Suspension control method and vehicle

Abstract

The invention relates to the technical field of vehicle chassis, and provides a suspension control method and a vehicle. The suspension control method comprises the steps that according to the current vehicle body height of a vehicle and a preset control strategy, the feedback adjusting amount for adjusting the gas amount in an air spring is obtained; according to environment data recorded by the vehicle, the offset of the vehicle body height in a preset future time period is predicted, and according to the predicted offset of the vehicle body height, the feed-forward adjusting amount for adjusting the gas amount in the air spring is obtained; and according to the feedforward adjusting quantity and the feedback adjusting quantity, the total adjusting quantity for adjusting the gas in the air spring at present is determined, and the gas quantity in the air spring is adjusted according to the total adjusting quantity. According to the suspension control method, front adjustment can be carried out on vehicle body height drift possibly caused by environment changes in advance, so that the bumping feeling of a driver and passengers due to the vehicle body height drift can be reduced, and the driving and riding comfort is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle chassis, in particular to a suspension control method and a vehicle. BACKGROUND

[0002] The vehicle suspension system is a key assembly connecting the vehicle body and the wheels, and the air spring, as the core elastic element, provides support force through the internal gas pressure. The related technology generally adjusts the vehicle body height by charging and discharging the air spring to realize the automatic leveling function.

[0003] Specifically, the automatic leveling in the related technology generally relies on the vehicle body height sensor and the PID (Proportional-Integral-Derivative) control algorithm to construct a closed-loop control system. Specifically, by monitoring the deviation between the actual height and the target height of the vehicle body in real time, the compressor or the exhaust valve is controlled to charge and discharge to eliminate the generated height deviation.

[0004] However, the state of the gas in the air spring is easily affected by environmental factors such as temperature and altitude. Thus, the vehicle body height may also deviate due to environmental changes during actual driving of the vehicle, and then the air spring is adjusted by charging and discharging based on the deviation of the vehicle body height to realize the leveling of the vehicle body.

[0005] However, in such a way, the driver and passengers of the vehicle are likely to perceive the bumping feeling caused by the change of the vehicle body height, affecting the driving experience. SUMMARY

[0006] Therefore, the present application aims to provide a suspension control method to reduce the bumping feeling suffered by the driver and passengers due to the change of the vehicle body height, so as to improve the driving experience.

[0007] To achieve the above-mentioned purpose, the technical solution of the present application is as follows: A suspension control method applied to a vehicle, the method comprising: According to the current vehicle body height of the vehicle and a preset control strategy, a feedback adjustment amount for adjusting the amount of gas in the air spring is obtained; According to the recorded environmental data of the vehicle, the deviation of the vehicle body height in a preset future time period is predicted, and a feedforward adjustment amount for adjusting the amount of gas in the air spring is obtained according to the predicted deviation of the vehicle body height; The total adjustment amount for adjusting the gas in the air spring is determined by the feedforward adjustment amount and the feedback adjustment amount, and the amount of gas in the air spring is adjusted according to the total adjustment amount.

[0008] Further, the environmental data includes atmospheric pressure data and temperature data of the gas inside the air spring; The offset of the vehicle body height in the preset future time period is predicted according to the environment data recorded by the vehicle, including: Atmospheric pressure data and temperature data in a preset historical time period recorded by the vehicle are acquired; The offset of the vehicle body height in the preset future time period is predicted according to the atmospheric pressure data and the temperature data in the preset historical time period.

[0009] Further, the offset of the vehicle body height in the preset future time period is predicted according to the atmospheric pressure data and the temperature data in the preset historical time period, including: The offset of the vehicle body height at each time in the preset historical time period is calculated according to the atmospheric pressure data and the temperature data; The total offset of the vehicle body height in the preset historical time period is calculated according to the offset of the vehicle body height at each time in the preset historical time period; The total offset is taken as the offset of the vehicle body height in the preset future time period.

[0010] Further, the offset of the vehicle body height at each time in the preset historical time period is calculated according to the atmospheric pressure data and the temperature data, including: The atmospheric pressure change rate and the temperature change acceleration at each time in the preset historical time period are calculated according to the atmospheric pressure data and the temperature data; The offset of the vehicle body height at each time in the preset historical time period caused by the atmospheric pressure change is calculated according to the atmospheric pressure change rate and a preset atmospheric pressure conversion coefficient, and the offset of the vehicle body height at each time in the preset historical time period caused by the temperature change is calculated according to the temperature change acceleration and a preset temperature acceleration conversion coefficient; The offset of the vehicle body height at each time in the preset historical time period is calculated according to the offset of the vehicle body height at each time caused by the atmospheric pressure change and the offset of the vehicle body height at each time caused by the temperature change.

[0011] Further, the feedforward adjustment amount for adjusting the gas amount in the air spring is acquired according to the predicted offset of the vehicle body height, including: The adjustment direction for adjusting the gas amount in the air spring is determined according to the offset direction of the predicted offset of the vehicle body height; The adjustment intensity for adjusting the gas amount in the air spring is determined according to the absolute value of the predicted offset of the vehicle body height by using a preset nonlinear mapping model; The feedforward adjustment amount for adjusting the gas amount in the air spring is determined according to the determined adjustment direction and the adjustment intensity.

