Suspension control method and device and vehicle

Abstract

The invention provides a suspension control method and device and a vehicle. The suspension control method comprises the steps that first duty ratio signals output by height sensors of four shafts of the vehicle respectively are obtained; target real-time relative height values corresponding to the first duty ratio signals corresponding to the four axes are determined according to the corresponding relation between preset duty ratio signals and real-time relative height values; the real-time relative height value is used for representing the distance between the suspension and the wheel brow; if the target gear corresponding to each target real-time relative height value is the same gear, controlling the suspension to be the target gear; and if the target gears corresponding to the target real-time relative height values corresponding to the four shafts are inconsistent, the suspension is controlled to be kept in the current state. Based on the corresponding relation between the pre-calibrated duty ratio signal and the real-time relative height value, the real-time relative height value of the target is directly determined, real-time conversion calculation is not needed, the height and the gear are rapidly determined, the analysis time of an application layer is shortened, delay is reduced, and the suspension adjusting efficiency is improved.

Description

TECHNICAL FIELD

[0001] Embodiments of the present application relate to the technical field of automobiles, and in particular to a suspension control method, device and vehicle. BACKGROUND

[0002] As an active suspension technology, the by-wire suspension system can actively adjust the suspension height through an electronic control unit (ECU) and an actuator, such as raising to pass over an obstacle or lowering to enhance high-speed stability, so as to meet the fine requirements of automatic driving on vehicle dynamic performance. A height sensor is installed between a suspension swing arm and a vehicle body to reflect the relative height of the vehicle body and the ground.

[0003] In the related art, the height signal collected by the height sensor is directly used for suspension adjustment.

[0004] However, since the conversion of the height signal into the gear of suspension adjustment needs to go through steps such as filtering processing, height value conversion, and gear matching, the signal analysis is delayed, and the suspension adjustment efficiency is low. SUMMARY

[0005] In view of the above problems, embodiments of the present application are proposed to provide a suspension control method, device and vehicle which overcome the above problems or at least partially solve the above problems.

[0006] To achieve the above object, the technical scheme adopted by the present application is as follows: In a first aspect, the embodiments of the present application disclose a suspension control method, which comprises: obtaining first duty cycle signals respectively output by height sensors of four axes of a vehicle; determining target real-time relative height values corresponding to the first duty cycle signals of the four axes respectively according to a preset corresponding relationship between the duty cycle signals and the real-time relative height values; the real-time relative height value is used to represent the distance between the suspension and the wheel arch; if the target gears corresponding to each of the target real-time relative height values are the same gear, controlling the suspension to be the target gear; if the target gears corresponding to the target real-time relative height values of the four axes respectively are inconsistent, controlling the suspension to remain in the current state. In a second aspect, the embodiments of the present application disclose a suspension control device, which comprises: an obtaining module configured to obtain first duty cycle signals respectively output by height sensors of four axes of a vehicle; a determining module configured to determine target real-time relative height values corresponding to the first duty cycle signals of the four axes respectively according to a preset corresponding relationship between the duty cycle signals and the real-time relative height values; the real-time relative height value is used to represent the distance between the suspension and the wheel arch; The first adjusting module is configured to control the suspension to be a target gear if each target real-time relative height value corresponds to the same target gear. The second adjusting module is configured to control the suspension to keep a current state if the target gears corresponding to the target real-time relative height values of the four axes are inconsistent. In a third aspect, an embodiment of the present application discloses a vehicle, which comprises a suspension control unit and a height sensor. The suspension control unit is configured to acquire first duty cycle signals output by the height sensors of four axes of the vehicle. The suspension control unit is configured to determine target real-time relative height values corresponding to the first duty cycle signals of the four axes according to a preset corresponding relationship between the duty cycle signals and the real-time relative height values; the real-time relative height value is used to represent a distance between the suspension and a wheel arch. The suspension control unit is configured to control the suspension to be a target gear if each target real-time relative height value corresponds to the same target gear. The suspension control unit is configured to control the suspension to keep a current state if the target gears corresponding to the target real-time relative height values of the four axes are inconsistent.

[0007] In a fourth aspect, an embodiment of the present application discloses an electronic device, which comprises a processor and a memory, the memory stores programs or instructions executable on the processor, and the programs or instructions are executed by the processor to implement the steps of the method of the first aspect.

[0008] In a fifth aspect, an embodiment of the present application discloses a readable storage medium, which stores programs or instructions, and the programs or instructions are executed by a processor to implement the steps of the method of the first aspect.

[0009] In the embodiment of the present application, the first duty cycle signals output by the height sensors of the four vehicle axles are acquired; the target real-time relative height values corresponding to the first duty cycle signals of the four axles are determined according to the correspondence between the preset duty cycle signals and real-time relative height values; the real-time relative height values are used to represent the distance between the suspension and the wheel arch; if the target gears corresponding to each target real-time relative height value are the same gear, the suspension is controlled to adjust to the target gear; if the target gears corresponding to the target real-time relative height values of the four axles are inconsistent, the suspension is controlled to maintain the current state. The method of the present application acquires the first duty cycle signals output by the height sensors of the four vehicle axles, directly determines the target real-time relative height values based on the correspondence between the preset duty cycle signals and real-time relative height values, does not need real-time conversion calculation, can quickly determine the height and gear, reduces the analysis time of the application layer, reduces the delay, and improves the efficiency of the suspension adjustment. BRIEF DESCRIPTION OF DRAWINGS

[0010] Figure 1 is a suspension architecture diagram provided by the embodiment of the present application; Figure 2 is a step flowchart of a suspension control method provided by the embodiment of the present application; Figure 3 is a step flowchart of another suspension control method provided by the embodiment of the present application; Figure 4 is a fitting curve diagram provided by the embodiment of the present application; Figure 5 is a block diagram of a suspension control device provided by the embodiment of the present application; Figure 6 is a block diagram of an electronic device provided by the embodiment of the present application; Figure 7 is another schematic diagram of an electronic device provided by the embodiment of the present application. DETAILED DESCRIPTION

[0011] Exemplary embodiments of the present application will be described in greater detail below with reference to the accompanying drawings. Although exemplary embodiments of the present application are shown in the drawings, it should be understood that the present application can be implemented in various forms and should not be limited by the embodiments set forth herein. Rather, these embodiments are provided so that the present application can be more thoroughly understood and the scope of the present application can be accurately conveyed to those skilled in the art.

