the second type of forward-looking point, and the road condition type identification is carried out to each type of forward-looking point;With target effective forward-looking point as starting point, the end point of the section is searched in multidimensional correlation chart;Based on the road condition information of starting point and end point, the suspension dynamic adjustment strategy corresponding to road condition type is executed according to predefined control rule.The embodiment of the application constructs a set of data acquisition-processing-decision-execution whole-process intelligent suspension adjustment system, which is precise adjustment and gets rid of manual adjustment limitation, significantly improves the safety and comfort of vehicle driving, solves the problem of suspension manual adjustment lag and unable to dynamically adapt to road conditions in traditional commercial vehicle scene.

Description

Technical Field

[0001] This invention relates to the field of automotive engineering technology, and in particular to a method, device, equipment and medium for dynamic adjustment of vehicle air suspension. Background Technology

[0002] In the development of commercial vehicle technology, air suspension systems have become a mainstream configuration for mid-to-high-end commercial vehicles due to their superior performance. This system achieves rapid vehicle height adjustment by inflating and deflating the suspension airbags, effectively cushioning road impacts and significantly improving vehicle stability and ride comfort. Specifically, the air suspension can dynamically adjust the airbag pressure according to the vehicle's load to maintain a level vehicle posture and reduce cargo bumps; simultaneously, when traversing complex road conditions, the driver can manually raise the vehicle height to enhance passability.

[0003] Although air suspension is widely used in commercial vehicles, its current height adjustment methods still have significant limitations. In existing technologies, suspension height adjustment mainly relies on the driver manually operating a remote control or central control screen, and the suspension height remains essentially fixed during vehicle operation. This adjustment mode has the following drawbacks: First, manual adjustment depends on the driver's experience and judgment, making it difficult to accurately adapt to real-time road conditions. For example, when encountering sudden curves or inclines, it is impossible to adjust the suspension height in time to ensure driving safety. Second, the static setting of the suspension height during driving prevents the vehicle from optimizing its aerodynamic performance according to actual operating conditions. Third, a fixed suspension height cannot dynamically balance vehicle handling stability and comfort. For example, when driving on curves, if the suspension height is not lowered, the risk of vehicle roll increases significantly, and the lag in manual adjustment is insufficient to effectively address such dynamic conditions. In conclusion, the limitations of existing commercial vehicle air suspension height adjustment technology restrict further improvements in the overall performance of vehicles. Summary of the Invention

[0004] Based on this, the present invention provides a method, device, equipment and medium for dynamic adjustment of vehicle air suspension, in order to solve the problem that existing commercial vehicle air suspensions rely on manual adjustment and have a fixed height during driving, making it impossible to adapt to road conditions in real time to improve fuel economy and driving stability.

[0005] In a first aspect, embodiments of the present invention provide a method for dynamic adjustment of a vehicle air suspension, the method comprising:

[0006] Real-time acquisition of all road point data within a road interval formed by a preset sampling distance, starting from the current position of the vehicle. The road point data includes position coordinates, slope value, and curvature value.

[0007] The slope and curvature values ​​of each road point are validated. The road points corresponding to the valid slope values ​​are designated as the first type of look-ahead points, and the road points corresponding to the valid curvature values ​​are designated as the second type of look-ahead points. Based on the road point data, the road condition type is identified for each type of look-ahead point.

[0008] At least one of the following information—location, road condition type, effective slope value, and effective curvature value—corresponding to each look-ahead point is stored as road condition information in a pre-built multidimensional association chart according to the driving sequence.

[0009] When the vehicle travels to the target position at a distance of a preset distance difference threshold from the target look-ahead point, the target road condition type of the target look-ahead point is searched in the multidimensional association chart. Taking the target valid look-ahead point as the starting point, the look-ahead point of the same type corresponding to the first appearance of a road condition type different from the target road condition type is retrieved in the association chart as the end point of the road segment.

[0010] Based on the road condition information at the starting and ending points, a suspension dynamic adjustment strategy corresponding to the road condition type at the target look-ahead point is executed according to predefined control rules.

[0011] Secondly, embodiments of the present invention provide a vehicle air suspension dynamic adjustment device, the device comprising:

[0012] The road data sampling module is used to acquire in real time all road point data within a road interval formed by the vehicle's current position and a preset sampling distance. The road point data includes position coordinates, slope values, and curvature values.

[0013] The look-ahead point determination module is used to verify the validity of the slope and curvature values ​​of each road point. The road points corresponding to the valid slope values ​​that pass the verification are designated as the first type of look-ahead points, and the road points corresponding to the valid curvature values ​​that pass the verification are designated as the second type of look-ahead points. Based on the road point data, the module identifies the road condition type of each type of look-ahead point.

[0014] The road condition information storage module is used to store at least one of the following as road condition information in the driving sequence: the location, road condition type, effective slope value, and effective curvature value of each look-ahead point into a pre-built multi-dimensional association chart.

[0015] The road segment end point identification module is used to search for the target road condition type of the target look-ahead point in the multi-dimensional association chart when the vehicle travels to the target position with a preset distance difference threshold from the target look-ahead point. It also uses the target valid look-ahead point as the starting point and retrieves the look-ahead point of the same type corresponding to the first appearance of a road condition type different from the target road condition type in the association chart as the end point of the road segment.

[0016] The suspension adjustment module is used to execute a dynamic suspension adjustment strategy corresponding to the road condition type of the target look-ahead point based on the road condition information of the starting point and the ending point, according to predefined control rules.

[0017] Thirdly, embodiments of the present invention also provide an electronic device, the electronic device comprising:

[0018] At least one processor; and

[0019] A memory communicatively connected to the at least one processor; wherein,

[0020] The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform a vehicle air suspension dynamic adjustment method according to any embodiment of the present invention.

[0021] Fourthly, embodiments of the present invention also provide a computer-readable storage medium storing computer instructions, which are used to cause a processor to execute and implement a vehicle air suspension dynamic adjustment method according to any embodiment of the present invention.

[0022] The technical solution of this invention constructs a fully intelligent suspension adjustment system encompassing "data acquisition, processing, decision-making, and execution," collaboratively improving vehicle performance across multiple stages. Through forward-looking road condition data collection and analysis, the vehicle can automatically adjust the suspension in advance for conditions such as curves and inclines. The suspension height is dynamically adjusted based on real-time road conditions, lowering the vehicle body to reduce wind resistance at high speeds, matching the optimal suspension state for different road conditions, and reducing power loss. This precise adjustment not only overcomes the limitations of manual adjustment and automatically adapts to complex road conditions but also significantly improves vehicle safety and comfort, making it particularly suitable for heavy-duty commercial vehicle scenarios. Through the orderly integration of the technical processes, multi-dimensional breakthroughs are achieved in safety, energy conservation, comfort, and intelligence, solving the core problems of traditional manual suspension adjustment being lagging and unable to dynamically adapt to road conditions.