[0012] Further, the method further includes: acquire the current atmospheric pressure and the current temperature of the gas in the air spring, and calculate the temperature change rate of the current temperature of the gas in the air spring; calculate the stiffness of the current air spring according to the current atmospheric pressure, the current temperature of the gas in the air spring, and the current temperature change rate; calibrate the PID coefficient of the preset control strategy according to the stiffness of the current air spring.

[0013] Further, the stiffness of the current air spring is calculated according to the current atmospheric pressure, the current temperature of the gas in the air spring, and the current temperature change rate, including: calculate the static basic stiffness of the current air spring according to the current atmospheric pressure; adjust the static basic stiffness according to the current temperature change rate to obtain the real-time basic stiffness of the air spring under the current temperature change trend; calculate the temperature correction factor according to the current temperature of the gas in the air spring, and correct the real-time basic stiffness according to the temperature correction factor to obtain the stiffness of the current air spring; The temperature correction factor represents the influence of the temperature of the gas in the air spring on the stiffness of the air spring.

[0014] Further, the method further includes: before adjusting the amount of gas in the air spring according to the total adjustment amount, determine whether the predicted offset of the vehicle body height reaches a preset height offset threshold; in the case that the predicted offset of the vehicle body height is not less than the preset height offset threshold, adjust the amount of gas in the air spring through a preset emergency adjustment strategy; in the case that the predicted offset of the vehicle body height is less than the preset height offset threshold, adjust the amount of gas in the air spring according to the total adjustment amount.

[0015] Further, the preset emergency adjustment strategy includes: adjust the amount of gas in the air spring according to the predicted offset of the vehicle body height, so that the height deviation of the adjusted vehicle can offset the predicted offset of the vehicle body height.

[0016] Compared with the related art, the present application has at least the following advantages: The suspension control method of the present application adopts the above design, which corrects the current height deviation through feedback adjustment amount and compensates the future height offset that may be caused by environmental changes in advance through feedforward adjustment amount, so as to pre-compensate the possible environmental changes during the driving of the vehicle. When the actual environment changes, the height compensation of the vehicle body has been completed, which can reduce the jolt felt by the driver and passenger and improve the driving comfort.

[0017] Meanwhile, in the present application, the atmospheric pressure data and the temperature data of the air inside the air spring in a preset historical time period are used to predict the offset of the vehicle body height in a preset future time period. In this way, the predicted offset of the vehicle body height can be used to compensate for the changes in the environment that may occur during the driving of the vehicle in advance, thereby improving the driving comfort.

[0018] Meanwhile, in the present application, the total offset of the vehicle body height in a preset historical time period is calculated, and the total offset is used as the offset of the vehicle body height in a preset future time period, so as to predict the offset in the preset future time period, and thus the pre-adjustment amount can be calculated according to the offset in the preset future time period due to the change in the environment, so as to realize the pre-adjustment of the air spring.

[0019] Meanwhile, in the present application, the temperature change acceleration and the atmospheric pressure change rate are calculated to calculate the offset of the vehicle body height at each time in a preset historical time period, so as to accurately calculate the feedforward adjustment amount according to the offset.

[0020] Meanwhile, in the present application, the adjustment direction of the feedforward adjustment amount is determined first, and then the adjustment strength of the feedforward adjustment amount is determined by using a preset nonlinear mapping model, so as to determine the feedforward adjustment amount. Moreover, when determining the adjustment strength of the feedforward adjustment amount, the preset nonlinear mapping model is used for calculation, which can adapt to the nonlinear characteristics of the air spring, improve the calculation accuracy of the feedforward adjustment amount, and further ensure the stability of the vehicle body height.

[0021] Meanwhile, in the present application, the PID coefficient is calibrated according to the current stiffness of the air spring, and the calibrated PID coefficient is used to apply a preset control strategy to calculate the feedback adjustment amount, so as to improve the adaptability of the feedback adjustment amount.

[0022] Meanwhile, in the present application, the influences of the atmospheric pressure, the temperature change rate, and the current temperature on the stiffness of the air spring are comprehensively considered when calculating the stiffness of the air spring, so that the calculated stiffness of the air spring can accurately reflect the real-time working state of the air spring, so as to provide a reliable basis for the calibration of the PID coefficient.

[0023] Meanwhile, in the present application, according to the size of the predicted offset of the vehicle body height, a hierarchical adjustment is adopted, when the predicted offset of the vehicle body height is not less than a preset height offset threshold, a preset emergency adjustment strategy is started, so as to quickly respond to a larger offset of the vehicle body height and timely adjust the vehicle body height. When it is less than the preset height offset threshold, the total adjustment amount is normally used to control the air inside the air spring, which is conducive to improving the flexibility and reliability of the vehicle body height control.

[0024] Meanwhile, in the present application, the preset emergency adjustment strategy adopts the adjusted vehicle body height deviation to offset the predicted vehicle body height offset, which can timely handle the excessively large offset in advance, and can maintain the vehicle body height stable in the case that the vehicle height may have a large offset.

[0025] Another object of the present application is to provide a vehicle, the suspension of the vehicle comprising an air spring, and the vehicle comprising a memory, a processor, and a computer program stored in the memory and executable on the processor; The processor executes the computer program, and the suspension control method described above can be realized.