[0012] The terms "first", "second", etc. in the specification and claims of the present application are used to distinguish similar objects, and are not used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged under appropriate circumstances, so that the embodiments of the present application can be implemented in an order other than those illustrated or described herein, and the objects distinguished by "first", "second", etc. are generally a class and do not limit the number of objects, for example, the first object can be one or more. In addition, the term "and / or" in the specification and claims is used to describe the relationship between the associated objects, which means that there are three kinds of relationships, for example, A and / or B, which means that there are three kinds of situations: A exists alone, A and B exist together, and B exists alone. The character " / " generally represents an "or" relationship between the associated objects. The term "multiple" in the embodiments of the present application means two or more, and other quantifiers are similar.

[0013] Reference Figure 1 , Figure 1 is a suspension architecture provided by an embodiment of the present application, wherein the vehicle body height sensors (one for each of the front left, front right, rear left and rear right) collect the relative height signals of the four axles of the vehicle body and the ground in real time, to provide the vehicle body posture, such as the pitch angle, roll angle and absolute height, as the basic data for the system; the vehicle body acceleration sensors are installed corresponding to the four axles, to capture the acceleration changes of the vehicle body in the vertical and longitudinal directions, to reflect the road bump strength and the dynamic vibration state of the vehicle body. The signals of the two kinds of sensors are jointly input into the suspension control unit, to provide the basis for the adjustment decision. Based on the real-time state of the sensor input, the suspension control unit outputs the adjustment instruction: among them, the air spring stiffness valve is responsible for adjusting the air chamber volume of the air spring, to change the suspension stiffness to match the road conditions; the CDC valve (continuous damping control valve) adjusts the damping coefficient of the shock absorber, to quickly attenuate the body vibration; the air spring, as the suspension elastic element, receives the airflow control from the air spring stiffness valve, to realize the lifting and lowering of the vehicle body height through air charging and discharging. Among them, the air spring stiffness valve, the air tank and the suspension system form a closed loop air circuit through the air pipeline: the air tank stores high-pressure compressed air as the air source connected to the air spring stiffness valve through the main pipeline, the air spring stiffness valve adjusts the airflow direction and flow according to the control instruction, to deliver the air to the air spring or discharge the air from the spring, to realize the stiffness adjustment. Based on the above architecture, a suspension control method of the present application is disclosed, which is as follows. Reference Figure 2 , Figure 2 is a suspension control method provided by an embodiment of the present application, the method comprising: Step 101, acquiring the first duty cycle signal output by the height sensor of each of the four axles of the vehicle.

[0014] In this embodiment, the height sensors for the four axles of the vehicle can be located at four positions: left front (FL), right front (RL), left rear (FR), and right rear (RR). Each axle's height sensor is an independent PWM signal output source. The first duty cycle signal is the signal collected when the vehicle height status needs to be acquired. The "first duty cycle signal" refers to the PWM duty cycle electrical signal (pulse width modulation signal) output in real time by the four axle height sensors (left front, right front, left rear, and right rear). The duty cycle describes the proportion of the high-level time to the entire cycle time within one period. The duty cycle has a preset mapping relationship with the suspension height, so the duty cycle signal can directly reflect the current state of the suspension on each axle. By collecting these four independent signals, the height information of the four corners of the vehicle can be comprehensively captured, providing data support for subsequent height analysis and gear position determination, ensuring the comprehensiveness and accuracy of the perception.

[0015] Step 102: Based on the preset correspondence between duty cycle signals and real-time relative height values, determine the target real-time relative height values ​​corresponding to the first duty cycle signals of the four axes respectively; the real-time relative height values ​​are used to characterize the distance between the suspension and the wheel arches.

[0016] In this embodiment, the preset correspondence can be a pre-established correspondence through calibration, which allows for the rapid conversion of electrical signals into physical quantities. The real-time relative height value characterizes the distance between the suspension and the wheel arch. By converting the duty cycle signal into the target real-time relative height value from each axle's suspension to the wheel arch, a precise conversion from electrical signals to actual physical height is achieved, providing a directly applicable quantitative indicator for gear selection. In other words, by pre-calibrating the correspondence between the duty cycle signal and the real-time relative height value, this application allows for the rapid determination of the real-time relative height value based on the duty cycle signal in practical applications, meeting the real-time requirements of suspension adjustment.

[0017] Step 103: If the target gear corresponding to each of the target real-time relative height values ​​is the same gear, then control the suspension to the target gear.

[0018] In this embodiment, if the suspension adjustment has five adjustment levels, such as highest, high, standard, low, and lowest, each level corresponds to a specific real-time relative height range. For example, "standard" corresponds to -1cm to +1cm, and "high" corresponds to +1cm to +3cm. When the target real-time relative height values ​​of the four axes are compared and all fall within the preset range of the "target level," such as "high," the system determines that the overall vehicle posture meets the requirements of that level. At this time, the suspension can be controlled to adjust to the target level. Combined with... Figure 1The adjustment process can be as follows: The ECU sends an adjustment command to the air spring stiffness valve, which controls the air tank to inflate (upward adjustment) or deflate (downward adjustment) each air spring, so that the relative height of the four axles is stabilized within the "target gear" range. During the adjustment process, the four axle signal feedback is monitored in real time to ensure that the synchronization accuracy error does not exceed the preset error, so as to maintain the vehicle body level.

[0019] Step 104: If the target gear corresponding to the real-time relative height value of the target for each of the four axes is inconsistent, then control the suspension to maintain the current state.

[0020] In this embodiment, the target gear corresponding to the real-time relative height values ​​of the four axes is inconsistent, meaning there is at least one difference in the gear corresponding to the real-time relative height values ​​of the four axes. For example, the left front axle is in "standard gear" and the right rear axle is in "low gear". In actual driving scenarios, if a sensor on one axle experiences instantaneous signal fluctuations due to road bumps, abnormal tire pressure on one side causes local height changes, or a minor sensor malfunction, it may lead to an abnormal gear on that axle. In this case, suspension adjustment can be paused to maintain the current state, and a "gear adjustment failed" message can be displayed on the vehicle screen. In subsequent sampling cycles, if the signals of the four axes return to consistency and stability, the adjustment process can be re-executed to ensure that each adjustment action is based on a reliable overall attitude judgment.