[0023] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0025] Figure 1 This is a flowchart of a vehicle air suspension dynamic adjustment method according to Embodiment 1 of the present invention;

[0026] Figure 2 This is a flowchart of another vehicle air suspension dynamic adjustment method provided in Embodiment 2 of the present invention;

[0027] Figure 3 This is a schematic diagram of the structure of a vehicle air suspension dynamic adjustment device according to Embodiment 3 of the present invention;

[0028] Figure 4 This is a schematic diagram of the electronic device for a vehicle air suspension dynamic adjustment method according to Embodiment 4 of the present invention. Detailed Implementation

[0029] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0030] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0031] Example 1

[0032] Figure 1 This is a flowchart of a vehicle air suspension dynamic adjustment method provided in Embodiment 1 of the present invention. This embodiment is applicable to the automatic suspension height adjustment of commercial vehicles traveling under different road conditions. The method can be executed by a vehicle air suspension dynamic adjustment device, which can be implemented in hardware and / or software and can be configured in the vehicle's electronic control system. Figure 1 As shown, the method includes:

[0033] S110. Real-time acquisition of all road point data within a road interval formed by the vehicle's current position and a preset sampling distance, wherein the road point data includes position coordinates, slope value, and curvature value.

[0034] The preset sampling distance is a manually set road data collection interval used to discretize continuous roads. Road point data contains detailed information about a specific point on the road. The location coordinates (x, y, z) determine the point's spatial position, the slope value indicates the road's angle of inclination at that point, and the curvature value reflects the road's degree of curvature at that point; a larger curvature value indicates a sharper curve. Vehicles need to adjust their behavior based on the road conditions ahead, and real-time acquisition of road point data enables the construction of a digital model of the road ahead, which is the foundation for subsequent road condition analysis and suspension adjustments.

[0035] S120. The slope and curvature values ​​of each road point are validated. The road points corresponding to the valid slope values ​​are designated as the first type of look-ahead points, and the road points corresponding to the valid curvature values ​​are designated as the second type of look-ahead points. Based on the road point data, the road condition type is identified for each type of look-ahead point.

[0036] Validity verification refers to using specific rules and algorithms to examine the collected slope and curvature values, eliminating data that is clearly inconsistent with reality or contains errors, such as slope values ​​exceeding the reasonable range. The first type of look-ahead point is a road point characterized by effective slope, used to identify uphill and downhill road conditions. The second type of look-ahead point is a road point characterized by effective curvature, used to identify curved road conditions. After filtering out valid data, the road points are classified according to feature type. Uphill and downhill slopes are determined by the sign of slope, and the degree of curvature is used to determine the sharpness of curves, establishing a mapping relationship between point features and road condition types. The raw data may contain errors or outliers; direct use could lead to incorrect road condition judgments and suspension adjustments. Through validity verification and classification, reliable data can be filtered out and categorized into different types of look-ahead points, facilitating subsequent targeted road condition analysis.

[0037] S130. Store at least one of the following as road condition information in a pre-built multidimensional association chart in the order of travel: the location, road condition type, effective slope value, and effective curvature value corresponding to each look-ahead point.

[0038] Multidimensional correlation charts are a structured data storage format, similar to tables or arrays in a database. They store data through multiple dimensions (such as location, road condition type, slope value, curvature value, etc.), and there are correlations between these dimensions. Data from other related dimensions can be quickly retrieved through a specific dimension. Organizing and storing processed lookahead points and road condition information facilitates quick and accurate retrieval of road condition information ahead based on the vehicle's location, supporting real-time decision-making. Without this storage, road condition information cannot be quickly retrieved when needed, impacting system response speed.

[0039] S140. When the vehicle travels to the target position at a distance of a preset distance difference threshold from the target look-ahead point, the target road condition type of the target look-ahead point is searched in the multidimensional association chart. Taking the target valid look-ahead point as the starting point, the same type of look-ahead point corresponding to the first appearance of a road condition type different from the target road condition type is retrieved in the association chart as the end point of the road segment.

[0040] The preset distance difference threshold is a pre-defined distance value used to determine whether the vehicle is approaching the target look-ahead point. The target look-ahead point refers to the point the vehicle is about to reach, requiring road condition analysis and processing. The road segment end point is determined by searching the multi-dimensional correlation chart for the first look-ahead point of the same type with a different road condition than the target look-ahead point. This point is the end point of the current road segment, used to define a road range with similar or identical road conditions. During vehicle operation, the current road segment range needs to be dynamically determined to apply appropriate suspension adjustment strategies. By setting the distance difference threshold and finding the boundary points of different road condition types, the road segment that the vehicle needs to deal with can be accurately defined, avoiding misuse or delay of suspension adjustment strategies.

[0041] S150. Based on the road condition information of the starting point and the ending point, execute the suspension dynamic adjustment strategy corresponding to the road condition type of the target look-ahead point according to the predefined control rules.

[0042] Predefined control rules: A series of rules pre-set during the scheme design phase clarify the adjustment methods and parameter settings that the vehicle suspension should adopt under different road conditions. As the final execution link of the entire scheme, it transforms the results of the previous road condition analysis into actual suspension adjustment actions, realizing the function of the vehicle automatically adjusting the suspension according to the road conditions ahead. This is directly related to the vehicle's driving performance and user experience, and is the core objective of the entire scheme.

[0043] The technical solution of this invention constructs a fully intelligent suspension adjustment system encompassing "data acquisition, processing, decision-making, and execution," collaboratively improving vehicle performance across multiple stages. Through forward-looking road condition data collection and analysis, the vehicle can automatically adjust the suspension in advance for conditions such as curves and inclines. The suspension height is dynamically adjusted based on real-time road conditions, lowering the vehicle body to reduce wind resistance at high speeds, matching the optimal suspension state for different road conditions, and reducing power loss. This precise adjustment not only overcomes the limitations of manual adjustment and automatically adapts to complex road conditions but also significantly improves vehicle safety and comfort, making it particularly suitable for heavy-duty commercial vehicle scenarios. Through the orderly integration of the technical processes, multi-dimensional breakthroughs are achieved in safety, energy conservation, comfort, and intelligence, solving the core problems of traditional manual suspension adjustment being lagging and unable to dynamically adapt to road conditions.

[0044] Example 2

[0045] Figure 2 This is a flowchart of another vehicle air suspension dynamic adjustment method provided in Embodiment 2 of the present invention. This embodiment is a refinement based on the above embodiment. Figure 2 As shown, the method includes:

[0046] S210. Real-time acquisition of all road point data within a road interval formed by a preset sampling distance, starting from the current position of the vehicle. The road point data includes position coordinates, slope value, and curvature value.

[0047] S220. Whether or not the slope value falls within the range is used as the slope verification condition, and the valid slope values ​​that pass the slope verification condition are selected. The road points corresponding to the valid slope values ​​are used as the first type of look-ahead points.