[0026] The vehicle of the present application executes the above suspension control method through the processor of the vehicle, can predict the future offset of the vehicle body height caused by environmental changes, and increase the feedforward adjustment amount on the basis of the feedback adjustment amount to adjust and control the gas in the air spring in advance. In this way, since the targeted compensation has been made in advance before the environmental disturbance occurs, the vehicle will not have a large bump when the subsequent environmental disturbance occurs, thus reducing the bumping feeling of the passengers and improving the driving comfort. BRIEF DESCRIPTION OF DRAWINGS

[0027] The accompanying drawings, which form a part of the present application, are intended to provide further understanding of the present application, and the illustrative embodiments of the present application and their description serve the purpose of explaining the present application. The accompanying drawings should not be construed as an inappropriate limitation on the present application. In the drawings: Figure 1 Flowchart of the suspension control method of the embodiment of the present application; Figure 2 Flowchart of the prediction of the offset of the vehicle body height in the preset future time period in the suspension control method of the embodiment of the present application; Figure 3 Flowchart of the calculation of the future offset of the vehicle body height according to the historical environmental data in the suspension control method of the embodiment of the present application; Figure 4 Flowchart of the calculation of the offset of the vehicle body height in the preset historical time period in the suspension control method of the embodiment of the present application; Figure 5 Flowchart of the calculation of the feedforward adjustment amount in the suspension control method of the embodiment of the present application; Figure 6 Flowchart of the PID coefficient calibration using the current stiffness of the spring in the suspension control method of the embodiment of the present application; Figure 7 Flowchart of the calculation of the stiffness of the air spring in the suspension control method of the embodiment of the present application; Figure 8A flowchart of a pre-adjustment process in the suspension control method of the embodiment of the present application when the vehicle body deviation is large; Figure 9 A flowchart of the overall suspension control method in the suspension control method of the embodiment of the present application; Figure 10 A schematic diagram of the vehicle according to the embodiment of the present application; Explanation of reference numerals: 1010, processor; 1020, memory. DETAILED DESCRIPTION

[0028] In order to make the technical solutions of the present application and the advantages thereof clearer, the present application will be further described in detail below with reference to the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and do not limit the present application.

[0029] It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict.

[0030] In addition, in the description of the present application, it should be noted that if terms indicating orientation or positional relationship such as "upper", "lower", "inner", "outer" and the like appear, they are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and therefore cannot be understood as limiting the device or element indicated to have a specific orientation, to be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present application. In addition, if the terms "first", "second", etc. appear, they are also used for descriptive purposes only and cannot be understood as indicating or implying relative importance.

[0031] In addition, in the description of the present application, unless otherwise explicitly limited, the terms "mount", "connect", "connection", "connector" should be understood broadly. For example, it can be a fixed connection, or a detachable connection, or an integral connection; it can be a mechanical connection, or an electrical connection; it can be a direct connection, or an indirect connection through an intermediate medium, or a connection between two elements inside. For those skilled in the art, the specific meaning of the above terms in the present application can be understood in combination with the specific circumstances.

[0032] In the present application, the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" mean that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In the present specification, the illustrative representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any appropriate manner in any one or more embodiments or examples.

[0033] The application will be described in detail below through exemplary embodiments. However, it should be understood that the elements, structures, and features in one embodiment can also be beneficially combined into other embodiments without further elaboration.

[0034] The embodiments of the first aspect of the application provide a suspension control method applied to a vehicle, which not only calculates a feedback adjustment amount through the vehicle body height, but also increases a feedforward adjustment amount on the basis of the feedback adjustment amount by predicting the offset of the vehicle body height caused by environmental changes, so as to adjust and control the gas in the air spring in advance. In this way, when environmental disturbances occur subsequently, compensation has been achieved in advance, so as to reduce the jolt felt by the driver and passenger and improve the driving comfort.

[0035] In the related art, the vehicle suspension system is a key assembly connecting the vehicle body and the wheels, which is used to support the weight of the vehicle body and attenuate the road impact. The air spring is the core elastic element in the vehicle suspension system, which provides support force through the compressible gas inside, and the internal gas pressure determines the support effect on the vehicle body. In the related art, the automatic leveling function of the vehicle is realized by actively adjusting the vehicle body height by charging or discharging gas into the air spring.

[0036] In order to realize the automatic leveling function, the closed-loop control system based on sensor feedback is generally used in the related art. Specifically, a vehicle body height sensor is installed at each suspension position of the vehicle to monitor the actual height of the vehicle body relative to the wheels in real time.

[0037] Then the vehicle controller compares the actual height with the target height stored in the internal memory to calculate the height error. Subsequently, the PID (Proportional-Integral-Derivative) control algorithm is used to generate a control instruction according to the height error, so as to control the air compressor or the exhaust valve to charge air into the air spring (to lift the vehicle body) or to discharge air from the air spring (to lower the vehicle body), so as to eliminate the height error.