[0021] In summary, in this embodiment, the first duty cycle signals output by the height sensors of the four axles of the vehicle are acquired; based on the preset correspondence between the duty cycle signals and real-time relative height values, the target real-time relative height value corresponding to each of the first duty cycle signals of the four axles is determined; the real-time relative height value is used to characterize the distance between the suspension and the wheel arch; if the target gear corresponding to each of the target real-time relative height values ​​is the same gear, the suspension is controlled to adjust to the target gear; if the target gear corresponding to the target real-time relative height values ​​of the four axles is inconsistent, the suspension is controlled to maintain the current state. The method of this application acquires the first duty cycle signals output by the height sensors of the four axles of the vehicle, and directly determines the target real-time relative height value based on the preset correspondence between the duty cycle signals and real-time relative height values, without the need for real-time conversion calculations. This allows for rapid determination of height and gear, reduces application layer parsing time, lowers latency, and improves the efficiency of suspension adjustment.

[0022] refer to Figure 3 , Figure 3 This application provides another suspension control method, the method comprising: Step 201: Obtain the first duty cycle signals output by the height sensors of the four axes of the vehicle; Step 202: Based on the preset correspondence between duty cycle signals and real-time relative height values, determine the target real-time relative height values ​​corresponding to the first duty cycle signals for each of the four axes; the real-time relative height values ​​are used to characterize the distance between the suspension and the wheel arches. Step 203: Compare the real-time relative height value of the target with a preset height value range to determine the target gear corresponding to the real-time relative height value of the target; Step 204: Control the suspension to adjust to the target gear and display the suspension adjustment result on the vehicle display screen.

[0023] Step 205: If the target gear corresponding to the real-time relative height value of the target for each of the four axes is inconsistent, then control the suspension to maintain the current state. In this embodiment, for steps 201 to 205, the four axes correspond to the four corners of the vehicle: left front, right front, left rear, and right rear. The height sensor on each axis converts the detected suspension height information into a PWM duty cycle signal, i.e., the first duty cycle signal. The preset correspondence between the duty cycle signal and the real-time relative height value realizes the conversion from electrical signal to physical quantity. The real-time relative height value is used to characterize the distance between the suspension and the wheel arch. The duty cycle signal is converted into an intuitive physical height difference value for subsequent gear adjustment. If the system has five suspension height gears: highest, high, standard, low, and lowest, each gear can correspond to a real-time relative height value range. The target real-time relative height value of each of the four axes is compared with the aforementioned preset range to determine the current target gear for each axle. When the target gears corresponding to the four axles are consistent after judgment, the suspension height of the four axles can be controlled to be synchronously adjusted to the height range corresponding to that gear. After adjustment, the vehicle display screen can display "Adjustment successful" and the current gear information in real time, allowing the driver to intuitively understand the suspension status. By checking whether the gears on the four axles are consistent, the uniformity of the vehicle's posture is ensured, improving driving stability and comfort. When there are differences in the gears corresponding to the target real-time relative height values ​​of the four axles, it indicates that the vehicle posture has not met the conditions for unified adjustment, such as uneven road surfaces or instantaneous sensor fluctuations. In this case, the adjustment process can be paused to maintain the current height status of each suspension, avoiding problems such as vehicle tilting caused by forced adjustment. At the same time, a "Adjustment Failed" message can be displayed on the vehicle's screen, and the adjustment process can be restarted after the signals return to consistency.

[0024] Specifically, this application achieves precise processing of height sensor signals by building a height resolution module at the application layer. Taking the left front axle (FL) height sensor as an example, its specific resolution and adjustment logic is as follows: The resolution module first receives the PWM duty cycle signal transmitted from the interface, calculates based on the pre-established correspondence between the duty cycle signal and the real-time relative height value (i.e., a linear function relationship), and then performs low-pass filtering on the calculation result to finally obtain the target real-time relative height value of the FL axis. This process can effectively filter out high-frequency noise in the signal, ensuring the stability and accuracy of the height value. The system presets 5 suspension height adjustment levels, namely highest, high, standard, low, and lowest, and defines a clear height range for each level. At the same time, a state machine is built for level management: The state machine first determines the height level to which the target real-time relative height value of the FL axis belongs. If the target real-time relative height value is within the height range of the highest level, the height sensor reports the highest level; similarly, when the target real-time relative height value falls within the range of other levels, the corresponding level is reported. During gear adjustment, a delay confirmation ensures adjustment reliability: When adjusting upwards, if the current gear is standard, the FL axis gear switches from standard to high gear after the target's real-time relative height increases to a value greater than or equal to the minimum height of the high gear and remains in this state for 0.05 seconds. Conversely, when adjusting downwards, if the current gear is standard, the FL axis gear switches from standard to low gear after the target's real-time relative height decreases to a value less than the maximum height of the low gear and remains in this state for 0.05 seconds. This avoids erroneous adjustments caused by instantaneous signal fluctuations and allows for rapid response to actual height changes, achieving precise gear switching.

[0025] The adjustment of the vehicle's suspension height settings is based on a four-axis collaborative verification mechanism to ensure the consistency of the vehicle's posture and the reliability of the adjustment. The specific logic is as follows: when the height settings of the four axes—left front (FL), right front (RL), left rear (FR), and right rear (RR)—simultaneously output the same gear signal, the suspension system determines that the gear adjustment is successful. It then outputs the unified gear to the entire vehicle and displays the message "Gear adjustment successful" on the in-vehicle screen. At this time, the height status of the four corners of the vehicle body has been synchronously adapted to the target gear.

[0026] If the height settings of the four axles are inconsistent (for example, one axle is in standard gear while another is in high gear), the suspension system confirms that the gear adjustment has failed. To avoid vehicle tilting or instability due to localized gear deviations, the system will maintain the previous gear setting and display a "Gear Adjustment Failed" message on the vehicle's large screen. The adjustment process will restart once the four axle gears are consistent. This adjustment method, through rigorous multi-axle consistency verification, ensures the safety and accuracy of suspension adjustment, guaranteeing stable vehicle operation under complex road conditions.

