Vehicle suspension control method and device, vehicle, storage medium and product

Abstract

Embodiments of the present application provide a vehicle suspension control method, device, vehicle, storage medium and product. The method comprises: in the process of coaxial height adjustment of the air suspension, obtaining a sprung height difference between the air springs at both ends of the same axle; when the absolute value of the difference is greater than a first height threshold, determining a target air spring, and adjusting the height of the target air spring until the absolute value of the difference is less than a second height threshold, and stopping and restoring the coaxial height adjustment. This not only avoids the over-response of the system to the small height difference, ensures the adjustment efficiency, but also quickly offsets the height deviation caused by uneven load or uneven ground factors, effectively improves the adjustment accuracy, and ensures that the system automatically returns to the normal height adjustment process after reaching a reasonable balance state. Not only does it realize the optimization and unification of balance accuracy and adjustment efficiency, but also further significantly improves the driving stability and riding comfort of the vehicle.

Description

Technical Field

[0001] This application belongs to the field of vehicle technology, and in particular relates to a vehicle suspension control method, device, vehicle, storage medium and product. Background Technology

[0002] In existing air suspension systems, when a vehicle needs height adjustment, the air springs on both ends of the same axle are typically inflated or deflated simultaneously. For example, when raising the vehicle body, the left and right air springs of one axle are raised simultaneously, followed by the left and right air springs of the other axle. However, this synchronous adjustment method has a significant drawback: when the vehicle's load distribution is uneven on both sides, or when there is a difference in height between the left and right sides of the parked ground, even if the same inflation and deflation operation is applied to the left and right air springs on the same axle, the actual heights on the left and right sides will be inconsistent, making it impossible to maintain vehicle balance and thus affecting the vehicle's driving stability and ride comfort. Summary of the Invention

[0003] This application provides a vehicle suspension control method, device, vehicle, storage medium, and product, which can solve the technical problem that existing air suspension synchronous adjustment methods cannot guarantee the height balance of coaxial left and right air springs.

[0004] In a first aspect, embodiments of this application provide a vehicle suspension control method, the method comprising: During the height adjustment of the same axle in the air suspension, the difference in sprung height between the air springs at both ends of the same axle is obtained; If the absolute value of the spring height difference is greater than a first height threshold, a target air spring is determined among the air springs at both ends based on the spring height difference, and the height of the target air spring is adjusted until the absolute value of the spring height difference is less than a second height threshold, and then the height adjustment of the same axis in the air suspension is resumed; wherein, the second height threshold is less than the first height threshold.

[0005] In one feasible implementation, the step of determining the target air spring among the air springs at both ends based on the spring height difference and adjusting the height of the target air spring includes: The difference in spring height is compared with a preset difference to determine the comparison result between the difference in spring height and the preset difference; Based on the adjustment direction of the air suspension during coaxial height adjustment and the comparison results, the target air spring is determined among the air springs at both ends; The height of the target air spring is adjusted according to the adjustment direction.

[0006] In one feasible implementation, the step of determining the target air spring among the air springs at both ends based on the adjustment direction of the air suspension during coaxial height adjustment and the comparison result includes any one of the following: When the air suspension is adjusted in the direction of raising during coaxial height adjustment and the comparison result shows that the difference in spring height is greater than the preset difference, the air spring at the first end of the air springs at both ends is taken as the target air spring; the spring height value of the air spring at the first end is less than the spring height value of the air spring at the second end on the same shaft. When the air suspension is adjusted in the direction of raising during coaxial height adjustment and the comparison result shows that the difference in spring height is less than the preset difference, the air spring at the second end of the air springs at both ends is taken as the target air spring; the spring height value of the air spring at the second end is less than the spring height value of the air spring at the first end on the same shaft. When the air suspension is adjusted in a lowering direction during coaxial height adjustment and the comparison result shows that the difference in spring height is greater than the preset difference, the air spring at the second end of the air springs at both ends is taken as the target air spring; the spring height value of the air spring at the second end is greater than the spring height value of the air spring at the first end on the same shaft. When the air suspension is adjusted in a lowering direction during coaxial height adjustment and the comparison result shows that the difference in spring height is less than the preset difference, the air spring at the first end of the air springs at both ends is taken as the target air spring; the spring height value of the air spring at the first end is greater than the spring height value of the air spring at the second end on the same shaft.

[0007] In one feasible implementation, the values ​​of the first height threshold and the second height threshold are negatively correlated with the driving speed of the vehicle with the air suspension.

[0008] In one feasible implementation, the method further includes: Once the height adjustment is complete, obtain the air pressure difference between the air springs at both ends of the same shaft; When the absolute value of the air pressure difference is greater than the first air pressure threshold, the air pressure of the air springs at both ends is adjusted.

[0009] In one feasible implementation, the step of adjusting the air pressure of the air springs at both ends when the absolute value of the air pressure difference is greater than a first air pressure threshold includes: When there are at least two axes whose associated pressure differences are both greater than the first pressure threshold, the priority order of pressure regulation is determined. According to the priority order, the air pressure of the air springs at both ends of each shaft is adjusted in sequence.

[0010] In one feasible implementation, the step of adjusting the air pressure of the air springs at both ends includes: The air springs at both ends are controlled to release air synchronously according to a preset duration; After the air springs at both ends have been deflated, a new air pressure difference value is obtained between the air springs at both ends on the same shaft. If the absolute value of the new air pressure difference is greater than the second air pressure threshold, return to the step of controlling the air springs at both ends to deflate for a preset duration until the absolute value of the new air pressure difference is less than or equal to the second air pressure threshold, or until the cumulative number of deflations reaches a preset number; wherein, the second air pressure threshold is less than the first air pressure threshold.