[0038] The support of the air spring is determined by the internal gas. This leads to the fact that when the environment of the vehicle changes, the state of the gas in the air spring will also be affected, and thus the vehicle body height will also be offset due to environmental changes when there is no change in vehicle load. For example, a decrease in temperature will cause the gas in the air spring to contract, and thus will also cause the vehicle body height to decrease when there is no change in vehicle load; an increase in altitude will cause the gas density to decrease, and thus will also cause the vehicle body height to decrease when there is no change in vehicle load.

[0039] However, the feedback control adjustment method in this technology only makes adjustments when the height sensor detects a vehicle body deviation. If environmental conditions change during driving, the response and correction only occur after a vehicle height deviation has already occurred. This results in the driver experiencing a bumpy ride due to changes in vehicle height, affecting the driving and riding experience.

[0040] In view of this, in order to overcome the shortcomings of related technologies, the suspension control method in this embodiment combines... Figure 1 In terms of overall design, it includes the following steps S110-S130.

[0041] Step S110: Based on the current vehicle height and the preset control strategy, obtain the feedback adjustment amount for adjusting the amount of gas in the air spring.

[0042] The adjustment amount is a physical quantity used to control the amount of gas in the air spring, which determines the amount of gas injected into or discharged from the air spring.

[0043] Specifically, the suspension control method in this embodiment is executed by the vehicle's controller. In the vehicle, each wheel (front left, front right, rear left, and rear right) is equipped with an individual air spring, which provides independent elastic support to each wheel, offsetting road impacts and adjusting the vehicle height.

[0044] Each wheel of the vehicle is equipped with a separate vehicle height sensor. Each vehicle height sensor is used to detect the height of the vehicle body relative to the wheel at a single wheel, thus obtaining the vehicle height.

[0045] In other words, for a vehicle, each wheel corresponds to an air spring and a vehicle height sensor. Based on the vehicle height measured by the vehicle height sensor of that wheel, the air spring of that wheel is controlled to adjust the vehicle height at that wheel.

[0046] For ease of explanation, the following embodiments will be described using the adjustment of the air spring corresponding to one of the wheels as an example. The adjustment and control method of the air springs of other wheels on the same vehicle can be referred to the wheel example, and will not be repeated here.

[0047] Specifically, in step S110, based on the current vehicle height, the height deviation between the current vehicle height (i.e., the actual vehicle height) and the target vehicle height is calculated, and this height deviation is calculated using the preset control strategy. This preset control strategy can specifically be a preset PID (Proportional-Integral-Derivative) control strategy, which uses the coordinated calculation of the proportional, integral, and derivative terms to obtain a feedback adjustment amount to eliminate the existing height deviation.

[0048] In other words, this feedback adjustment amount refers to the physical quantity used to adjust the amount of gas inside the air spring, calculated based on the currently occurring vehicle height error. Specifically, the calculation formula for this feedback adjustment amount, which is also the specific formula for the preset control strategy, includes the following formula: (Formula 1).

[0049] in, This is the feedback adjustment amount; This is the proportionality coefficient; The integral coefficient; These are the differential coefficients. The height deviation is the difference between the current vehicle height and the target vehicle height (current vehicle height - target vehicle height).

[0050] It is worth noting that when the current vehicle height is higher than the target vehicle height, the feedback adjustment amount is negative, indicating that the adjustment direction corresponding to the feedback adjustment amount is exhaust, that is, the gas in the air spring needs to be discharged in order to lower the vehicle height.

[0051] When the current vehicle height is lower than the target vehicle height, the feedback adjustment amount is positive, indicating that the adjustment direction corresponding to the feedback adjustment amount is inflation, that is, gas needs to be injected into the air spring in order to increase the vehicle height.

[0052] Step S120: Based on the environmental data recorded by the vehicle, predict the offset of the vehicle height within a preset future time period, and based on the predicted offset of the vehicle height, obtain the feedforward adjustment amount for adjusting the amount of gas in the air spring.

[0053] Specifically, environmental data refers to external and internal environmental parameters that affect the state of the gas inside the air spring, such as atmospheric pressure data and temperature data of the gas inside the air spring.

[0054] The preset future time period starts from the current time and lasts for a preset duration. This preset duration can be, for example, 3-5 seconds, and can be set in advance based on experience, or adjusted according to vehicle driving conditions (such as vehicle speed) and the rate of environmental change.

[0055] Feedforward adjustment refers to a physical quantity that adjusts the amount of gas in the air spring based on the predicted future height deviation. By adjusting the amount of gas in the air spring, the vehicle height can be adjusted to compensate for the height deviation that will occur due to future environmental changes.

[0056] That is, in step S120, based on the environmental data recorded by the vehicle, the offset of the vehicle height caused by environmental changes in a preset future time period is first predicted, and based on the direction (rise / fall) and magnitude of the offset, the feedforward adjustment amount that needs to be adjusted to adjust the amount of gas in the air spring in order to cope with the future offset is determined.

[0057] Step S130: Determine the total adjustment amount for adjusting the gas in the air spring by using the feedforward adjustment amount and the feedback adjustment amount, and adjust the amount of gas in the air spring according to the total adjustment amount.

[0058] Specifically, the total adjustment amount is the sum of the feedforward adjustment amount and the feedback adjustment amount. The amount of gas in the air spring is adjusted according to this total adjustment amount. The sign of the total adjustment amount indicates the direction of adjustment, such as inflation or deflation, and its value determines the amount of gas injected into or discharged from the air spring.