[0027] The method of this application obtains the first duty cycle signals output by the height sensors of the four axes of the vehicle. Based on the correspondence between the pre-calibrated duty cycle signals and the real-time relative height values, the target real-time relative height value is directly determined without real-time conversion calculation. The height and gear can be quickly determined for solution, reducing the parsing time of the application layer, reducing latency, and improving the efficiency of suspension adjustment.

[0028] Optionally, the method further includes: Step 206: Simultaneously acquire the second duty cycle signals and absolute vehicle height values ​​from the height sensors of the four axles of the vehicle: left front, right front, left rear, and right rear. The absolute vehicle height value is used to characterize the distance between the suspension and the ground. Step 207: The difference between the absolute height value of the vehicle body and the reference height value is used as the real-time relative height value corresponding to each of the four axles; the reference height value is used to characterize the distance between the wheel arch and the ground. Step 208: Determine the correspondence between the duty cycle signal and the real-time relative height value of each of the four axes based on the real-time relative height value and the second duty cycle signal.

[0029] In this embodiment, the calibration process for obtaining the correspondence between the duty cycle signal and the real-time relative height value in steps 206 to 208 can be as follows: First, the second duty cycle signals and the absolute height values ​​of the vehicle body are simultaneously acquired from the height sensors of the four axes (left front, right front, left rear, and right rear). This process can be calibrated based on a real vehicle. The second duty cycle signal is the signal acquired during the calibration process of the relationship between the duty cycle signal and the real-time relative height value. For example, the vehicle is placed on a lift and completely off the ground. The duty cycle value, i.e., the second duty cycle signal, is read using a calibration tool such as CANape, and the vehicle height is measured and recorded. The measured vehicle height is the absolute height value. The lift is gradually lowered, and multiple sets of second duty cycle signals and absolute height values ​​are measured sequentially. The lift is lowered further until the vehicle is completely on the ground, and the maximum compression state of the suspension is simulated by applying external force. The duty cycle at this time is recorded, and the vehicle height is at its minimum. Complete data on the duty cycle of the height sensors and the absolute height of the vehicle body are obtained.

[0030] The difference between the absolute vehicle height and the reference height is used as the real-time relative height value for each of the four axles. The "reference height value" represents the distance between the wheel arch and the ground, specifically the distance from the wheel arch to the ground under a preset standard condition, such as when the vehicle is unloaded and on a level road. The real-time relative height value is obtained by subtracting the reference height value from the absolute vehicle height value. This real-time relative height value reflects the amount of suspension extension / retraction relative to the vehicle body.

[0031] For each axis, the second duty cycle signal is correlated with the real-time relative height value to form sample data. Outliers caused by sensor noise or measurement errors are removed, and a mapping relationship between duty cycle and real-time relative height is finally established for each axis. The final mapping relationship can be stored in the system as the basis for real-time height resolution conversion.

[0032] Optionally, step 208 includes: Sub-step 2081: According to the adjustment direction of suspension rise and fall, verify the real-time relative height value and the second duty cycle signal corresponding to the real-time relative height value to remove abnormal data; Sub-step 2082: Fit the verified real-time relative height value with the second duty cycle signal to obtain the correspondence between the duty cycle signal and the real-time relative height value of each of the four axes; wherein, the correspondence is a linear function relationship.

[0033] In this embodiment, for sub-steps 2081 and 2082, the real-time relative height value and the corresponding second duty cycle signal are verified according to the suspension's upward and downward adjustment directions. For example, according to the suspension's upward direction, a set of second duty cycle signals and real-time relative height value data is obtained. Data that exceeds the suspension adjustment range, or data with an increased duty cycle but decreased height, are removed. Abnormal data in the suspension's downward direction is cleaned up similarly. The verified real-time relative height value and the second duty cycle signal are fitted to obtain the correspondence between the duty cycle signal and the real-time relative height value for each of the four axes. (Reference) Figure 4 , Figure 4 A schematic diagram of a fitted curve is shown. The correspondence between the duty cycle signal and the real-time relative altitude value can be fitted as a curve of a linear function, expressed as y = kx + b, where x is the second duty cycle signal, y is the real-time relative altitude value, and k and b are determined by the curve obtained by fitting the duty cycle and the real-time relative altitude value. The curves in the ascending and descending directions will have two parallel or approximately overlapping straight lines; in practical applications, the average of the two can be taken as the final calibration curve. This application... Figure 4 Only one direction is shown as an example.

[0034] After determining the linear relationship between the second duty cycle signal and the real-time relative height value, the application layer can directly use this formula to quickly calculate the height, thereby improving the resolution efficiency.

[0035] Optionally, before step 207, the method further includes: Step 209: Determine the vehicle's pitch angle based on the absolute height values ​​of the vehicle body corresponding to each of the four axes; Step 210: Determine the vehicle attitude correction coefficients for the front axle and the rear axle based on the pitch angle. Step 211: Correct the absolute height values ​​of the vehicle body corresponding to each of the four axes according to the vehicle body attitude correction coefficient, and use the corrected absolute height values ​​of the vehicle body for the calculation of the real-time relative height values.

[0036] In this embodiment, for steps 209 to 211, the error in the absolute vehicle height value will affect driving stability. Therefore, after obtaining the absolute vehicle height values ​​corresponding to each of the four axles, the vehicle's pitch angle can be further determined. The pitch angle can be determined by the following formula:

[0037] Where θ is the vehicle pitch angle; Z1 is the left front air spring height (absolute height of the left front vehicle); Z2 is the right front air spring height (absolute height of the right front vehicle); Z3 is the left rear air spring height (absolute height of the left rear vehicle); Z4 is the rear right air spring height (absolute height of the right rear vehicle); a is the distance from the front axle to the vehicle's center of gravity; and b is the distance from the rear axle to the vehicle's center of gravity. By using signals from four height sensors, errors from unilateral suspension (such as subtle differences between the left and right front suspensions) are eliminated, retaining only the overall height difference between the front and rear axles, accurately reflecting the vehicle's longitudinal tilt.