[0048] The slope value range is a pre-defined range of reasonable slope values ​​used to determine whether the slope data matches the actual road conditions. Slope values ​​outside this range may be excluded due to data errors or anomalies. The first type of look-ahead points are road points corresponding to the valid slope values ​​retained after slope verification, mainly used to analyze the longitudinal slope changes of the road.

[0049] S230. When the effective slope value is greater than the first slope threshold, the first type of look-ahead point is determined to be an uphill road condition. When the effective slope value is less than the second slope threshold, the first type of look-ahead point is determined to be a downhill road condition. When the effective slope value is between the first slope threshold and the second slope threshold, the first type of look-ahead point is determined to be a flat road condition.

[0050] The first slope threshold is used to distinguish the critical slope value between uphill and flat roads. For example, it is set to 20°. When the effective slope value is greater than this value, it is considered uphill. The second slope threshold is used to distinguish the critical slope value between downhill and flat roads. For example, it is set to -20°. When the effective slope value is less than this value, it is considered downhill. By comparing these thresholds, the slope characteristics are transformed into clear road condition type labels, so that the vehicle can adjust the suspension or other system parameters in advance according to different slopes (such as needing power support when going uphill and needing to control speed when going downhill).

[0051] S240. Whether or not the curve falls within the curvature value range is used as the curve verification condition, and the effective curvature values ​​that pass the curve verification condition are selected. The road points corresponding to the effective curvature values ​​are used as the second type of look-ahead points.

[0052] The curvature value range refers to a pre-defined reasonable range of curvature values ​​used to determine the validity of road curvature data. Curvature values ​​outside this range may be abnormal and need to be excluded. This step completes the initial screening of road curve data, extracting effective feature points that can be used for curve analysis. The second type of look-ahead points are road points corresponding to the effective curvature values ​​retained after curvature verification, mainly used to analyze the lateral curvature of the road. Similar to slope data, the originally collected curvature values ​​may contain errors. By setting interval verification, the data used for curve analysis can be ensured to be true and reliable, avoiding misjudgment of curve conditions by vehicles due to erroneous curvature data. The screened second type of look-ahead points and their effective curvature values ​​are the direct data source for subsequent curve type determination based on curvature thresholds, laying the foundation for accurate identification of curve conditions.

[0053] S250. When the effective curvature value is greater than the first curvature threshold, the second type of look-ahead point is determined to be a right-hand curve; when the effective slope value is less than the second curvature threshold, the second type of look-ahead point is determined to be a left-hand curve; when the effective slope value is between the first curvature threshold and the second curvature threshold, the second type of look-ahead point is determined to be a straight road.

[0054] The first curvature threshold is the critical curvature value used to distinguish between a sharp right turn and a straight road; for example, it is set to 0.05m. -1 When the effective curvature value is greater than this value, it is considered a sharp right turn. The second curvature threshold is the critical curvature value used to distinguish between a sharp left turn and a straight road; for example, it is set to -0.05m. -1 When the effective curvature value is less than this value, it is identified as a sharp left turn. In this way, the curvature feature is converted into a specific curve type label. Based on the selected effective curvature value, the accurate determination of the lateral curve type of the road is completed. Together with the slope and road condition determination results, it forms complete road feature information, providing a comprehensive road condition decision-making basis for vehicle suspension adjustment and other driving assistance systems.

[0055] S260. Store at least one of the following as road condition information in a pre-built multidimensional association chart in the order of travel: the location, road condition type, effective slope value, and effective curvature value corresponding to each look-ahead point.

[0056] S270. When the vehicle travels to the target position at a distance of a preset distance difference threshold from the target look-ahead point, the target road condition type of the target look-ahead point is searched in the multidimensional association chart. Taking the target valid look-ahead point as the starting point, the same type of look-ahead point corresponding to the first appearance of a road condition type different from the target road condition type is retrieved in the association chart as the end point of the road segment.

[0057] S280. Based on the road condition information of the starting point and the ending point, execute the suspension dynamic adjustment strategy corresponding to the road condition type of the target look-ahead point according to the predefined control rules.

[0058] Optionally, based on the road condition information at the starting and ending points, executing a suspension dynamic adjustment strategy corresponding to the road condition type at the target look-ahead point according to predefined control rules may include:

[0059] If the road condition type of the target look-ahead point is an uphill road condition with a slope, obtain the vehicle's current speed, and if the current speed is greater than the speed threshold, obtain the vehicle's current suspension height.

[0060] If the current suspension height is greater than the low drag height, then the vehicle suspension height will be lowered to the low drag height.

[0061] If the current suspension height does not exceed the low drag height, then the current suspension height will remain unchanged.

[0062] The vehicle speed threshold is a preset speed limit (e.g., 60 km / h) used to determine whether suspension adjustment is needed. When the vehicle speed exceeds this value, the impact of air resistance on energy consumption increases significantly, requiring suspension adjustment. The current suspension height refers to the real-time height parameter of the vehicle's suspension system, collected by a height sensor, typically in millimeters. When going uphill, the vehicle needs to overcome the component of gravity, resulting in high power demand. If the vehicle speed is high, air resistance will further increase energy consumption. Lowering the suspension at this time can reduce the drag area and improve fuel efficiency, but it is necessary to first confirm whether the current suspension height has room for adjustment. By comparing the current vehicle speed with the speed threshold, suspension height data is only obtained when the speed exceeds the limit, avoiding unnecessary adjustments at low speeds.

[0063] The low drag height is a preset suspension height value, determined through aerodynamic simulation or testing. At this height, the vehicle's drag coefficient is minimized. If the current suspension height is higher than the low drag height, it indicates that there is room for adjustment. Lowering the suspension can reduce the vehicle's frontal area and air turbulence, thereby reducing the drag coefficient (e.g., from 0.3C). d Decreased to 0.28C dThis reduces power consumption when going uphill. If the current suspension height is greater than the low drag height, the suspension control system sends a command to drive the air springs or hydraulic mechanism to lower the suspension to the target height. The adjustment process must meet the constraints of suspension travel and vehicle stability.

[0064] If the current suspension height is already at or below the low drag height, further lowering it may affect vehicle passability (such as the chassis scraping the road surface when going uphill) or exceed the suspension travel range. Therefore, maintaining the current state is more reasonable. To avoid ineffective adjustments, the suspension control system does not send adjustment commands when "current height ≤ low drag height," maintaining the current state.