[0059] For example, the total adjustment (and the aforementioned feedforward and feedback adjustment) can be the duty cycle of a PWM (Pulse Width Modulation) signal. The controller generates a PWM signal based on this duty cycle and sends it to the air compressor or exhaust valve to perform inflation or deflation, thereby changing the amount of gas (and its volume and pressure) within the air spring and adjusting the vehicle height.

[0060] Specifically, the air compressor is used to inflate the air spring, and the exhaust valve is used to expel the gas from the air spring.

[0061] When the total adjustment value, resulting from the sum of the feedforward and feedback adjustments, is positive, it indicates that air needs to be added to the air spring. At this time, the controller outputs a PWM signal to the air compressor. The air compressor responds to this PWM signal and controls the amount of gas introduced based on the duty cycle of the PWM signal.

[0062] When the total adjustment value, resulting from the sum of the feedforward and feedback adjustments, is negative, it indicates that gas needs to be discharged from the air spring. At this time, the controller outputs a PWM signal to the exhaust valve. The exhaust valve responds to this PWM signal and controls the amount of gas discharged based on the duty cycle of the PWM signal.

[0063] It is worth noting that if the total adjustment is 0, it means that no adjustment is needed at present, and the current air spring gas volume will remain unchanged.

[0064] Through steps S110-S130, the feedback adjustment corrects the existing height deviation, while the feedforward adjustment compensates for potential future height shifts due to environmental changes. This proactively compensates for environmental changes that may occur during vehicle operation. Since vehicle height compensation is completed before actual environmental changes occur, it reduces the bumps experienced by passengers and improves ride comfort.

[0065] Continue by Figure 1 and combined Figure 2 As shown, in step S120 above, the vehicle height is predicted to deviate within a preset future time period based on the environmental data recorded by the vehicle. Specifically, this may include the following steps S121 and S122.

[0066] The environmental data may specifically include atmospheric pressure data and the temperature data of the gas inside the air spring. The atmospheric pressure data can be obtained by an ambient air pressure sensor installed on the vehicle, which will not be elaborated upon here. The temperature data of the gas inside the air spring can be obtained by a temperature sensor inside the air spring, which will also not be elaborated upon here.

[0067] Step S121: Obtain atmospheric pressure and temperature data within a preset historical time period recorded by the vehicle.

[0068] Specifically, the data measured by the ambient air pressure sensor and temperature sensor are recorded by the vehicle and stored in the controller's memory. In step S121, the atmospheric pressure and temperature data recorded by the vehicle within a preset historical time period can be directly retrieved from the controller's storage.

[0069] Specifically, the preset historical time period refers to a pre-set historical time period (such as the most recent 5 seconds) used to analyze environmental change trends, and its duration matches the duration of the preset future time period.

[0070] Step S122: Based on atmospheric pressure and temperature data within a preset historical time period, predict the offset of the vehicle body height within a preset future time period.

[0071] Specifically, the atmospheric pressure and internal temperature of the air spring affect the gas inside the air spring, thus affecting the air spring's support performance for the vehicle, and consequently affecting the vehicle's height.

[0072] Therefore, in step S122, the changing trend of the environment in which the air spring is located can be analyzed based on atmospheric pressure and temperature data within a preset historical time period, and the offset of the vehicle body height within a preset future time period can be predicted based on this changing trend.

[0073] By using atmospheric pressure data and air spring internal gas temperature data within a preset historical time period through steps S121 and S122, the offset of vehicle height within a preset future time period can be predicted.

[0074] Continue by Figures 1-2 and combined Figure 3 As shown, in step S122 above, the offset of the vehicle height in a preset future time period is predicted based on atmospheric pressure data and temperature data within a preset historical time period. Specifically, this may include the following steps S1221-S1223.

[0075] Step S1221: Calculate the offset of vehicle height at each moment within a preset historical time period based on atmospheric pressure data and temperature data.

[0076] Specifically, according to step S1221, based on the atmospheric pressure and temperature data within a preset historical time period, the influence of atmospheric pressure and the temperature of the gas inside the air spring on the vehicle height at each moment within the preset historical time period is determined, and the offset of the vehicle height at each moment is obtained.

[0077] Continue by Figures 1-3 and refer to Figure 4 In some exemplary embodiments, step S1221 above, which calculates the offset of vehicle height at each moment within a preset historical time period based on atmospheric pressure data and temperature data, may specifically include the following steps S410-S430.

[0078] Step S410: Based on atmospheric pressure data and temperature data, calculate the rate of change of atmospheric pressure and the acceleration of temperature change at each moment within a preset historical time period.

[0079] The atmospheric pressure change rate refers to the rate of change of atmospheric pressure at each moment within a preset historical time period (unit: Pa / s), and the calculation formula is as follows: ,in, Ambient air pressure (unit: Pa).

[0080] Temperature change acceleration refers to the rate of change of temperature at each moment within a preset historical time period (unit: The calculation formula is: , Let t be the temperature of the gas inside the air spring, and t be the time.