[0038] Based on the vehicle's pitch angle, different vehicle attitude correction coefficients h can be assigned to the air springs at the front and rear ends. The larger the pitch angle, the larger the absolute value of the corresponding correction coefficient, and the stronger the correction force. The allocation of vehicle attitude correction coefficients can be achieved by adjusting the different proportional coefficients of the front and rear air springs in the PID control algorithm, thereby reducing the error in the aforementioned absolute vehicle height value. Specifically, the core of the PID control algorithm (proportional-integral-derivative) is to eliminate errors through the mapping between deviation and adjustment amount, where the proportional coefficient (P) determines the response strength to the current deviation (the larger P is, the more sensitive the adjustment). By setting differentiated proportional coefficients for the front and rear air springs, the allocation of the vehicle attitude correction coefficient h can be achieved.

[0039] The absolute height values ​​of the vehicle body corresponding to each of the four axes can be corrected based on the vehicle body attitude correction coefficient. The corrected absolute height values ​​are then used to calculate the real-time relative height values ​​to improve calculation accuracy. Furthermore, the differentiation of the PID proportional coefficient ensures that the adjustment speed matches the magnitude of the deviation, avoiding both over-adjustment (too small a P value leading to slow response) and oscillation (too large a P value leading to instability).

[0040] Optionally, the height sensor includes a detection circuit, and the method further includes: Step 212: If a fault signal is received from the height sensor, the first current and first voltage of the height sensor are obtained through the detection circuit. Step 213: Compare the first current with a preset standard current and compare the first voltage with a preset standard voltage to obtain a comparison result; Step 214: If the comparison result indicates that the first current is different from the preset standard current, or the first voltage is different from the preset standard voltage, then the first current and the first voltage are compared with a preset deviation table to determine the cause of the height sensor failure; the deviation table defines the correspondence between the height sensor failure type, voltage and current.

[0041] In this embodiment, for steps 212 to 214, the height sensor has a built-in detection circuit. Its core function is to comprehensively monitor and collect data on various indicators of the sensor, including: data collection of basic sensor test items and data collection of test data for key component performance. The component test items include three categories: assessment of the mechanical wear and aging degree of the height sensor, real-time monitoring of operating current and voltage values, and diagnosis of the overall operating status of the sensor. For any test item that fails, the detection circuit will automatically generate a detailed test report, providing a basis for troubleshooting.

[0042] When a sensor triggers a fault signal due to excessively high or low voltage (e.g., an over-limit fault signal with an output value of 1), the historical and real-time data collected by the detection circuit becomes crucial for fault analysis. Analysis of this data can determine whether the fault is caused by mechanical wear or aging of the sensor. These two types of problems often cause abnormal voltage deviations, thus triggering fault alarms.

[0043] To achieve accurate fault diagnosis, the system needs to establish a benchmark and deviation model in advance: First, the current and voltage parameters of a brand-new, normally functioning height sensor are collected as standard values ​​(such as standard voltage and standard current). Then, after eliminating other interference factors, the current and voltage deviation values ​​of the sensor under different degrees of wear and different usage times are tested, and this data is compiled into a deviation table. When a sensor issues an over-limit fault, the system first compares the currently detected first current and first voltage with the standard values. If there is a deviation (current is not equal to standard current or voltage is not equal to standard voltage), the current first current and first voltage data are matched with the preset deviation table. The deviation value is used to locate the corresponding degree of mechanical wear and aging level, and then cross-validated with information such as the actual usage time and operating conditions of the sensor on the actual vehicle. If the verification results are consistent, the fault can be determined to be caused by mechanical wear or aging; if they are inconsistent, it indicates the presence of other types of faults (such as short circuits, signal interference, etc.), and the collected height data is unreliable. At this time, the system will immediately stop extracting the height value of the sensor and inform the user through the vehicle prompt function that the sensor needs to be replaced to ensure that the suspension adjustment system operates based on reliable data.

[0044] Optionally, the method further includes: Step 215: Obtain the vehicle wake-up signal flag and the third duty cycle signal; Step 216: When the vehicle wake-up signal flag is at a preset value, obtain the absolute height values ​​of the vehicle body on the four axes; Step 217: If the absolute height of the vehicle body of each of the four axles exceeds the preset height limit and the duration reaches the first time threshold, a height sensor too high fault warning will be issued. Step 218: If the third duty cycle signal is greater than the preset upper limit or less than the preset lower limit, and the duration reaches the second time threshold, then a fault warning for the height sensor duty cycle being out of range is issued.

[0045] In this embodiment, for steps 215 to 218, under normal sensor operation, the system performs real-time diagnostics on the height data. When the received vehicle wake-up signal flag is at a preset value (e.g., 1, representing vehicle wake-up status), it indicates that all vehicle sensors have started working. If, at this time, the absolute height values ​​of the four axles (left front, right front, left rear, and right rear) all exceed the preset height upper limit, and the duration of this state reaches the first time threshold (e.g., 1 second, used to filter instantaneous fluctuations), it is determined to be a "sensor too high fault." The recovery condition for this fault is that the absolute height values ​​of all four axles drop below the preset height upper limit. The diagnostic logic for the PWM duty cycle signal is as follows: when the third duty cycle signal is detected, which is the duty cycle data collected in real time when the sensor is working normally, if the third duty cycle signal is greater than the preset upper limit or less than the preset lower limit, and the duration of this abnormal state reaches the second time threshold (e.g., 0.5 seconds), it is determined to be a "height sensor duty cycle out of range fault." This fault mainly reflects the abnormal validity of the sensor output signal.

[0046] In addition, specific fault range diagnosis can be set: if the PWM duty cycle signal value falls into the preset fault range (such as the specific duty cycle range corresponding to power supply abnormality) and the duration reaches the preset duration, it is determined to be other types of faults (such as the height sensor power supply open circuit fault, etc.). The specific fault types can be expanded according to actual needs, and are not limited here.

[0047] The method in this application integrates the overall vehicle status, multi-axle height consistency, and signal characteristics to achieve accurate identification and recovery judgment of common sensor faults, thus ensuring the safe operation of the suspension system.