[0011] Secondly, embodiments of this application provide a vehicle suspension control device, the device comprising: The acquisition module is used to acquire the difference in spring height between the air springs at both ends of the same axle during the height adjustment of the same axle in the air suspension. The adjustment module is used to determine a target air spring from the air springs at both ends based on the spring height difference when the absolute value of the spring height difference is greater than a first height threshold, and to adjust the height of the target air spring until the absolute value of the spring height difference is less than a second height threshold, and then stop and resume the height adjustment of the same axis in the air suspension; wherein the second height threshold is less than the first height threshold.

[0012] Thirdly, embodiments of this application provide a vehicle, the vehicle including: a processor, and a memory storing computer program instructions; the processor reads and executes the computer program instructions to implement the vehicle suspension control method as described in the first aspect.

[0013] Fourthly, embodiments of this application provide a computer storage medium on which computer program instructions are stored, and when executed by a processor, the computer program instructions implement the vehicle suspension control method of the first aspect.

[0014] Fifthly, embodiments of this application provide a computer program product in which instructions, when executed by a processor of an electronic device, cause the electronic device to perform the vehicle suspension control method of the first aspect.

[0015] The vehicle suspension control method, device, vehicle, storage medium, and product of this application embodiment, during the height adjustment of the same axle of the air suspension, by real-time acquisition of the difference in sprung height between the air springs at both ends of the same axle, accurately determines the target air spring to be adjusted and performs individual height correction when the absolute value of the difference is greater than a first height threshold. This avoids the system from over-responding to small height differences, ensuring adjustment efficiency, and can quickly offset height deviations caused by uneven loads or uneven ground, effectively improving adjustment accuracy. By setting a second height threshold as the trigger condition for resuming synchronous adjustment, it can ensure that the system automatically returns to the normal height adjustment process after reaching a reasonable balance state. This not only achieves an optimized unity of balance accuracy and adjustment efficiency, but also significantly improves the vehicle's driving stability and ride comfort. Attached Figure Description

[0016] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a schematic flowchart of an embodiment of a vehicle suspension control method provided in this application. Figure 2 This is a schematic diagram of the axle end position of a vehicle suspension control method provided in Embodiment 1 of this application; Figure 3 This is a schematic flowchart of a second embodiment of a vehicle suspension control method provided in this application. Figure 4 This is a schematic flowchart of Embodiment 3 of a vehicle suspension control method provided in this application; Figure 5 This is a schematic diagram of the structure of a vehicle suspension control device provided in an embodiment of this application; Figure 6 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0018] The features and exemplary embodiments of various aspects of this application will be described in detail below. To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain this application and not to limit it. For those skilled in the art, this application can be implemented without some of these specific details. The following description of the embodiments is merely to provide a better understanding of this application by illustrating examples.

[0019] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes said element.

[0020] It should be noted that the acquisition, storage, use, and processing of data in this application embodiment all comply with the relevant provisions of national laws and regulations.

[0021] It should be noted that in the embodiments of this application, certain software, components, models and other existing solutions in the industry may be mentioned. These should be regarded as exemplary and are only intended to illustrate the feasibility of implementing the technical solution of this application. However, it does not mean that the applicant has used or necessarily used the solution.

[0022] When raising or lowering a vehicle, the left and right air springs on the same axle are simultaneously inflated or deflated. For example, when raising the vehicle, the air springs on one axle are raised first, followed by the air springs on the other axle. If the vehicle load is unbalanced on the left and right sides or if there is a height difference between the left and right sides of the vehicle when parked, the height of the left and right air springs on the same axle cannot be guaranteed to be balanced after simultaneous inflation or deflation.

[0023] To address the problems of the prior art, embodiments of this application provide a vehicle suspension control method, apparatus, vehicle, storage medium, and product. The vehicle suspension control method provided in this application embodiment will be described first below.

[0024] Figure 1 A schematic flowchart of a vehicle suspension control method according to an embodiment of this application is shown. Figure 1 As shown, the method may include steps 210-220: Step 210: During the height adjustment of the same axle in the air suspension, obtain the difference in spring height between the air springs at both ends of the same axle.

[0025] The execution subject of this embodiment can be a vehicle equipped with an air suspension. The air suspension includes multiple sets of air springs corresponding to multiple axles of the vehicle (e.g., front axle, rear axle), and at least one air spring is symmetrically arranged at both ends of each axle. As the core elastic element of the air suspension, the air spring can change its height through inflation / deflation operations, thereby realizing the overall or partial height adjustment and attitude control of the vehicle body.

[0026] Optionally, during the overall height adjustment (raising or lowering) of the same axle (such as the front axle) in the air suspension, i.e., the stage where the vehicle controls the synchronous inflation or deflation of the left and right air springs of that axle, the sprung height values ​​of the left and right air springs are collected in real time using independently configured height sensors (such as Hall effect height sensors, photoelectric height sensors, etc.) on both sides of the axle. The two sets of sprung height values ​​are transmitted to the air suspension control system, which calculates the difference between these two values ​​in real time to obtain the current sprung height difference. In this embodiment, the sprung height difference A = sprung height value of the left air spring - sprung height value of the right air spring; it can also be A = sprung height value of the right air spring - sprung height value of the left air spring, in millimeters.

[0027] Step 220: If the absolute value of the spring height difference is greater than the first height threshold, determine the target air spring among the air springs at both ends according to the spring height difference, and adjust the height of the target air spring until the absolute value of the spring height difference is less than the second height threshold, and then stop and resume the height adjustment of the same axis in the air suspension; wherein, the second height threshold is less than the first height threshold.

[0028] The first height threshold X refers to the pre-set height difference threshold used to trigger the individual adjustment process; the second height threshold Y refers to the pre-set height difference threshold used to stop individual adjustment and resume synchronous adjustment; the above two height thresholds can be set according to actual needs, but the condition that the first height threshold X is greater than the second height threshold Y must be met.