[0065] Furthermore, based on the road condition information at the starting and ending points, executing a suspension dynamic adjustment strategy corresponding to the road condition type at the target look-ahead point according to predefined control rules may further include:

[0066] If the road condition type of the target look-ahead point is a downhill road condition with an incline, then the current actual vehicle speed of the vehicle at the target position with a preset distance difference threshold from the target look-ahead point is obtained, and the current actual vehicle speed V is used as the reference. n As the starting point of the iteration, the initial acceleration a is set. n The value is 0, according to the formula V n+1 =V n +a n • Δt calculates the first predicted vehicle speed V1, where Δt is a predefined fixed time interval;

[0067] As time progresses by Δt, the actual vehicle speed V1' at this moment is obtained as V, and the torque T1 at the corresponding moment is obtained as T, and these values ​​are substituted into the pre-built vehicle dynamics calculation formula. The current acceleration 'a' is calibrated; where α is the effective slope value of the target look-ahead point, and i g η is the preset gearbox gear ratio, i0 is the preset transmission efficiency, r is the preset final drive ratio, m is the preset tire radius, and C is the preset vehicle mass. d ρ is the preset drag coefficient, A is the preset air density, μ is the preset frontal area, and g is the preset rolling resistance coefficient.

[0068] Based on the calibrated current acceleration a and the actual vehicle speed V1', through V n+1 =V n +a n • Calculate the next predicted vehicle speed V2 for Δt, and when time advances by 2Δt, obtain the actual vehicle speed V2' and the torque T2 at the corresponding moment to perform a new round of acceleration verification;

[0069] Repeat the above process until the remaining distance between the vehicle position corresponding to the predicted vehicle speed and the end point is less than the minimum distance threshold at a certain moment. At this point, a sequence containing all predicted vehicle speeds is generated; wherein the minimum distance threshold is less than the distance difference threshold.

[0070] Traverse the sequence. If any predicted vehicle speed in the sequence is greater than the safe vehicle speed threshold, determine whether the current vehicle suspension height is less than the high drag height. If so, control the vehicle suspension height to rise to the high drag height.

[0071] If all predicted vehicle speeds in the sequence are less than the economic vehicle speed threshold, then determine whether the current suspension height is greater than the low drag height. If so, control the suspension to lower to the low drag height.

[0072] The distance difference threshold is the critical distance that triggers the prediction process, ensuring that the vehicle has enough time to respond to downhill road conditions. The initial acceleration is set to 0 based on the simplified assumption that the vehicle is not fully affected by the downhill force at the initial moment, and will be corrected later using measured data. Since the component of gravity will accelerate the vehicle when going downhill, the vehicle speed needs to be predicted in advance to assess the risk. Using the measured vehicle speed as the starting point can avoid prediction bias, and the initial zero acceleration provides a benchmark for iteration.

[0073] Driving force This reflects the driving force resulting from the engine torque passing through the transmission system; the resistance term includes air resistance. The rolling resistance gμ and the slope resistance gsinα show a discrepancy between the initial predicted acceleration and the actual downhill force. It is necessary to calculate the true acceleration through actual measurements of V1' and T1, and then correct the subsequent prediction model to ensure that the acceleration a accurately reflects the actual force state during downhill.

[0074] Each prediction step is based on the measured data of the previous moment, forming a closed loop of "prediction-measurement-calibration". The termination condition is that the remaining distance is less than the minimum threshold, ensuring that the prediction covers the key area before the end of the downhill section. The dual threshold adjustment strategy mentioned in this embodiment is as follows: (1) Overspeed + low suspension height → increase to high wind resistance height. The significance is that increasing the suspension height can improve roll stability and reduce the risk of rollover on the downhill section; (2) Low speed + high suspension height → decrease to low wind resistance height. The significance is to reduce air resistance and optimize fuel economy on the downhill section.

[0075] Optionally, based on the road condition information at the starting and ending points, executing a suspension dynamic adjustment strategy corresponding to the road condition type at the target look-ahead point according to predefined control rules may further include:

[0076] If the road condition type of the target look-ahead point is either a right-hand sharp bend or a left-hand sharp bend, obtain the target curvature value C of the target look-ahead point, and calculate the turning radius R of the current road condition type according to the formula R = 1 / C.

[0077] Obtain the predicted vehicle speed V at the end of the sequence. n As V, based on the formula Calculate the current overturning force F;

[0078] Query the safe rollover force threshold corresponding to the current vehicle mass m in the pre-built two-dimensional chart of vehicle mass-safe rollover force;

[0079] If the current rollover force is greater than the safe rollover force threshold, the vehicle suspension height is controlled to drop to the calibrated minimum height. After the height drop is completed, the air pressure of the outer suspension in the corresponding direction is increased according to the type of curve condition until the vehicle passes through the curve, and then the left and right outer suspensions are restored to symmetrical height.

[0080] The curvature value C reflects the degree of curvature of the curve, and the unit is m. -1 A larger value indicates a sharper curve. The turning radius R is the reciprocal of the curvature and a key parameter used for calculating roll force. Curvature is a raw feature in map data and needs to be converted into a turning radius with a more physical meaning for subsequent roll force calculations. The roll force F is related to the square of the vehicle speed v. 2 It is directly proportional to the turning radius R and inversely proportional to the turning radius R, which conforms to the principle of centrifugal force. Since vehicles of different masses have different rollover resistance capabilities, a mapping relationship between mass and safety threshold needs to be established to ensure the threshold is adapted to the current vehicle load state and avoid misjudgments when empty or fully loaded. In the two-dimensional graph of vehicle mass-safe rollover force, the horizontal axis represents the vehicle mass m, and the vertical axis represents the safe rollover force, with discrete points obtained through bench tests or simulations.

[0081] When a vehicle is cornering, lowering the suspension height effectively lowers the vehicle's center of gravity. According to physics, the lower the center of gravity, the smaller the rollover moment caused by centrifugal force. Lowering the suspension height aims to reduce the center of gravity and thus the rollover moment. Single-sided pressure boosting generates an anti-roll moment opposite to the vehicle's roll force through the height difference between the left and right suspensions, offsetting some of the roll tendency caused by centrifugal force. The outer suspension is determined by the direction of the curve: for a sharp left turn, the left suspension is the outer suspension; for a sharp right turn, the right suspension is the outer suspension. The stiffness and height of the suspension are changed by adjusting the air pressure in the air suspension's chambers.

[0082] Symmetrical suspension height refers to the fact that the left and right suspensions are at the same height under normal driving conditions, ensuring vehicle stability and comfort. After a vehicle passes through a curve, the risk of body roll disappears. If the suspension height difference between the two sides is maintained at this point, it will affect the comfort and handling of the vehicle when driving on straight roads, and may even lead to abnormal tire wear. Therefore, it is necessary to restore the suspension to symmetrical height to return the vehicle to a normal driving state.

[0083] Furthermore, before querying the safe rollover force threshold corresponding to the current vehicle mass m in the pre-built two-dimensional chart of vehicle mass-safe rollover force, it may also include:

[0084] Test conditions are generated based on the highest center of gravity position of the vehicle design.

[0085] In vehicle simulation tests, the ultimate rollover force is measured based on the high center of gravity condition, and the safe rollover force is obtained by multiplying the ultimate rollover force by a safety factor.