[0048] Optionally, after step 201, the method further includes: Step 219: Calculate the confidence level of the first duty cycle signal according to the preset judgment conditions, and obtain the calculation result; Step 220: If, based on the calculation results, it is determined that the confidence levels of the first duty cycle signals corresponding to each of the four axles of the vehicle all meet the preset confidence threshold, then the first duty cycle signals are confirmed to be valid.

[0049] In this embodiment, after acquiring the first duty cycle signal, the confidence level of the first duty cycle signal can be determined. The confidence level characterizes the reliability of the height value calculated from the currently acquired first duty cycle signal. The determination criteria can be: whether the frequency of the duty cycle signal exceeds the normal range, whether the height data corresponding to the duty cycle signal contradicts the vehicle's own state, and whether the duty cycle signal is complete. The confidence level value, i.e., the calculation result, can be calculated based on the determination criteria. The calculation method can be: calculating the confidence level using a weighted summation of each determination criterion affecting the confidence level. A preset confidence threshold is, for example, 95%. If the confidence level calculated based on the determination criteria is 95%, it indicates that the first duty cycle signal is reliable, and height calculation can be performed based on the first duty cycle data, thereby controlling the suspension. If the calculated confidence level of the first duty cycle signal corresponding to any axle is less than the preset confidence threshold, the suspension will not be adjusted temporarily.

[0050] In summary, in this embodiment, the first duty cycle signals output by the height sensors of the four axles of the vehicle are acquired; based on the preset correspondence between the duty cycle signals and real-time relative height values, the target real-time relative height value corresponding to each of the first duty cycle signals of the four axles is determined; the real-time relative height value is used to characterize the distance between the suspension and the wheel arch; if the target gear corresponding to each of the target real-time relative height values ​​is the same gear, the suspension is controlled to adjust to the target gear; if the target gear corresponding to the target real-time relative height values ​​of the four axles is inconsistent, the suspension is controlled to maintain the current state. The method of this application acquires the first duty cycle signals output by the height sensors of the four axles of the vehicle, and directly determines the target real-time relative height value based on the preset correspondence between the duty cycle signals and real-time relative height values, without the need for real-time conversion calculations. This allows for rapid determination of height and gear, reduces application layer parsing time, lowers latency, and improves the efficiency of suspension adjustment.

[0051] refer to Figure 5 It illustrates a suspension control device 30 provided in an embodiment of this application, the device comprising: The acquisition module 301 is used to acquire the first duty cycle signals output by the height sensors of the four axes of the vehicle, respectively. The determining module 302 is used to determine the target real-time relative height value corresponding to each of the first duty cycle signals of the four axes according to the preset correspondence between the duty cycle signal and the real-time relative height value; the real-time relative height value is used to characterize the distance between the suspension and the wheel arch; The first adjustment module 303 is used to control the suspension to the target gear if the target gear corresponding to each of the target real-time relative height values ​​is the same gear. The second adjustment module 304 is used to control the suspension to maintain its current state if the target gear corresponding to the real-time relative height values ​​of the four axes is inconsistent. Optionally, the device further includes: The acquisition module is used to simultaneously acquire the second duty cycle signals and the absolute height values ​​of the vehicle body from the height sensors of the four axles: left front, right front, left rear, and right rear. The absolute height values ​​of the vehicle body are used to characterize the distance between the suspension and the ground. The calculation module is used to take the difference between the absolute height value of the vehicle body and the reference height value as the real-time relative height value corresponding to each of the four axes; the reference height value is used to characterize the distance between the wheel arch and the ground; The fitting module is used to determine the correspondence between the duty cycle signal and the real-time relative height value of each of the four axes based on the real-time relative height value and the second duty cycle signal.

[0052] Optionally, the device further includes: An angle calculation module is used to determine the vehicle's pitch angle based on the absolute height values ​​of the vehicle body corresponding to each of the four axes. The coefficient determination module is used to determine the vehicle attitude correction coefficients for the front axle and the rear axle respectively based on the pitch angle. The correction module is used to correct the absolute height values ​​of the vehicle body corresponding to each of the four axes according to the vehicle body attitude correction coefficient, and use the corrected absolute height values ​​of the vehicle body for the calculation of the real-time relative height value.

[0053] Optionally, the fitting module includes: The preprocessing submodule is used to verify the real-time relative height value and the second duty cycle signal corresponding to the real-time relative height value according to the adjustment direction of the suspension rising and falling, so as to remove abnormal data; The fitting submodule is used to fit the verified real-time relative height value with the second duty cycle signal to obtain the correspondence between the duty cycle signal and the real-time relative height value of each of the four axes; wherein the correspondence is a linear function relationship.

[0054] Optionally, the first adjustment module includes: The gear determination submodule is used to compare the real-time relative height value of the target with a preset height value range to determine the target gear corresponding to the real-time relative height value of the target. The display submodule is used to control the suspension to the target gear and display the suspension adjustment result on the in-vehicle display screen.

[0055] Optionally, the height sensor includes a detection circuit, and the device further includes: The detection module is used to obtain the first current and first voltage of the height sensor through the detection circuit when a fault signal is received from the height sensor. The judgment module is used to compare the first current with a preset standard current and the first voltage with a preset standard voltage to obtain a comparison result; The diagnostic module is used to compare the first current and the first voltage with a preset deviation table if the comparison result indicates that the first current is different from a preset standard current or the first voltage is different from a preset standard voltage, in order to determine the cause of the height sensor failure; the deviation table defines the correspondence between the height sensor failure type, voltage and current.

[0056] Optionally, the device further includes: The signal acquisition module is used to acquire the vehicle wake-up signal flag and the third duty cycle signal; The height determination module is used to obtain the absolute height values ​​of the vehicle body on the four axes when the vehicle wake-up signal flag is a preset value. The first fault reminder module is used to issue a height sensor too high fault reminder if the absolute height value of the vehicle body of each of the four axles exceeds the preset height limit and the duration reaches the first time threshold. The second fault alert module is used to issue a fault alert for the height sensor duty cycle being out of range if the third duty cycle signal is greater than a preset upper limit or less than a preset lower limit and the duration reaches a second time threshold.