[0029] The air suspension control system compares the absolute value of the sprung height difference obtained in real time with the first height threshold. If the comparison result shows that the absolute value of the sprung height difference is greater than the first height threshold, it is determined that the height deviation between the air springs at both ends of the current axle has exceeded the allowable range. The synchronous inflation / deflation operation of the axle needs to be suspended, and a separate adjustment process needs to be started.

[0030] Optionally, the air suspension control system determines the target air spring among the air springs at both ends of the shaft based on the positive or negative attribute of the sprung height difference and the adjustment direction of the coaxial height adjustment. For example, the sprung height difference A = the sprung height of the left air spring - the sprung height of the right air spring. When the coaxial height is currently in the rising adjustment direction, if the sprung height difference A is positive, it indicates that the sprung height of the air spring at the left end of the shaft is higher than that of the right air spring. In this case, the target air spring can be set as the right air spring, and its height can be increased; alternatively, the target air spring can be set as the left air spring, and its height can be decreased. This embodiment does not limit the specific selection method of the target air spring. In this embodiment, for ease of understanding, it is now referred to as... Figure 2 The definitions of left and right ends are as follows: With the longitudinal center plane of the vehicle as the reference, standing behind the vehicle and observing along the factory-marked forward direction, the end of the shaft located to the left of the longitudinal center plane is the left end of the shaft, and the end of the shaft located to the right of the longitudinal center plane is the right end of the shaft.

[0031] The air suspension control system sends a control signal to the inflation / deflation valve corresponding to the target air spring, controlling the valve to open and adjust the inflation / deflation flow: if the target air spring needs to be raised, the inflation valve is opened to charge it with compressed air; if it needs to be lowered, the deflation valve is opened to release the compressed air inside. During this process, the control system continuously collects the sprung height values ​​of the air springs at both ends of the shaft through height sensors and calculates the sprung height difference in real time.

[0032] During the single-sided adjustment, the air suspension control system continuously judges the stopping condition. When it detects that the absolute value of the difference in sprung height has decreased to less than the second height threshold, it determines that the air springs at both ends of the axle have reached the required balance state and immediately stops the individual adjustment of the target air spring. Subsequently, the system resumes the synchronous inflation / deflation operation of the air springs on the left and right sides of the axle and continues to complete the overall height adjustment target of the axle (such as raising to the preset vehicle height or lowering to the preset height).

[0033] In one feasible implementation, the values ​​of the first height threshold and the second height threshold are negatively correlated with the driving speed of the vehicle with the air suspension.

[0034] Optionally, the air suspension control system can pre-divide the vehicle's driving speed into different ranges and configure corresponding first and second height threshold values ​​for each speed range. The configuration principle is that the higher the vehicle speed, the smaller the corresponding first and second height threshold values. For example, when the vehicle's current speed is ≤40km / h, the corresponding first height threshold value is 15mm and the second height threshold value is 10mm; when the vehicle's current speed is between 40km / h and 100km / h, the corresponding first height threshold value is adjusted to 12mm and the second height threshold value is adjusted to 8mm; when the vehicle's current speed is >100km / h, the corresponding first height threshold value is further adjusted to 10mm and the second height threshold value is further adjusted to 6mm.

[0035] While triggering the coaxial height adjustment of the air suspension, the air suspension control system collects the vehicle speed of the vehicle where the air suspension is located; the air suspension control system matches the collected speed to the aforementioned preset speed range; the air suspension control system calls the values ​​of the first height threshold and the second height threshold corresponding to the speed range.

[0036] In this embodiment, during the height adjustment of the same axle of the air suspension, the difference in sprung height between the air springs at both ends of the coaxial axis is collected in real time. When the absolute value of this difference is greater than a first height threshold, the target air spring to be adjusted is accurately determined and its height is corrected individually. This avoids the system from over-responding to small height differences, ensuring adjustment efficiency, and can quickly offset height deviations caused by uneven loads or uneven ground, effectively improving adjustment accuracy. Setting a second height threshold as the trigger condition for resuming synchronous adjustment ensures that the system automatically returns to the normal height adjustment process after reaching a reasonable balance state. This not only achieves an optimized balance between accuracy and efficiency but also significantly improves vehicle stability and ride comfort.

[0037] Based on the first embodiment of this application, in the second embodiment of this application, the content that is the same as or similar to that in the first embodiment described above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 3 In the vehicle suspension control method, step 220 may include steps 310-320: Step 310: Compare the spring height difference with a preset difference to determine the comparison result between the spring height difference and the preset difference.

[0038] Step 320: Based on the adjustment direction of the air suspension during coaxial height adjustment and the comparison result, determine the target air spring among the air springs at both ends.

[0039] Step 330: Adjust the height of the target air spring according to the adjustment direction.

[0040] The preset difference refers to a pre-set benchmark value used to determine the relative height of the left and right air springs. Its core function is to distinguish between three states: the left end is higher than the right end, the right end is higher than the left end, or the left and right heights are the same. In this embodiment, the preset difference is set to 0, but it can also be set to other fixed values ​​according to the vehicle suspension design parameters; this embodiment does not limit this setting. The adjustment direction refers to the target direction for adjusting the overall height of the same axle in the air suspension, including both raising and lowering adjustments.

[0041] Optionally, during the height adjustment of the same axle in the air suspension, the difference in sprung height between the air springs at the left and right ends of the same axle is obtained. If the absolute value of the difference in sprung height is greater than a first height threshold, the real-time difference in sprung height is compared with a preset difference. The final comparison result is determined, which may include the following two cases: 1. Sprung height difference > preset difference; 2. Sprung height difference < preset difference.