[0086] The above process is repeated using the vehicle mass under different loads to obtain a set of data pairs of different vehicle masses and safe rollover forces, and a two-dimensional chart of vehicle mass-safe rollover force is generated based on the set of data pairs.

[0087] The highest center of gravity (COP) position represents the scenario where the vehicle is fully loaded and the load distribution results in the maximum COP height, typically determined by vehicle design parameters. The test conditions include virtual test scenarios with variables such as curve radius, vehicle speed, and road surface adhesion coefficient. A higher COP indicates weaker rollover resistance; using the highest COP position as the test benchmark ensures that the generated safety threshold covers all real-world usage scenarios, avoiding insufficient safety margins due to load distribution. The safety factor is a commonly used empirical coefficient in engineering, used to convert extreme values ​​into safe operating boundaries.

[0088] The data set can be {(m1,F} safe1 ),(m2,F safe2 ),...}, will fit the data pairs into a curve, such as the polynomial F safe = a·m+b, and then stored in a two-dimensional lookup table format. At runtime, the threshold corresponding to any quality can be quickly looked up through linear interpolation.

[0089] Optionally, the method may further include: if the target look-ahead point road condition type includes both sloping road conditions and curved road conditions, the suspension dynamic adjustment strategy corresponding to the curved road conditions shall be executed first.

[0090] During the dynamic adjustment of the suspension, the vehicle's braking signal and steering wheel signal are monitored in real time. When the braking signal is activated or the absolute value of the steering wheel angle is less than the preset angle threshold, the suspension adjustment action being executed is interrupted. After the interruption condition is lifted, the suspension adjustment strategy corresponding to the target forward point is re-executed.

[0091] In this embodiment of the invention, the risk of rollover on a curve is a high-risk scenario that can occur instantaneously (rollover may lead to a serious accident), while the risk of speeding downhill is a gradually controllable scenario (which can be gradually controlled through engine braking). Therefore, in engineering practice, the safety priority of curves is usually set to the highest. If the system identifies a combined road condition of "downhill + right curve" → disables the downhill adjustment strategy → prioritizes the activation of curve adjustment (reducing height → increasing pressure on the left suspension) → handles the downhill strategy after the curve is completed.

[0092] The preset angle threshold is the critical turning angle used to determine whether the vehicle is traveling in a straight line. If the angle is less than this value, the vehicle is considered to be on a straight road or about to exit a curve. The braking signal comes from the brake pedal travel sensor or the electrical signal from the ABS system. When the driver applies the brake or straightens the steering wheel, it indicates that the vehicle may be decelerating or exiting a curve. At this time, the suspension adjustment is interrupted to prevent the adjustment action from conflicting with the driver's intention.

[0093] The technical solution of this invention, through a detailed description of the overall solution, mainly elaborates on the process of accurately classifying and predicting road conditions and determining the dynamic adjustment and optimization of the suspension. Specifically, in the road condition recognition stage, road conditions are finely classified based on preset thresholds, clearly distinguishing types such as uphill, downhill, flat roads, sharp left turns, sharp right turns, and straight roads. Combined with the identification of the start and end points of road segments, the vehicle can perceive continuous changes in road conditions ahead in advance. Regarding the dynamic adjustment of the suspension, differentiated strategies are adopted for different road condition types to optimize aerodynamic performance, balance safety and energy consumption, and enhance stability. This embodiment achieves full automation from data acquisition and road condition analysis to adjustment execution, effectively improving vehicle driving safety, stability, and economy.

[0094] Example 3

[0095] Figure 3 This is a schematic diagram of a vehicle air suspension dynamic adjustment device provided in Embodiment 3 of the present invention. Figure 3 As shown, the device includes:

[0096] The road data sampling module 310 is used to acquire in real time all road point data within a road interval formed by taking the current position of the vehicle as the starting point and according to a preset sampling distance. The road point data includes position coordinates, slope value and curvature value.

[0097] The look-ahead point determination module 320 is used to verify the validity of the slope value and curvature value of each road point. The road points corresponding to the valid slope values ​​that pass the verification are designated as the first type of look-ahead points, and the road points corresponding to the valid curvature values ​​that pass the verification are designated as the second type of look-ahead points. Based on the road point data, the road condition type is identified for each type of look-ahead point.

[0098] The road condition information storage module 330 is used to store at least one of the following as road condition information in the driving order: the location, road condition type, effective slope value, and effective curvature value of each look-ahead point into a pre-built multi-dimensional association chart.

[0099] The road segment end point identification module 340 is used to search for the target road condition type of the target look-ahead point in the multi-dimensional association chart when the vehicle travels to the target position with a preset distance difference threshold from the target look-ahead point, and to search for the same type of look-ahead point corresponding to the first appearance of a road condition type different from the target road condition type in the association chart as the end point of the road segment, with the target valid look-ahead point as the starting point.

[0100] The suspension adjustment module 350 is used to execute a dynamic suspension adjustment strategy corresponding to the road condition type of the target look-ahead point according to predefined control rules based on the road condition information of the starting point and the ending point.

[0101] The technical solution of this invention constructs a fully intelligent suspension adjustment system encompassing "data acquisition, processing, decision-making, and execution," collaboratively improving vehicle performance across multiple stages. Through forward-looking road condition data collection and analysis, the vehicle can automatically adjust the suspension in advance for conditions such as curves and inclines. The suspension height is dynamically adjusted based on real-time road conditions, lowering the vehicle body to reduce wind resistance at high speeds, matching the optimal suspension state for different road conditions, and reducing power loss. This precise adjustment not only overcomes the limitations of manual adjustment and automatically adapts to complex road conditions but also significantly improves vehicle safety and comfort, making it particularly suitable for heavy-duty commercial vehicle scenarios. Through the orderly integration of the technical processes, multi-dimensional breakthroughs are achieved in safety, energy conservation, comfort, and intelligence, solving the core problems of traditional manual suspension adjustment being lagging and unable to dynamically adapt to road conditions.

[0102] Optionally, based on the above embodiments, the look-ahead point determination module 320 may include:

[0103] The first type of look-ahead point determination unit is used to use whether it falls within the slope value range as the slope verification condition, and to filter out the valid slope values ​​that pass the slope verification condition, and to use the road points corresponding to the valid slope values ​​as the first type of look-ahead points.

[0104] The slope condition classification unit is used to determine that the first type of look-ahead point is an uphill road condition when the effective slope value is greater than the first slope threshold, to determine that the first type of look-ahead point is a downhill road condition when the effective slope value is less than the second slope threshold, and to determine that the first type of look-ahead point is a flat road condition when the effective slope value is between the first slope threshold and the second slope threshold.

[0105] The second type of look-ahead point determination unit is used to use whether it falls within the curvature value range as the curve verification condition, and to filter out the effective curvature values ​​that pass the curve verification condition, and to use the road points corresponding to the effective curvature values ​​as the second type of look-ahead points.