[0057] Optionally, the device further includes: The confidence calculation module is used to calculate the confidence of the first duty cycle signal according to preset judgment conditions and obtain the calculation result; The confidence level determination module is used to confirm the validity of the first duty cycle signal if the confidence level of the first duty cycle signal corresponding to each of the four axles of the vehicle meets the preset confidence level threshold based on the calculation results.

[0058] In summary, in this embodiment, the first duty cycle signals output by the height sensors of the four axles of the vehicle are acquired; based on the preset correspondence between the duty cycle signals and real-time relative height values, the target real-time relative height value corresponding to each of the first duty cycle signals of the four axles is determined; the real-time relative height value is used to characterize the distance between the suspension and the wheel arch; if the target gear corresponding to each of the target real-time relative height values ​​is the same gear, the suspension is controlled to adjust to the target gear; if the target gear corresponding to the target real-time relative height values ​​of the four axles is inconsistent, the suspension is controlled to maintain the current state. The method of this application acquires the first duty cycle signals output by the height sensors of the four axles of the vehicle, and directly determines the target real-time relative height value based on the preset correspondence between the duty cycle signals and real-time relative height values, without the need for real-time conversion calculations. This allows for rapid determination of height and gear, reduces application layer parsing time, lowers latency, and improves the efficiency of suspension adjustment.

[0059] Reference Figure 6 The electronic device 600 may include one or more of the following components: a processing component 602, a memory 604, a power supply component 606, a multimedia component 608, an audio component 610, an input / output (I / O) interface 612, a sensor component 614, and a communication component 616.

[0060] Processing component 602 typically controls the overall operation of electronic device 600, such as operations associated with display, telephone calls, data communication, camera operation, and recording operations. Processing component 602 may include one or more processors 620 to execute instructions to perform all or part of the steps of the methods described above. Furthermore, processing component 602 may include one or more modules to facilitate interaction between processing component 602 and other components. For example, processing component 602 may include a multimedia module to facilitate interaction between multimedia component 608 and processing component 602.

[0061] Memory 604 is used to store various types of data to support the operation of electronic device 600. Examples of this data include instructions for any application or method operating on electronic device 600, contact data, phonebook data, messages, pictures, multimedia, etc. Memory 604 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk.

[0062] Power supply component 606 provides power to various components of electronic device 600. Power supply component 606 may include a power management system, one or more power supplies, and other components associated with generating, managing, and distributing power to electronic device 600.

[0063] Multimedia component 608 includes a screen that provides an output interface between the electronic device 600 and the user. In some embodiments, the screen may include a liquid crystal display (LCD) and a touch panel (TP). If the screen includes a touch panel, the screen may be implemented as a touchscreen to receive input signals from the user. The touch panel includes one or more touch sensors to sense touches, swipes, and gestures on the touch panel. The touch sensors may not only sense the boundaries of touch or swipe actions but also detect the duration and pressure associated with the touch or swipe operation. In some embodiments, multimedia component 608 includes a front-facing camera and / or a rear-facing camera. When the electronic device 600 is in an operating mode, such as a shooting mode or a multimedia mode, the front-facing camera and / or the rear-facing camera may receive external multimedia data. Each front-facing camera and rear-facing camera may be a fixed optical lens system or have focal length and optical zoom capabilities.

[0064] Audio component 610 is used to output and / or input audio signals. For example, audio component 610 includes a microphone (MIC) used to receive external audio signals when electronic device 600 is in an operating mode, such as call mode, recording mode, and voice recognition mode. The received audio signals may be further stored in memory 604 or transmitted via communication component 616. In some embodiments, audio component 610 also includes a speaker for outputting audio signals.

[0065] I / O interface 612 provides an interface between processing component 602 and peripheral interface modules, such as keyboards, click wheels, buttons, etc. These buttons may include, but are not limited to, home buttons, volume buttons, start buttons, and lock buttons.

[0066] Sensor assembly 614 includes one or more sensors for providing state assessments of various aspects of electronic device 600. For example, sensor assembly 614 can detect the on / off state of electronic device 600, the relative positioning of components such as the display and keypad of electronic device 600, changes in position of electronic device 600 or a component of electronic device 600, the presence or absence of user contact with electronic device 600, orientation or acceleration / deceleration of electronic device 600, and temperature changes of electronic device 600. Sensor assembly 614 may include a proximity sensor configured to detect the presence of nearby objects without any physical contact. Sensor assembly 614 may also include a light sensor, such as a CMOS or CCD image sensor, for use in imaging applications. In some embodiments, sensor assembly 614 may also include an accelerometer, gyroscope, magnetometer, pressure sensor, or temperature sensor.

[0067] Communication component 616 facilitates wired or wireless communication between electronic device 600 and other devices. Electronic device 600 can access wireless networks based on communication standards, such as WiFi, carrier networks (such as 2G, 3G, 4G, or 5G), or combinations thereof. In one exemplary embodiment, communication component 616 receives broadcast signals or broadcast-related information from an external broadcast management system via a broadcast channel. In one exemplary embodiment, communication component 616 also includes a near-field communication (NFC) module to facilitate short-range communication. For example, the NFC module may be implemented based on radio frequency identification (RFID) technology, Infrared Data Association (IrDA) technology, ultra-wideband (UWB) technology, Bluetooth (BT) technology, and other technologies.

[0068] In an exemplary embodiment, the electronic device 600 may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to implement a suspension control method provided in the embodiments of this application.

[0069] In an exemplary embodiment, a non-transitory computer-readable storage medium including instructions is also provided, such as a memory 604 including instructions, which can be executed by a processor 620 of an electronic device 600 to perform the above-described method. For example, the non-transitory storage medium may be a ROM, random access memory (RAM), CD-ROM, magnetic tape, floppy disk, and optical data storage device, etc.

[0070] Figure 7A block diagram of an electronic device 700 is shown according to an exemplary embodiment. For example, the electronic device 700 may be provided as a server. (Refer to...) Figure 7 Electronic device 700 includes a processing component 722, which further includes one or more processors, and memory resources represented by memory 732 for storing instructions, such as application programs, that can be executed by the processing component 722. The application programs stored in memory 732 may include one or more modules, each corresponding to a set of instructions. Furthermore, the processing component 722 is configured to execute instructions to perform a suspension control method provided in embodiments of this application.