[0042] The air suspension control system simultaneously compares the adjustment direction and results of the axle in the air suspension when adjusting the height of the same axle. It determines the target air spring through the principle of reverse compensation to ensure that the adjustment action of the target air spring is consistent with the overall adjustment direction of the axle and can offset the left and right height deviations.

[0043] The air suspension control system sends a control signal matching the overall adjustment direction to the inflation / deflation valve of the target air spring to perform targeted height adjustment: if the adjustment direction is to raise, the inflation valve of the target air spring is opened to fill it with compressed air; if the adjustment direction is to lower, the deflation valve of the target air spring is opened to release the compressed air inside it.

[0044] In one possible implementation, step 320 may include any one of steps A11-A14: Step A11: When the air suspension is adjusted in the direction of raising during coaxial height adjustment and the comparison result shows that the difference in spring height is greater than the preset difference, the air spring at the first end of the air springs at both ends is taken as the target air spring; the spring height value of the air spring at the first end is less than the spring height value of the air spring at the second end on the same shaft.

[0045] Step A12: When the air suspension is adjusted in the direction of raising during coaxial height adjustment and the comparison result shows that the difference in spring height is less than the preset difference, the air spring at the second end of the air springs at both ends is taken as the target air spring; the spring height value of the air spring at the second end is less than the spring height value of the air spring at the first end on the same shaft.

[0046] Step A13: When the air suspension is adjusted in a lowering direction during coaxial height adjustment and the comparison result shows that the difference in spring height is greater than the preset difference, the air spring at the second end of the air springs at both ends is taken as the target air spring; the spring height value of the air spring at the second end is greater than the spring height value of the air spring at the first end on the same shaft.

[0047] Step A14: When the air suspension is adjusted in a lowering direction during coaxial height adjustment and the comparison result shows that the difference in spring height is less than the preset difference, the air spring at the first end of the air springs at both ends is taken as the target air spring; the spring height value of the air spring at the first end is greater than the spring height value of the air spring at the second end on the same shaft.

[0048] Optionally, when the spring height difference A = the spring height of the left air spring - the spring height of the right air spring, and the adjustment direction during coaxial height adjustment is upward adjustment, if the spring height difference is less than a preset difference, then the air spring located at the left end of the shaft is taken as the target air spring, and its spring height is less than that of the air spring located at the right end of the shaft; if the spring height difference is greater than the preset difference, then the air spring located at the right end of the shaft is taken as the target air spring, and its spring height is less than that of the air spring located at the left end of the shaft. In this embodiment, the first air spring is the right air spring among the air springs at both ends of the shaft; the second air spring is the left air spring among the air springs at both ends of the shaft.

[0049] Optionally, when the spring height difference A = the spring height of the left air spring - the spring height of the right air spring, and the adjustment direction during coaxial height adjustment is downward adjustment, if the spring height difference is less than a preset difference, then the air spring located at the right end of the shaft is taken as the target air spring, and its spring height is greater than that of the air spring located at the left end of the shaft; if the spring height difference is greater than the preset difference, then the air spring located at the left end of the shaft is taken as the target air spring, and its spring height is greater than that of the air spring located at the right end of the shaft. In this embodiment, the first air spring is the right air spring located at the right end of the shaft; the second air spring is the left air spring located at the left end of the shaft.

[0050] Optionally, when the spring height difference A = the spring height of the right-end air spring - the spring height of the left-end air spring, and the adjustment direction during coaxial height adjustment is upward adjustment, if the spring height difference is less than a preset difference, then the air spring located at the right end of the shaft is taken as the target air spring, and its spring height is less than that of the air spring located at the left end of the shaft; if the spring height difference is greater than the preset difference, then the air spring located at the left end of the shaft is taken as the target air spring, and its spring height is less than that of the air spring located at the right end of the shaft. In this embodiment, the first-end air spring is the left-end air spring among the air springs at both ends of the shaft; the second-end air spring is the right-end air spring among the air springs at both ends of the shaft.

[0051] Optionally, when the spring height difference A = the spring height of the right-end air spring - the spring height of the left-end air spring, and the adjustment direction during coaxial height adjustment is downward adjustment, if the spring height difference is less than a preset difference, then the air spring located at the left end of the shaft is taken as the target air spring, and its spring height is greater than that of the air spring located at the right end of the shaft; if the spring height difference is greater than the preset difference, then the air spring located at the right end of the shaft is taken as the target air spring, and its spring height is greater than that of the air spring located at the left end of the shaft. In this embodiment, the first-end air spring is the left-end air spring among the air springs at both ends of the shaft; the second-end air spring is the right-end air spring among the air springs at both ends of the shaft.

[0052] This implementation method achieves rapid response and precise landing of height deviation correction by directional matching of the target air spring; while simultaneously advancing the coaxial overall height adjustment target, it can directionally offset the height imbalance of the left and right air springs, further enhancing the pertinence and reliability of balance correction.

[0053] This embodiment determines the comparison result between the sprung height difference and the preset difference by comparing the sprung height difference with the preset difference; based on the adjustment direction of the air suspension during coaxial height adjustment and the comparison result, a target air spring is determined among the air springs at both ends; the height of the target air spring is adjusted according to the adjustment direction. By combining the comparison result of the sprung height difference and the preset difference with the coaxial height adjustment direction to determine the target air spring, and ensuring that the adjustment action of the target air spring is consistent with the overall coaxial adjustment direction, it is possible to accurately and quickly offset the height deviation of the left and right air springs on the same axle, and simultaneously advance the overall height adjustment target of the axle. This effectively balances the adjustment efficiency of the air suspension and the left and right height balance accuracy, thereby improving the vehicle's driving stability and ride comfort.