[0081] Specifically, the effect of air pressure on vehicle height is linear. Changes in atmospheric pressure directly lead to changes in the pressure difference between the inside and outside of the air spring, which in turn causes a shift in vehicle height. This shift is positively correlated with the rate of change in air pressure; the faster the air pressure drops, the faster the vehicle height decreases, and the greater the future shift will be.

[0082] Regarding temperature, the rate of temperature change affects the gas inside the air springs, thus affecting the vehicle's height. For example, as the temperature drops from 25°C to 0°C, the faster the cooling rate, the greater the future vehicle height deviation. Temperature acceleration characterizes the rate of temperature change; a positive temperature acceleration indicates an accelerating temperature change, resulting in a greater future vehicle height deviation. Conversely, a negative temperature acceleration indicates a decelerating temperature change, leading to a slower future vehicle height deviation.

[0083] Therefore, in step S410, the acceleration due to temperature change and the rate of change of atmospheric pressure can be determined so that the future vehicle height offset can be predicted based on these acceleration due to temperature change and the rate of change of atmospheric pressure.

[0084] Step S420: Calculate the vehicle height deviation caused by atmospheric pressure at each moment within a preset historical time period based on the atmospheric pressure change rate and the preset air pressure conversion coefficient, and calculate the vehicle height deviation caused by temperature change at each moment within a preset historical time period based on the temperature change acceleration and the preset temperature acceleration conversion coefficient.

[0085] Step S430: Calculate the vehicle height offset at each moment within a preset historical time period based on the vehicle height offset caused by atmospheric pressure changes at each moment and the vehicle height offset caused by temperature changes at each moment.

[0086] Specifically, in step S420, the vehicle height offset caused by atmospheric pressure and the vehicle height offset caused by temperature change are calculated at each moment within the preset historical time period. Then, in step S430, the vehicle height offset corresponding to atmospheric pressure and the vehicle height offset corresponding to temperature change are added together to obtain the vehicle height offset at each moment within the preset historical time period.

[0087] Specifically, the formula for calculating the offset of the vehicle height at each moment within the preset historical time period includes the following formula two.

[0088] (Formula 2).

[0089] in, This represents the offset of the vehicle body height at time t. This represents the rate of change of atmospheric pressure. This represents the acceleration due to temperature change.

[0090] The preset air pressure conversion factor is the equivalent altitude drift (mm) caused by a unit change in air pressure (Pa). Specifically, it can be set to 0.08 (in the standard atmospheric model, 1 Pa causes approximately 0.083 mm of altitude change, and 0.08 is an engineering rounding). To preset the temperature acceleration conversion factor, specifically, this preset temperature acceleration conversion factor can be determined on a test vehicle or bench (air spring + height sensor). The air spring is kept at room temperature and stationary. Then, the heater is suddenly activated to locally heat the airbag. The temperature and height changes within 5 seconds are recorded, the data is processed, and then the result is calculated. value.

[0091] In this way, through steps S410-S430, the offset of the vehicle height at each moment within the preset historical time period is calculated by calculating the acceleration of temperature change and the rate of change of atmospheric pressure, so that the feedforward adjustment amount can be accurately calculated based on the offset amount in the future.

[0092] Step S1222: Calculate the total offset of vehicle height within the preset historical time period based on the offset of vehicle height at each moment within the preset historical time period.

[0093] Specifically, the offsets of the vehicle height at each moment within the preset historical time period are summed to calculate the total offset of the vehicle height within the preset historical time period.

[0094] Step S1223: Use the total offset as the offset of the vehicle height within a preset future time period.

[0095] Specifically, the total offset of the vehicle height within a preset historical time period is equivalent to the offset of the vehicle height within a preset future time period.

[0096] More specifically, the formula for calculating the offset of the vehicle body height within the preset future time period includes the following formula three.

[0097] (Formula 3).

[0098] Among them, the This represents the offset of the vehicle's height over a preset future time period; The duration corresponding to the preset future time period (which is also the duration corresponding to the preset historical time period).

[0099] Through steps S1221-S1223, the total offset of the vehicle height within a preset historical time period is calculated, and this total offset is used as the offset of the vehicle height within a preset future time period to predict the offset within the preset future time period. Thus, based on the offset caused by environmental changes within the preset future time period, the pre-adjustment amount is calculated to achieve pre-adjustment of the air spring.

[0100] Continue by Figure 1 and combined Figure 5 As shown, in step S120 above, the feedforward adjustment amount for adjusting the amount of gas in the air spring is obtained based on the predicted offset of the vehicle body height. Specifically, this may include the following steps S510-S530.

[0101] Step S510: Determine the adjustment direction for adjusting the amount of gas in the air spring based on the predicted offset direction of the vehicle body height.

[0102] Specifically, after predicting the offset within a preset future time period according to the above steps S1221-S1223, in step S510, the adjustment direction for adjusting the gas volume can be determined based on the offset direction of the predicted vehicle height offset.

[0103] More specifically, the offset direction refers to the positive or negative attribute of the predicted offset of the vehicle body height, where a positive direction indicates that the vehicle body will rise and a negative direction indicates that the vehicle body will fall.