[0071] Electronic device 700 may also include a power supply component 726 configured to perform power management of electronic device 700, a wired or wireless network interface 750 configured to connect electronic device 700 to a network, and an input / output (I / O) interface 758. Electronic device 700 may operate on an operating system stored in memory 732, such as Windows Server™, Mac OS X™, Unix™, Linux™, FreeBSD™, or similar.

[0072] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the aforementioned suspension control method.

[0073] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the application disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this application are indicated by the following claims.

[0074] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A suspension control method, characterized in that, The method includes: Acquire the first duty cycle signals output by the height sensors of the four axes of the vehicle; Based on the preset correspondence between duty cycle signals and real-time relative height values, the target real-time relative height values ​​corresponding to the first duty cycle signals of the four axes are determined; the real-time relative height values ​​are used to characterize the distance between the suspension and the wheel arch. If the target gear corresponding to each of the target real-time relative height values ​​is the same gear, then control the suspension to the target gear; If the target gear corresponding to the real-time relative height value of the target for each of the four axes is inconsistent, the suspension is controlled to maintain the current state.

2. The method according to claim 1, characterized in that, The method further includes: The second duty cycle signals and absolute vehicle height values ​​of the height sensors on the four axles of the vehicle (left front, right front, left rear, and right rear) are collected simultaneously; the absolute vehicle height value is used to characterize the distance between the suspension and the ground. The difference between the absolute height of the vehicle body and the reference height value is used as the real-time relative height value for each of the four axes; the reference height value is used to characterize the distance between the wheel arch and the ground. Based on the real-time relative height value and the second duty cycle signal, the correspondence between the duty cycle signal and the real-time relative height value of each of the four axes is determined.

3. The method according to claim 2, characterized in that, Before using the difference between the absolute height value of the vehicle body and the reference height value as the real-time relative height value corresponding to each of the four axes, the method further includes: The vehicle's pitch angle is determined based on the absolute height values ​​of the vehicle body corresponding to each of the four axes. Based on the pitch angle, determine the vehicle attitude correction coefficients for the front and rear axles respectively; The absolute height values ​​of the vehicle body corresponding to each of the four axes are corrected according to the vehicle body attitude correction coefficient, and the corrected absolute height values ​​of the vehicle body are used to calculate the real-time relative height value.

4. The method according to claim 2, characterized in that, The step of determining the correspondence between the duty cycle signal and the real-time relative height value of each of the four axes based on the real-time relative height value and the second duty cycle signal includes: According to the adjustment direction of the suspension rising and falling, the real-time relative height value and the second duty cycle signal corresponding to the real-time relative height value are verified to remove abnormal data; The verified real-time relative height value is fitted with the second duty cycle signal to obtain the correspondence between the duty cycle signal and the real-time relative height value of each of the four axes; wherein the correspondence is a linear function relationship.

5. The method according to claim 1, characterized in that, If the target gear corresponding to each of the target real-time relative height values ​​is the same gear, then controlling the suspension to the target gear includes: The target real-time relative height value is compared with a preset height value range to determine the target gear corresponding to the target real-time relative height value; The suspension is controlled to the target gear, and the suspension adjustment result is displayed on the vehicle display screen.

6. The method according to claim 1, characterized in that, The height sensor includes a detection circuit, and the method further includes: If a fault signal is received from the height sensor, the detection circuit obtains the first current and the first voltage of the height sensor. The first current is compared with a preset standard current, and the first voltage is compared with a preset standard voltage to obtain a comparison result; If the comparison result indicates that the first current is different from the preset standard current, or the first voltage is different from the preset standard voltage, then the first current and the first voltage are compared with a preset deviation table to determine the cause of the height sensor failure; the deviation table defines the correspondence between the height sensor failure type, voltage and current.

7. The method according to claim 1, characterized in that, The method further includes: Acquire the vehicle wake-up signal flag and the third duty cycle signal; When the vehicle wake-up signal flag is at a preset value, the absolute height values ​​of the vehicle body on the four axes are obtained; If the absolute height of the vehicle body on each of the four axles exceeds the preset height limit and the duration reaches the first time threshold, a height sensor too high fault warning will be issued. If the third duty cycle signal is greater than the preset upper limit or less than the preset lower limit, and the duration reaches the second time threshold, a fault warning for the height sensor duty cycle being out of range will be issued.

8. The method according to claim 1, characterized in that, After acquiring the first duty cycle signals output by the height sensors of the four axles of the vehicle, the method further includes: Based on preset judgment conditions, the confidence level of the first duty cycle signal is calculated, and the calculation result is obtained; If, based on the calculation results, it is determined that the confidence levels of the first duty cycle signals corresponding to each of the four axles of the vehicle all meet the preset confidence threshold, then the first duty cycle signals are confirmed to be valid.

9. A suspension control device, characterized in that, The device includes: The acquisition module is used to acquire the first duty cycle signals output by the height sensors of the four axes of the vehicle. The determination module is used to determine the target real-time relative height value corresponding to each of the four axes for the first duty cycle signal based on the preset correspondence between the duty cycle signal and the real-time relative height value; the real-time relative height value is used to characterize the distance between the suspension and the wheel arch; The first adjustment module is used to control the suspension to the target gear if the target gear corresponding to each of the target real-time relative height values ​​is the same gear. The second adjustment module is used to control the suspension to maintain its current state if the target gear corresponding to the real-time relative height values ​​of the four axes is inconsistent.

10. A vehicle, characterized in that, The vehicle includes a suspension control unit and a height sensor; The suspension control unit is used to acquire the first duty cycle signals output by the height sensors of the four axles of the vehicle; The suspension control unit is used to determine the target real-time relative height value corresponding to each of the four axes for the first duty cycle signal according to the correspondence between the preset duty cycle signal and the real-time relative height value. The real-time relative height value is used to characterize the distance between the suspension and the wheel arch; The suspension control unit is used to control the suspension to the target gear if the target gear corresponding to each of the target real-time relative height values ​​is the same gear. The suspension control unit is used to control the suspension to maintain its current state if the target gear corresponding to the real-time relative height values ​​of the four axes is inconsistent.

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