[0054] Based on any one or more embodiments of this application, in the third embodiment of this application, the content that is the same as or similar to the above embodiments can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 4 The method may further include steps 410-420: Step 410: After the height adjustment is completed, obtain the air pressure difference between the air springs at both ends of the same shaft.

[0055] Step 420: If the absolute value of the air pressure difference is greater than the first air pressure threshold, adjust the air pressure of the air springs at both ends.

[0056] Optionally, when the overall height adjustment target of the same axle of the air suspension is achieved (such as raising to a preset vehicle height or lowering to a preset height), and the difference in sprung height between the air springs at the left and right ends of the axle is less than or equal to the second height threshold, the height adjustment task for the axle is exited, and the height adjustment is determined to be complete.

[0057] During coaxial height adjustment, if there is a unilateral adjustment operation on one end of the air spring, it is easy to cause unequal air pressure inside the air springs on the left and right ends. If this air pressure difference remains within a large range for a long time during driving, it will cause uneven tire wear and may also cause adverse consequences such as vehicle deviation.

[0058] Therefore, when the height adjustment of all axles in the air suspension is completed, and the vehicle's current speed is greater than a preset speed threshold (e.g., 5 km / h), the air pressure difference between the left and right air springs of each axle is acquired. The air pressure difference between the left and right air springs on the same axle is acquired as follows: Real-time internal air pressure values ​​of the left and right air springs are collected by air pressure sensors (such as piezoresistive or capacitive sensors) installed on the air passages of the left and right air springs, respectively. The two sets of air pressure data are transmitted to the air suspension control system, which performs a subtraction operation on the two sets of data to calculate the current air pressure difference in real time. In this embodiment, the formula for calculating the air pressure difference can be set as: Air pressure difference = Real-time internal air pressure value of the left air spring - Real-time internal air pressure value of the right air spring; or it can be set as: Air pressure difference = Real-time internal air pressure value of the right air spring - Real-time internal air pressure value of the left air spring.

[0059] If the absolute value of the air pressure difference exceeds the first air pressure threshold, it is determined that there is a significant air pressure imbalance between the left and right air springs. If not corrected, this may lead to height deviation during subsequent driving due to factors such as air pressure leakage or slight changes in load, requiring the initiation of the air pressure adjustment process. The first air pressure threshold refers to a pre-set critical air pressure difference value, such as 1 bar, used to trigger the air pressure adjustment process.

[0060] When regulating air pressure, it can be achieved through any of the following methods or combinations thereof, including but not limited to: unidirectional compensation, such as controlling the deflation of the high-pressure side air spring to reduce its pressure according to a target duration, or controlling the inflation of the low-pressure side to increase its pressure; bidirectional compensation, such as simultaneously deflation / inflation operations on the high-pressure and low-pressure sides at different rates (or different durations). This embodiment does not limit the specific method of achieving air pressure regulation.

[0061] In some embodiments, after air pressure adjustment has been completed for all axles requiring adjustment, the air suspension control system terminates the air pressure balance correction process. Once the vehicle completes the next axle height adjustment task and follows a preset procedure to check the air pressure of the air springs at both ends of each axle, the system will again assess the air pressure balance of each axle. If any axle has an absolute air pressure difference exceeding a first air pressure threshold, the air pressure adjustment process will be restarted. This periodic verification mechanism ensures the continuity of the air pressure balance, preventing subsequent imbalances due to load changes, road conditions, or other factors during driving, further solidifying the dual balance effect of the air suspension system in terms of height and air pressure.

[0062] In one feasible implementation, step 420 may include steps B11-B12: Step B11: If at least two axes have pressure differences that are greater than the first pressure threshold, determine the priority order of pressure regulation.

[0063] Step B12: Adjust the air pressure of the air springs at both ends of each shaft in sequence according to the priority order.

[0064] The priority order of air pressure regulation refers to the preset order in which air pressure regulation operations are performed on each axle when multiple axles need to be regulated simultaneously. In this embodiment, this priority order can be preset according to the position of the axle (e.g., adjust the front axle first, then the rear axle); or it can be determined based on the principle of prioritizing the air pressure imbalance of the axle that has a greater impact on vehicle driving stability, so as to avoid system resource conflicts or mutual interference of regulation effects caused by simultaneous regulation of multiple axles. This embodiment does not limit the specific method of determining the priority order of air pressure regulation.

[0065] Optionally, if the air pressure difference between at least two axes is greater than the first air pressure threshold, the axis with the highest current priority is selected according to the priority order of air pressure adjustment, and the air pressure of the air springs at both ends of the axis is adjusted; until the air pressure adjustment of the axis is completed, the air pressure of the air springs at both ends of the next axis is adjusted according to the priority order.

[0066] In this embodiment, for scenarios where multiple axles have significant air pressure imbalances simultaneously, the air pressure of each axle is adjusted sequentially according to priority. This not only prioritizes the correction of axles that have a more critical impact on vehicle driving stability, ensuring core driving safety, but also effectively avoids system resource conflicts and mutual interference in adjustment effects caused by simultaneous adjustment of multiple axles, improving the accuracy and efficiency of multi-axle air pressure balance correction. Ultimately, it completely eliminates the hidden dangers of multi-axle air pressure imbalance, avoiding adverse consequences such as uneven tire wear and vehicle deviation.

[0067] In one feasible implementation, the step of adjusting the air pressure of the air springs at both ends may include steps C11-C13: Step C11: Control the air springs at both ends to release air synchronously according to the preset time.

[0068] Step C12: After the air springs at both ends have been deflated, obtain the new air pressure difference between the air springs at both ends on the same shaft.

[0069] Step C13: If the absolute value of the new air pressure difference is greater than the second air pressure threshold, return to the step of controlling the air springs at both ends to deflate for a preset duration until the absolute value of the new air pressure difference is less than or equal to the second air pressure threshold, or until the cumulative number of deflations reaches a preset number; wherein, the second air pressure threshold is less than the first air pressure threshold.