[0106] The curved road condition classification unit is used to determine that the second type of look-ahead point is a right-hand curve when the effective curvature value is greater than the first curvature threshold, to determine that the second type of look-ahead point is a left-hand curve when the effective slope value is less than the second curvature threshold, and to determine that the second type of look-ahead point is a straight road when the effective slope value is between the first curvature threshold and the second curvature threshold.

[0107] Optionally, based on the above embodiments, the suspension adjustment module 350 may include:

[0108] The uphill road condition execution unit is used to obtain the current vehicle speed when the road condition type of the target look-ahead point is uphill road condition, and to obtain the current suspension height of the vehicle when the current vehicle speed is greater than the vehicle speed threshold.

[0109] The uphill suspension lowering unit is used to lower the vehicle suspension height to the low drag height if the current suspension height is greater than the low drag height.

[0110] The uphill suspension maintenance unit is used to maintain the current suspension height unchanged if the current suspension height does not exceed the low drag height.

[0111] Optionally, based on the above embodiments, the suspension adjustment module 350 may further include:

[0112] The predicted vehicle speed calculation unit is used to obtain the current actual vehicle speed at the target position at a preset distance difference threshold from the target look-ahead point when the road condition type of the target look-ahead point is a downhill road condition with a slope, and to calculate the current actual vehicle speed V. n As the starting point of the iteration, the initial acceleration a is set. n The value is 0, according to the formula V n+1 =V n +a n • Δt calculates the first predicted vehicle speed V1, where Δt is a predefined fixed time interval;

[0113] The acceleration calibration unit is used to obtain the actual vehicle speed V1' as V and the torque T1 as T at the corresponding moment as time advances by Δt, and then substitute them into the pre-built vehicle dynamics calculation formula. The current acceleration 'a' is calibrated; where α is the effective slope value of the target look-ahead point, and i gη is the preset gearbox gear ratio, i0 is the preset transmission efficiency, r is the preset final drive ratio, m is the preset tire radius, and C is the preset vehicle mass. d ρ is the preset drag coefficient, A is the preset air density, μ is the preset frontal area, and g is the preset rolling resistance coefficient.

[0114] A new round of vehicle speed prediction acquisition unit is used to predict vehicle speed based on the calibrated current acceleration a and the actual vehicle speed V1', via V n+1 =V n +a n • Calculate the next predicted vehicle speed V2 for Δt, and when time advances by 2Δt, obtain the actual vehicle speed V2' and the torque T2 at the corresponding moment to perform a new round of acceleration verification;

[0115] The iterative unit is used to repeat the above process until the remaining distance between the vehicle position corresponding to the predicted vehicle speed and the end point is less than the minimum distance threshold at a certain moment. At this time, a sequence containing all predicted vehicle speeds is generated; wherein the minimum distance threshold is less than the distance difference threshold.

[0116] The downhill suspension lift unit is used to traverse the sequence. If any predicted vehicle speed in the sequence is greater than the safe vehicle speed threshold, it determines whether the current vehicle suspension height is less than the high drag height. If so, it controls the vehicle suspension height to be raised to the high drag height.

[0117] The downhill suspension lowering unit is used to determine whether the current suspension height is greater than the low drag height if all predicted vehicle speeds in the sequence are less than the economic vehicle speed threshold. If so, the suspension is lowered to the low drag height.

[0118] Optionally, based on the above embodiments, the suspension adjustment module 350 may further include:

[0119] The turning radius acquisition unit is used to acquire the target curvature value C of the target look-ahead point when the road condition type of the target look-ahead point is either a right-hand sharp bend or a left-hand sharp bend, and to calculate the turning radius R of the current road condition type according to the formula R = 1 / C.

[0120] The real-time rollover force calculation unit is used to obtain the predicted vehicle speed V at the end of the sequence. n As V, based on the formula Calculate the current overturning force F;

[0121] The safe rollover force query unit is used to query the safe rollover force threshold corresponding to the current vehicle mass m in a pre-built two-dimensional chart of vehicle mass-safe rollover force.

[0122] The outer suspension lift unit is used to control the vehicle suspension height to drop to the calibrated minimum height if the current rollover force is greater than the safe rollover force threshold. After the height drop is completed, the air pressure of the outer suspension in the corresponding direction is increased according to the type of road conditions until the vehicle passes through the curve, and then the left and right outer suspensions are restored to symmetrical height.

[0123] Optionally, based on the above embodiments, it may also include: a two-dimensional chart construction unit, used to generate test conditions based on the highest center of gravity position of the vehicle design before querying the safe rollover force threshold corresponding to the current vehicle mass m in the pre-constructed two-dimensional chart of vehicle mass-safe rollover force.

[0124] In vehicle simulation tests, the ultimate rollover force is measured based on the high center of gravity condition, and the safe rollover force is obtained by multiplying the ultimate rollover force by a safety factor.

[0125] The above process is repeated using the vehicle mass under different loads to obtain a set of data pairs of different vehicle masses and safe rollover forces, and a two-dimensional chart of vehicle mass-safe rollover force is generated based on the set of data pairs.

[0126] Optionally, based on the above embodiments, it may also include: a curve priority execution unit, used to prioritize the execution of the suspension dynamic adjustment strategy corresponding to the curve condition when the target look-ahead point road condition type includes both slope road condition and curve road condition.

[0127] The suspension adjustment interruption unit is used to monitor the vehicle's braking signal and steering wheel signal in real time during the dynamic adjustment of the suspension. When the braking signal is activated or the absolute value of the steering wheel angle is less than the preset angle threshold, the suspension adjustment action being executed is interrupted. After the interruption condition is lifted, the suspension adjustment strategy corresponding to the target forward point is re-executed.

[0128] The vehicle air suspension dynamic adjustment device provided in this embodiment of the invention can execute the vehicle air suspension dynamic adjustment method provided in any embodiment of the invention, and has the corresponding functional modules and beneficial effects of the method.

[0129] Example 4

[0130] Figure 4A schematic diagram of an electronic device 10 that can be used to implement embodiments of the present invention is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0131] like Figure 4 As shown, the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 or a random access memory (RAM) 13, communicatively connected to the at least one processor 11. The memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer program stored in the ROM 12 or loaded from storage unit 18 into the RAM 13. The RAM 13 may also store various programs and data required for the operation of the electronic device 10. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0132] Multiple components in electronic device 10 are connected to I / O interface 15, including: input unit 16, such as keyboard, mouse, etc.; output unit 17, such as various types of displays, speakers, etc.; storage unit 18, such as disk, optical disk, etc.; and communication unit 19, such as network card, modem, wireless transceiver, etc. Communication unit 19 allows electronic device 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0133] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, digital signal processors (DSPs), and any suitable processor, controller, microcontroller, etc. Processor 11 performs the various methods and processes described above, such as a method for dynamically adjusting a vehicle's air suspension.