[0104] The adjustment direction includes the exhaust direction and the inflation direction. When the predicted offset of the vehicle height is positive, indicating that the vehicle will be raised, the adjustment direction corresponds to the exhaust direction, which lowers the vehicle. Conversely, when the predicted offset of the vehicle height is negative, indicating that the vehicle will be lowered, the adjustment direction corresponds to the inflation direction, which raises the vehicle.

[0105] Step S520: Based on the absolute value of the predicted offset of the vehicle body height, use a preset nonlinear mapping model to determine the adjustment intensity of the gas volume in the air spring that needs to be adjusted.

[0106] Specifically, the preset nonlinear mapping model refers to a mathematical model established in advance through actual vehicle calibration, which correlates the absolute value of the offset with the gas regulation amount. Since the stiffness of the air spring has nonlinear characteristics, nonlinear mapping ensures the matching degree between the offset and the gas regulation amount. This preset nonlinear mapping model can specifically be... Where k can take the value 0.7, This is the absolute value of the offset in vehicle height. This is the feedforward gain coefficient, used to determine the amount of gas regulation.

[0107] Step S530: Based on the determined adjustment direction and adjustment intensity, determine the feedforward adjustment amount for adjusting the amount of gas in the air spring.

[0108] Specifically, the calculation formula for this feedforward adjustment includes the following formula four.

[0109] (Formula 4).

[0110] in, Indicates the feedforward adjustment amount. The sign is used to indicate the direction of the feedforward adjustment, and sign is the sign function.

[0111] Thus, through steps S510-S530, the adjustment direction of the feedforward adjustment amount is first determined, and then the adjustment intensity of the feedforward adjustment amount is determined using a preset nonlinear mapping model, thereby determining the feedforward adjustment amount. Furthermore, when determining the adjustment intensity of the feedforward adjustment amount, calculations are performed using a preset nonlinear mapping model, which can adapt to the nonlinear characteristics of the air spring, improve the calculation accuracy of the feedforward adjustment amount, and further ensure the stability of the vehicle body height.

[0112] Furthermore, based on Formula 1 and Formula 4 above, the sum of the feedforward regulation and the feedback regulation can be calculated to obtain the total regulation, and the formula for the total regulation is shown in Formula 5 below.

[0113] (Formula 5).

[0114] in, This represents the total adjustment.

[0115] Continue by Figures 1-5 and combined Figure 6 As shown, the suspension control method further includes the following steps S610-S630.

[0116] Step S610: Obtain the current atmospheric pressure and the current temperature of the gas inside the air spring, and calculate the rate of temperature change of the gas inside the air spring.

[0117] Specifically, the current temperature of the gas inside the air spring refers to the temperature value of the gas inside the air spring at the current moment, which is collected in real time by a temperature sensor.

[0118] The rate of temperature change refers to the rate at which the temperature changes at the current moment, and the calculation formula is: .

[0119] Step S620: Calculate the stiffness of the air spring based on the current atmospheric pressure, the current temperature of the gas inside the air spring, and the current rate of temperature change.

[0120] Specifically, the stiffness of an air spring is essentially the rate of change of the supporting force of the internal gas on the vehicle body (unit: N / m). Its supporting force is determined by the state of the gas and follows the ideal gas law.

[0121] The stiffness of an air spring is not a fixed value; it changes dynamically with atmospheric pressure, internal temperature, and the rate of temperature change (for example, the stiffness decreases when the air pressure or temperature drops). Therefore, in step S620, the stiffness of the air spring is calculated based on the current atmospheric pressure and the rate of temperature change.

[0122] Specifically, refer to Figure 7 In step S620, the stiffness of the air spring is calculated based on the current atmospheric pressure, the current temperature of the gas inside the air spring, and the current rate of temperature change. Specifically, this may include the following steps S621-S623.

[0123] Step S621: Calculate the static base stiffness of the air spring based on the current atmospheric pressure.

[0124] Specifically, static foundation stiffness refers to the foundation stiffness of an air spring calculated based on the current atmospheric pressure without considering dynamic temperature changes, reflecting the foundation's influence on the supporting force of the air spring.

[0125] The formula for calculating the static foundation stiffness includes the following formula six.

[0126] (Formula 6) in, Let this be the static foundation stiffness. This represents the effective working area of ​​the airbag.

[0127] Specifically, atmospheric pressure is the basis for the pressure difference between the inside and outside of the air spring, directly determining the basic support force of the gas. The gas stiffness of the air spring is proportional to the pressure difference between the inside and outside, and proportional to the square of the effective working area of ​​the airbag. The coefficient 3 / 5 is an empirical value based on the gas mechanical properties and actual vehicle test calibration. Through this formula, the basic stiffness of the air spring under the current air pressure, without considering temperature changes, can be determined, that is, the static basic stiffness.

[0128] Step S622: Adjust the static foundation stiffness according to the current temperature change rate to obtain the real-time foundation stiffness of the air spring under the current temperature change trend.

[0129] Specifically, the rate of temperature change (dT / dt) reflects the dynamic trend of temperature change (such as rapid cooling or uniform heating), which leads to changes in the rate of gas contraction / expansion, thus affecting the dynamic response characteristics of the air spring's stiffness. For example, during rapid cooling, gas contraction accelerates, the rate of decrease in supporting force increases, and the stiffness dynamically decreases. Therefore, the real-time base stiffness of the air spring can be obtained by adjusting the rate of temperature change based on the static base stiffness. The specific formula for calculating the real-time base stiffness is shown in Formula 7 below.