[0070] Optionally, when adjusting the air pressure of the air springs at both ends of a certain shaft, the specific process can be as follows: The air suspension control system simultaneously sends an opening signal to the corresponding air spring valves at both ends of the shaft to ensure that the two air spring valves start synchronously; during the deflation process, the control system monitors the deflation rate at both ends in real time through a flow sensor and dynamically fine-tunes the valve opening to ensure that the deflation rate on both sides is consistent, avoiding new air pressure deviations during synchronous deflation; when the deflation time reaches the preset time, the air suspension control system immediately sends a closing signal to both air spring valves to terminate the synchronous deflation and confirm that the deflation is complete. The preset time T refers to a fixed time length pre-set for controlling the synchronous deflation of the air springs at both ends. Its value can be determined based on the air spring volume, rated air pressure, deflation valve flow characteristics, and target air pressure adjustment range (e.g., 5 seconds), ensuring that a single synchronous deflation effectively reduces the air pressure difference without causing excessive air pressure due to over-deflation.

[0071] In some embodiments, after the air springs at both ends are deflated once, the air suspension control system triggers a secondary air pressure detection process: by using air pressure sensors installed on the air passages of the air springs at both ends, the real-time internal air pressure values ​​of the air springs at the left and right ends are collected respectively; the difference between the two sets of newly collected air pressure data is calculated to obtain a new air pressure difference value.

[0072] The air suspension control system determines whether to continue adjustment based on the new air pressure difference and the cumulative number of deflations: If the absolute value of the new air pressure difference is greater than the second air pressure threshold, and the cumulative number of deflations is less than the preset number: it is determined that the current synchronous deflation has not achieved an effective correction effect, and returns to step C11 to control the left and right air springs to deflate synchronously again for the preset duration, while the cumulative number of deflations is incremented by 1. If the absolute value of the new air pressure difference is less than the second air pressure threshold, or the cumulative number of deflations reaches the preset number (either condition is met), the deflation operation is immediately stopped, it is determined that the left and right air springs of the axle have reached the preset air pressure balance requirement (or the safety protection mechanism is triggered), and the air pressure adjustment process for the axle is officially completed.

[0073] The second air pressure threshold refers to a pre-set critical value for the air pressure difference used to determine if the air pressure meets the standard and to stop air pressure adjustment, such as 0.5 bar. The first and second air pressure thresholds can be set according to actual needs, but the first air pressure threshold must be greater than the second air pressure threshold. The preset number of times refers to the pre-set maximum cumulative number of air releases (e.g., 2 times), used to avoid unlimited air releases due to the air pressure difference continuously failing to meet the standard, preventing damage to components from excessively low air spring pressure, and forming a safety protection mechanism.

[0074] In this embodiment, by controlling the coaxial left and right air springs to release air synchronously for a preset time, cyclically detecting the air pressure difference and repeatedly releasing air until the difference reaches the standard or the maximum number of times, it can accurately reduce air pressure imbalance and avoid new deviations caused by synchronous air release. At the same time, the dual stop mechanism ensures the air pressure regulation accuracy and system safety.

[0075] This embodiment obtains the air pressure difference between the air springs at both ends of the same axle after the height adjustment is completed; if the absolute value of the air pressure difference is greater than a first air pressure threshold, the air pressure of the air springs at both ends is adjusted. By detecting the air pressure difference between the left and right air springs of the axle that has undergone adjustment after all axle height adjustments are completed and the vehicle is in motion, and adjusting the air pressure accordingly when the threshold is exceeded, the air pressure imbalance caused by unilateral height adjustment is effectively eliminated, avoiding problems such as uneven tire wear and vehicle drift. While consolidating the height balance effect, it also further improves the stability of the air suspension and the reliability of vehicle driving.

[0076] like Figure 5 As shown, this application embodiment provides a vehicle suspension control device 200, which may include an acquisition module 201 and an adjustment module 202; The acquisition module 201 is used to acquire the difference in spring height between the two ends of the air springs on the same axle during the height adjustment of the same axle in the air suspension.

[0077] The adjustment module 202 is used to determine a target air spring from the air springs at both ends based on the spring height difference when the absolute value of the spring height difference is greater than a first height threshold, and to adjust the height of the target air spring until the absolute value of the spring height difference is less than a second height threshold, and then stop and resume the height adjustment of the same axis in the air suspension; wherein the second height threshold is less than the first height threshold.

[0078] Optionally, the adjustment module 202 is further configured to: The difference in spring height is compared with a preset difference to determine the comparison result between the difference in spring height and the preset difference; Based on the adjustment direction of the air suspension during coaxial height adjustment and the comparison results, the target air spring is determined among the air springs at both ends; The height of the target air spring is adjusted according to the adjustment direction.

[0079] Optionally, the adjustment module 202 is further configured to: When the air suspension is adjusted in the direction of raising during coaxial height adjustment and the comparison result shows that the difference in spring height is greater than the preset difference, the air spring at the first end of the air springs at both ends is taken as the target air spring; the spring height value of the air spring at the first end is less than the spring height value of the air spring at the second end on the same shaft. When the air suspension is adjusted in the direction of raising during coaxial height adjustment and the comparison result shows that the difference in spring height is less than the preset difference, the air spring at the second end of the air springs at both ends is taken as the target air spring; the spring height value of the air spring at the second end is less than the spring height value of the air spring at the first end on the same shaft. When the air suspension is adjusted in a lowering direction during coaxial height adjustment and the comparison result shows that the difference in spring height is greater than the preset difference, the air spring at the second end of the air springs at both ends is taken as the target air spring; the spring height value of the air spring at the second end is greater than the spring height value of the air spring at the first end on the same shaft. When the air suspension is adjusted in a lowering direction during coaxial height adjustment and the comparison result shows that the difference in spring height is less than the preset difference, the air spring at the first end of the air springs at both ends is taken as the target air spring; the spring height value of the air spring at the first end is greater than the spring height value of the air spring at the second end on the same shaft.