[0134] That is: real-time acquisition of all road point data within a road interval formed by a preset sampling distance, starting from the current position of the vehicle; the road point data includes position coordinates, slope value and curvature value.

[0135] The slope and curvature values ​​of each road point are validated. The road points corresponding to the valid slope values ​​are designated as the first type of look-ahead points, and the road points corresponding to the valid curvature values ​​are designated as the second type of look-ahead points. Based on the road point data, the road condition type is identified for each type of look-ahead point.

[0136] At least one of the following information—location, road condition type, effective slope value, and effective curvature value—corresponding to each look-ahead point is stored as road condition information in a pre-built multidimensional association chart according to the driving sequence.

[0137] When the vehicle travels to the target position at a distance of a preset distance difference threshold from the target look-ahead point, the target road condition type of the target look-ahead point is searched in the multidimensional association chart. Taking the target valid look-ahead point as the starting point, the look-ahead point of the same type corresponding to the first appearance of a road condition type different from the target road condition type is retrieved in the association chart as the end point of the road segment.

[0138] Based on the road condition information at the starting and ending points, a suspension dynamic adjustment strategy corresponding to the road condition type at the target look-ahead point is executed according to predefined control rules.

[0139] In some embodiments, a vehicle air suspension dynamic adjustment method may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program may be loaded and / or installed on electronic device 10 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the vehicle air suspension dynamic adjustment method described above may be performed. Alternatively, in other embodiments, processor 11 may be configured to perform a vehicle air suspension dynamic adjustment method by any other suitable means (e.g., by means of firmware).

[0140] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0141] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0142] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0143] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0144] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or computing systems that include middleware components (e.g., application servers), or computing systems that include frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0145] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0146] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and no limitation is imposed herein.

[0147] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A method for dynamically adjusting a vehicle's air suspension, characterized in that, The method includes: Real-time acquisition of all road point data within a road interval formed by a preset sampling distance, starting from the current position of the vehicle. The road point data includes position coordinates, slope value, and curvature value. The slope and curvature values ​​of each road point are validated. The road points corresponding to the valid slope values ​​are designated as the first type of look-ahead points, and the road points corresponding to the valid curvature values ​​are designated as the second type of look-ahead points. Based on the road point data, the road condition type is identified for each type of look-ahead point. At least one of the following information—location, road condition type, effective slope value, and effective curvature value—corresponding to each look-ahead point is stored as road condition information in a pre-built multidimensional association chart according to the driving sequence. When the vehicle travels to the target position at a distance of a preset distance difference threshold from the target look-ahead point, the target road condition type of the target look-ahead point is searched in the multidimensional association chart. The target valid look-ahead point is used as the starting point of the road segment. The look-ahead point of the same type corresponding to the first appearance of a road condition type different from the target road condition type is searched in the association chart as the ending point of the road segment. Based on the road condition information of the starting point and the ending point, a suspension dynamic adjustment strategy corresponding to the road condition type of the target forward point is executed in accordance with predefined control rules. The slope and curvature values ​​of each road point are validated for validity. Road points with valid slope values ​​are designated as Type I look-ahead points, and those with valid curvature values ​​are designated as Type II look-ahead points. Based on the road point data, road condition types are identified for each type of look-ahead point, including: Whether or not the slope value falls within the range is used as the slope verification condition, and the valid slope values ​​that pass the slope verification condition are selected. The road points corresponding to the valid slope values ​​are used as the first type of look-ahead points. When the effective slope value is greater than the first slope threshold, the first type of look-ahead point is determined to be an uphill road condition; when the effective slope value is less than the second slope threshold, the first type of look-ahead point is determined to be a downhill road condition; when the effective slope value is between the first slope threshold and the second slope threshold, the first type of look-ahead point is determined to be a flat road condition. Whether or not the curve falls within the curvature value range is used as the curve verification condition, and the effective curvature values ​​that pass the curve verification condition are selected. The road points corresponding to the effective curvature values ​​are used as the second type of look-ahead points. When the effective curvature value is greater than the first curvature threshold, the second type of look-ahead point is determined to be a right-hand sharp curve; when the effective curvature value is less than the second curvature threshold, the second type of look-ahead point is determined to be a left-hand sharp curve; when the effective curvature value is between the first curvature threshold and the second curvature threshold, the second type of look-ahead point is determined to be a straight road. Based on the road condition information at the starting and ending points, a suspension dynamic adjustment strategy corresponding to the road condition type at the target look-ahead point is executed according to predefined control rules, and the method further includes: If the road condition type of the target look-ahead point is a downhill road condition with a slope, then the current actual vehicle speed of the vehicle at the target position with a preset distance difference threshold from the target look-ahead point is obtained, and the current actual vehicle speed is used as the reference. As the starting point of the iteration, the initial acceleration is set. for According to the formula Calculate the first predicted vehicle speed ,in, For a predefined fixed time interval; As time goes by At that time, obtain the actual vehicle speed. V, and the torque at the corresponding moment. As T, it is substituted into the pre-built vehicle dynamics calculation formula. Mid-calibration current acceleration ;in, The target effective slope value for the target look-ahead point, η is the preset gear ratio of the transmission, and η is the preset transmission efficiency. For preset main reduction ratio, To preset tire radius, To preset the overall vehicle weight, For preset drag coefficient, To preset air density, To preset the windward area, For the preset rolling resistance coefficient and It is the acceleration due to gravity; Based on the calibrated current acceleration and actual vehicle speed ,pass Calculate the next predicted speed And when time advances 2 At that time, obtain the actual vehicle speed. and the torque at the corresponding moment Perform a new round of acceleration verification; Repeat the above process until the remaining distance between the vehicle position corresponding to the predicted vehicle speed and the end point is less than the minimum distance threshold at a certain moment. At this point, a sequence containing all predicted vehicle speeds is generated; wherein the minimum distance threshold is less than the distance difference threshold. Traverse the sequence. If any predicted vehicle speed in the sequence is greater than the safe vehicle speed threshold, determine whether the current vehicle suspension height is less than the high drag height. If so, control the vehicle suspension height to rise to the high drag height. If all predicted vehicle speeds in the sequence are less than the economic vehicle speed threshold, then determine whether the current suspension height is greater than the low drag height. If so, control the suspension to lower to the low drag height.

2. The method according to claim 1, characterized in that, Based on the road condition information at the starting and ending points, a suspension dynamic adjustment strategy corresponding to the road condition type at the target look-ahead point is executed according to predefined control rules, including: If the road condition type of the target look-ahead point is an uphill road condition with a slope, obtain the vehicle's current speed, and if the current speed is greater than the speed threshold, obtain the vehicle's current suspension height. If the current suspension height is greater than the low drag height, then the vehicle suspension height will be lowered to the low drag height. If the current suspension height does not exceed the low drag height, then the current suspension height will remain unchanged.