[0080] Optionally, the adjustment module 202 is further configured to: Once the height adjustment is complete, obtain the air pressure difference between the air springs at both ends of the same shaft; When the absolute value of the air pressure difference is greater than the first air pressure threshold, the air pressure of the air springs at both ends is adjusted.

[0081] Optionally, the adjustment module 202 is further configured to: When there are at least two axes whose associated pressure differences are both greater than the first pressure threshold, the priority order of pressure regulation is determined. According to the priority order, the air pressure of the air springs at both ends of each shaft is adjusted in sequence.

[0082] Optionally, the adjustment module 202 is further configured to: The air springs at both ends are controlled to release air synchronously according to a preset duration; After the air springs at both ends have been deflated, a new air pressure difference value is obtained between the air springs at both ends on the same shaft. If the absolute value of the new air pressure difference is greater than the second air pressure threshold, return to the step of controlling the air springs at both ends to deflate for a preset duration until the absolute value of the new air pressure difference is less than or equal to the second air pressure threshold, or until the cumulative number of deflations reaches a preset number; wherein, the second air pressure threshold is less than the first air pressure threshold.

[0083] Figure 6 A schematic diagram of the hardware structure of the vehicle provided in an embodiment of this application is shown.

[0084] The vehicle may include a processor 301 and a memory 302 storing computer program instructions.

[0085] Specifically, the processor 301 may include a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this application.

[0086] Memory 302 may include mass storage for data or instructions. For example, and not limitingly, memory 302 may include a hard disk drive (HDD), floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or Universal Serial Bus (USB) drive, or a combination of two or more of these. In one instance, memory 302 may include removable or non-removable (or fixed) media, or memory 302 may be non-volatile solid-state memory. Memory 302 may be internal or external to the integrated gateway disaster recovery device.

[0087] In one instance, memory 302 may be read-only memory (ROM). In one instance, the ROM may be a mask-programmed ROM, a programmable ROM (PROM), an erasable PROM (EPROM), an electrically erasable PROM (EEPROM), an electrically rewritable ROM (EAROM), or flash memory, or a combination of two or more of these.

[0088] Memory 302 may include read-only memory (ROM), random access memory (RAM), disk storage media device, optical storage media device, flash memory device, electrical, optical, or other physical / tangible memory storage device. Therefore, generally, memory includes one or more tangible (non-transitory) computer-readable storage media (e.g., memory devices) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the operations described with reference to the method according to one aspect of this disclosure.

[0089] The processor 301 reads and executes computer program instructions stored in the memory 302 to achieve... Figure 1 The vehicle suspension control method in the illustrated embodiment.

[0090] In one example, the vehicle may also include a communication interface 303 and a bus 304. Wherein, for example... Figure 6 As shown, the processor 301, memory 302, and communication interface 303 are connected through bus 304 and complete communication with each other.

[0091] The communication interface 303 is mainly used to realize communication between various modules, devices, units and / or equipment in the embodiments of this application.

[0092] Bus 304 includes hardware, software, or both, that couples vehicle components together. For example, and not limitingly, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Extended Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), a Hyper Transport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a Microchannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local (VLB) bus, or other suitable buses, or combinations of two or more of these. Where appropriate, bus 304 may include one or more buses. Although specific buses are described and illustrated in embodiments of this application, any suitable bus or interconnect is contemplated herein.

[0093] This vehicle can achieve a combination based on vehicle suspension control methods. Figures 1-4 The method described is for controlling vehicle suspension.

[0094] Furthermore, in conjunction with the vehicle suspension control method in the above embodiments, this application embodiment can provide a computer storage medium for implementation. The computer storage medium stores computer program instructions; when these computer program instructions are executed by a processor, they implement any of the vehicle suspension control methods in the above embodiments.

[0095] This application also provides a computer program product, including a computer program that, when executed by a processor, implements any of the vehicle suspension control methods described in the above embodiments.

[0096] It should be clarified that this application is not limited to the specific configurations and processes described above and shown in the figures. For the sake of brevity, detailed descriptions of known methods are omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of this application is not limited to the specific steps described and shown. Those skilled in the art can make various changes, modifications, and additions, or change the order of steps, after understanding the spirit of this application.

[0097] The functional blocks shown in the above-described block diagram can be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, they can be, for example, electronic circuits, application-specific integrated circuits (ASICs), appropriate firmware, plug-ins, function cards, etc. When implemented in software, the elements of this application are programs or code segments used to perform the required tasks. Programs or code segments can be stored on a machine-readable medium or transmitted over a transmission medium or communication link via data signals carried on a carrier wave. "Machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, read-only memory (ROM), flash memory, erasable read-only memory (EROM), floppy disks, compact disc read-only memory (CD-ROM), optical disks, hard disks, fiber optic media, radio frequency (RF) links, etc. Code segments can be downloaded via computer networks such as the Internet, intranets, etc.

[0098] It should also be noted that the exemplary embodiments mentioned in this application describe methods or systems based on a series of steps or apparatus. However, this application is not limited to the order of the above steps; that is, the steps can be performed in the order mentioned in the embodiments, or in a different order, or several steps can be performed simultaneously.

[0099] The aspects of this disclosure have been described above with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this disclosure. It should be understood that each block in the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that these instructions, executable via the processor of the computer or other programmable data processing apparatus, enable the implementation of the functions / actions specified in one or more blocks of the flowchart illustrations and / or block diagrams. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field-programmable logic circuit. It is also understood that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can also be implemented by special-purpose hardware performing the specified functions or actions, or can be implemented by a combination of special-purpose hardware and computer instructions.

[0100] The above description is merely a specific implementation of this application. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, modules, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here. It should be understood that the protection scope of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the protection scope of this application.

Claims

1. A vehicle suspension control method, characterized in that, The method includes: During the height adjustment of the same axle in the air suspension, the difference in sprung height between the air springs at both ends of the same axle is obtained; If the absolute value of the spring height difference is greater than a first height threshold, a target air spring is determined among the air springs at both ends based on the spring height difference, and the height of the target air spring is adjusted until the absolute value of the spring height difference is less than a second height threshold, and then the height adjustment of the same axis in the air suspension is resumed; wherein, the second height threshold is less than the first height threshold; Once the height adjustment is complete, obtain the air pressure difference between the air springs at both ends of the same shaft; When the absolute value of the air pressure difference is greater than the first air pressure threshold, the air pressure of the air springs at both ends is adjusted. The step of adjusting the air pressure of the air springs at both ends includes: The air springs at both ends are controlled to release air synchronously according to a preset duration; After the air springs at both ends have been deflated, a new air pressure difference value is obtained between the air springs at both ends on the same shaft. If the absolute value of the new air pressure difference is greater than the second air pressure threshold, return to the step of controlling the air springs at both ends to deflate for a preset duration until the absolute value of the new air pressure difference is less than or equal to the second air pressure threshold, or until the cumulative number of deflations reaches a preset number; wherein, the second air pressure threshold is less than the first air pressure threshold.

2. The method according to claim 1, characterized in that, The step of determining the target air spring among the air springs at both ends based on the height difference of the springs, and adjusting the height of the target air spring includes: The difference in spring height is compared with a preset difference to determine the comparison result between the difference in spring height and the preset difference; Based on the adjustment direction of the air suspension during coaxial height adjustment and the comparison results, the target air spring is determined among the air springs at both ends; The height of the target air spring is adjusted according to the adjustment direction.

3. The method according to claim 2, characterized in that, The step of determining the target air spring among the air springs at both ends based on the adjustment direction of the air suspension during coaxial height adjustment and the comparison result includes any one of the following: When the air suspension is adjusted in the direction of raising during coaxial height adjustment and the comparison result shows that the difference in spring height is greater than the preset difference, the air spring at the first end of the air springs at both ends is taken as the target air spring; the spring height value of the air spring at the first end is less than the spring height value of the air spring at the second end on the same shaft. When the air suspension is adjusted in the direction of raising during coaxial height adjustment and the comparison result is that the difference in spring height is less than the preset difference, the air spring at the second end of the air springs at both ends is taken as the target air spring. The spring height of the air spring at the second end is less than the spring height of the air spring at the first end on the same shaft; When the air suspension is adjusted in a lowering direction during coaxial height adjustment and the comparison result shows that the difference in spring height is greater than the preset difference, the air spring at the second end of the air springs at both ends is taken as the target air spring; the spring height value of the air spring at the second end is greater than the spring height value of the air spring at the first end on the same shaft. When the air suspension is adjusted in a lowering direction during coaxial height adjustment and the comparison result shows that the difference in spring height is less than the preset difference, the air spring at the first end of the air springs at both ends is taken as the target air spring; the spring height value of the air spring at the first end is greater than the spring height value of the air spring at the second end on the same shaft.

4. The method according to any one of claims 1 to 3, characterized in that, The values ​​of the first height threshold and the second height threshold are negatively correlated with the driving speed of the vehicle with the air suspension.

5. The method according to claim 1, characterized in that, The step of adjusting the air pressure of the air springs at both ends when the absolute value of the air pressure difference is greater than the first air pressure threshold includes: When there are at least two axes whose associated pressure differences are both greater than the first pressure threshold, the priority order of pressure regulation is determined. According to the priority order, the air pressure of the air springs at both ends of each shaft is adjusted in sequence.

6. A vehicle suspension control device, characterized in that, The device includes: The acquisition module is used to acquire the difference in spring height between the air springs at both ends of the same axle during the height adjustment of the same axle in the air suspension. An adjustment module is configured to, when the absolute value of the spring height difference is greater than a first height threshold, determine a target air spring among the air springs at both ends based on the spring height difference, and adjust the height of the target air spring until the absolute value of the spring height difference is less than a second height threshold, and then stop and resume height adjustment of the same axle in the air suspension; wherein the second height threshold is less than the first height threshold; The adjustment module is also used to obtain the air pressure difference between the air springs at both ends on the same shaft when the height adjustment is completed; and to adjust the air pressure of the air springs at both ends when the absolute value of the air pressure difference is greater than a first air pressure threshold. The adjustment module is also used to control the air springs at both ends to release air synchronously for a preset duration; when the air springs at both ends have been released, a new air pressure difference value is obtained between the air springs at both ends on the same shaft; when the absolute value of the new air pressure difference value is greater than a second air pressure threshold, the step of controlling the air springs at both ends to release air for a preset duration is returned until the absolute value of the new air pressure difference value is less than or equal to the second air pressure threshold, or until the cumulative number of releases reaches a preset number; wherein, the second air pressure threshold is less than the first air pressure threshold.

7. A vehicle, characterized in that, The vehicle includes: a processor and a memory storing computer program instructions; the processor reads and executes the computer program instructions to implement the vehicle suspension control method as described in any one of claims 1-5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer program instructions, which, when executed by a processor, implement the vehicle suspension control method as described in any one of claims 1-5.

9. A computer program product, characterized in that, When the instructions in the computer program product are executed by the processor of the electronic device, the electronic device causes the electronic device to perform the vehicle suspension control method as described in any one of claims 1-5.

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