3. The method according to claim 1, characterized in that, Based on the road condition information at the starting and ending points, a suspension dynamic adjustment strategy corresponding to the road condition type at the target look-ahead point is executed according to predefined control rules, and the method further includes: If the road condition type of the target look-ahead point is either a sharp right curve or a sharp left curve, obtain the target curvature value of the target look-ahead point. And according to the formula Calculate the turning radius for the current road condition type. ; Get the predicted speed of the last vehicle in the sequence. As V, based on the formula Calculate the current overturning force ; Query the current vehicle mass in the pre-built 2D chart of vehicle mass and safe rollover force. The corresponding safe rollover force threshold; If the current rollover force is greater than the safe rollover force threshold, the vehicle suspension height is controlled to drop to the calibrated minimum height. After the height drop is completed, the air pressure of the outer suspension in the corresponding direction is increased according to the type of curve condition until the vehicle passes through the curve, and then the left and right outer suspensions are restored to symmetrical height.

4. The method according to claim 3, characterized in that, Query the current vehicle mass in the pre-built 2D chart of vehicle mass and safe rollover force. Before the corresponding safe rollover force threshold, it also includes: Test conditions are generated based on the highest center of gravity position of the vehicle design. In vehicle simulation tests, the ultimate rollover force is measured based on the test conditions, and the safe rollover force is obtained by multiplying the ultimate rollover force by a safety factor. The above process is repeated using the vehicle mass under different loads to obtain a set of data pairs of different vehicle masses and safe rollover forces, and a two-dimensional chart of vehicle mass-safe rollover force is generated based on the set of data pairs.

5. The method according to any one of claims 1-4, characterized in that, If the target look-ahead point road condition type includes both slope road condition and curve road condition, the suspension dynamic adjustment strategy corresponding to the curve road condition shall be executed first. During the dynamic adjustment of the suspension, the vehicle's braking signal and steering wheel signal are monitored in real time. When the braking signal is activated or the absolute value of the steering wheel angle is less than the preset angle threshold, the suspension adjustment action being executed is interrupted. After the interruption condition is lifted, the suspension adjustment strategy corresponding to the target forward point is re-executed.

6. A dynamic adjustment device for vehicle air suspension, characterized in that, include: The road data sampling module is used to acquire in real time all road point data within a road interval formed by the vehicle's current position and a preset sampling distance. The road point data includes position coordinates, slope values, and curvature values. The look-ahead point determination module is used to verify the validity of the slope and curvature values ​​of each road point. The road points corresponding to the valid slope values ​​that pass the verification are designated as the first type of look-ahead points, and the road points corresponding to the valid curvature values ​​that pass the verification are designated as the second type of look-ahead points. Based on the road point data, the module identifies the road condition type of each type of look-ahead point. The road condition information storage module is used to store at least one of the following as road condition information in the driving sequence: the location, road condition type, effective slope value, and effective curvature value of each look-ahead point into a pre-built multi-dimensional association chart. The road segment end point identification module is used to search for the target road condition type of the target look-ahead point in the multi-dimensional association chart when the vehicle travels to the target position with a preset distance difference threshold from the target look-ahead point. The module uses the target valid look-ahead point as the starting point of the road segment and retrieves the look-ahead point of the same type corresponding to the first occurrence of a road condition type different from the target road condition type in the association chart as the end point of the road segment. The suspension adjustment module is used to execute a dynamic suspension adjustment strategy corresponding to the road condition type of the target look-ahead point based on the road condition information of the starting point and the ending point, and in accordance with predefined control rules. The lookahead determination module includes: The first type of look-ahead point determination unit is used to use whether it falls within the slope value range as the slope verification condition, and to filter out the valid slope values ​​that pass the slope verification condition, and to use the road points corresponding to the valid slope values ​​as the first type of look-ahead points. The slope condition classification unit is used to determine that the first type of look-ahead point is an uphill road condition when the effective slope value is greater than the first slope threshold, to determine that the first type of look-ahead point is a downhill road condition when the effective slope value is less than the second slope threshold, and to determine that the first type of look-ahead point is a flat road condition when the effective slope value is between the first slope threshold and the second slope threshold. The second type of look-ahead point determination unit is used to use whether it falls within the curvature value range as the curve verification condition, and to filter out the effective curvature values ​​that pass the curve verification condition, and to use the road points corresponding to the effective curvature values ​​as the second type of look-ahead points. The curve road condition classification unit is used to determine that the second type of look-ahead point is a right-hand curve when the effective curvature value is greater than the first curvature threshold, to determine that the second type of look-ahead point is a left-hand curve when the effective curvature value is less than the second curvature threshold, and to determine that the second type of look-ahead point is a straight road when the effective curvature value is between the first curvature threshold and the second curvature threshold. The suspension adjustment module also includes: The predicted vehicle speed calculation unit is used to obtain the vehicle's current actual speed at the target position at a preset distance difference threshold from the target look-ahead point when the road condition type of the target look-ahead point is a downhill road condition with an incline, and to calculate the vehicle speed based on the current actual speed. As the starting point of the iteration, the initial acceleration is set. for According to the formula Calculate the first predicted vehicle speed ,in, For a predefined fixed time interval; Acceleration calibration unit, used as time progresses At that time, obtain the actual vehicle speed. V, and the torque at the corresponding moment. As T, it is substituted into the pre-built vehicle dynamics calculation formula. Mid-calibration current acceleration ;in, The target effective slope value for the target look-ahead point, η is the preset gear ratio of the transmission, and η is the preset transmission efficiency. For preset main reduction ratio, To preset tire radius, To preset the overall vehicle weight, For preset drag coefficient, To preset air density, To preset the windward area, For the preset rolling resistance coefficient and It is the acceleration due to gravity; A new round of vehicle speed prediction acquisition units is used to obtain vehicle speed based on the calibrated current acceleration. and actual vehicle speed ,pass Calculate the next predicted speed And when time advances 2 At that time, obtain the actual vehicle speed. and the torque at the corresponding moment Perform a new round of acceleration verification; The iterative unit is used to repeat the above process until the remaining distance between the vehicle position corresponding to the predicted vehicle speed and the end point is less than the minimum distance threshold at a certain moment. At this time, a sequence containing all predicted vehicle speeds is generated; wherein the minimum distance threshold is less than the distance difference threshold. The downhill suspension lift unit is used to traverse the sequence. If any predicted vehicle speed in the sequence is greater than the safe vehicle speed threshold, it determines whether the current vehicle suspension height is less than the high drag height. If so, it controls the vehicle suspension height to be raised to the high drag height. The downhill suspension lowering unit is used to determine whether the current suspension height is greater than the low drag height if all predicted vehicle speeds in the sequence are less than the economic vehicle speed threshold. If so, the suspension is lowered to the low drag height.

7. An electronic device, characterized in that, The electronic device includes: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform a vehicle air suspension dynamic adjustment method according to any one of claims 1-5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that cause a processor to execute and implement the vehicle air suspension dynamic adjustment method according to any one of claims 1-5.

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