[0130] (Formula 7).

[0131] in, For real-time foundation stiffness. This is the coupling coefficient for the rate of temperature change, specifically obtained through calibration on a real vehicle.

[0132] Specifically, when the rate of temperature change is positive (heating accelerates), then When K_real-time > K_static (gas expansion accelerates, support force increases, stiffness increases); when the rate of temperature change is negative (cooling accelerates). K_real-time < K_static (gas contraction accelerates, support force decreases, stiffness decreases).

[0133] By adjusting the static foundation stiffness using the rate of temperature change, the real-time foundation stiffness can be obtained, thus enabling the real-time foundation stiffness calculation to match the real-time trend of ambient temperature changes.

[0134] Step S623: Calculate the temperature correction factor based on the current temperature of the gas inside the air spring, and correct the real-time foundation stiffness based on the temperature correction factor to obtain the current stiffness of the air spring.

[0135] Among them, the temperature correction factor characterizes the effect of the gas temperature inside the air spring on the stiffness of the air spring.

[0136] Specifically, the current temperature of the gas inside an air spring reflects its current basic state. Even if the rate of temperature change is 0 (temperature stable), the density and elastic modulus of the gas differ at different temperatures, affecting the absolute value of the stiffness. For example, at the same air pressure, the gas density at -10℃ is higher than that at 25℃, resulting in stronger support and greater stiffness.

[0137] Therefore, when calculating the stiffness of the air spring in step S623, a temperature correction factor is added to correct the real-time foundation stiffness.

[0138] Specifically, the temperature correction factor is: .

[0139] in, The standard temperature is 298K. It is a nonlinear temperature index used to control the rate of stiffness decrease when the temperature rises. Its specific value can be determined by experiments. Specifically, the same weight is hung at different temperatures, the amount of sinking is measured, the stiffness ratio is calculated, and then the value of β is adjusted until the model matches.

[0140] Combining steps S621-S623 above, the formula for calculating the stiffness of the air spring is as follows: Formula 8.

[0141] (Formula 8).

[0142] in, Let be the stiffness of the air spring at time t.

[0143] In this way, the stiffness of the air spring is calculated through the above steps S621-S623. When calculating the stiffness of the air spring, the influence of atmospheric pressure, temperature change rate, and static temperature on the stiffness of the air spring is comprehensively considered. This ensures that the calculated stiffness of the air spring can accurately reflect the real-time working state of the air spring, providing a reliable basis for subsequent PID coefficient calibration.

[0144] Step S630: Based on the current stiffness of the air spring, calibrate the PID coefficients used in the preset control strategy.

[0145] Specifically, PID coefficients refer to the proportional coefficient (Kp), integral coefficient (Ki), and derivative coefficient (Kd) in the preset PID control strategy. Their values ​​directly affect the output accuracy and response speed of the feedback regulation.

[0146] Specifically, in step S630, the PID coefficient corresponding to the current actual stiffness can be retrieved from the preset stiffness-PID coefficient mapping table (this mapping table can be established based on the actual vehicle calibration data; for example, when the stiffness increases, Kp is appropriately increased to improve the response speed, and Ki is appropriately decreased to avoid overshoot of the output PWM duty cycle).

[0147] Through steps S610-S630, the PID coefficients can be calibrated based on the current stiffness of the air spring. The calibrated PID coefficients can then be used to replace the parameters in the original preset PID control strategy to calculate the feedback adjustment, thereby improving the adaptability of the feedback adjustment.

[0148] Continue by Figures 1-7 and combined Figure 8 As shown, the suspension control method further includes the following steps S810-S830.

[0149] Step S810: Before adjusting the amount of gas in the air spring according to the total adjustment amount, determine whether the predicted offset of the vehicle body height reaches the preset height offset threshold.

[0150] Among them, the preset height offset threshold refers to the pre-set critical value (unit such as 10mm) used to distinguish between normal offset and offset that requires emergency handling. It is determined by actual vehicle calibration to balance the adjustment sensitivity and system stability.

[0151] Step S820: If the predicted deviation of the vehicle height is not less than the preset height deviation threshold, the amount of gas in the air spring is adjusted by a preset emergency adjustment strategy.

[0152] Step S830: If the predicted offset of the vehicle body height is less than the preset height offset threshold, adjust the amount of gas in the air spring according to the total adjustment amount.

[0153] Specifically, before performing adjustment based on the total adjustment amount, the controller determines whether the absolute value of the predicted vehicle height offset reaches the preset height offset threshold.

[0154] If the predicted vehicle height deviation is greater than or equal to the preset height deviation threshold, a preset emergency adjustment strategy is triggered to adjust the amount of gas in the air spring and temporarily freeze the PID feedback adjustment (pause the adjustment of the amount of gas in the air spring based on the total adjustment).

[0155] If the predicted vehicle height offset is less than the preset height offset threshold, the step of adjusting the amount of gas in the air spring according to the total adjustment amount will be executed normally.

[0156] Thus, through steps S810-S830, based on the predicted deviation of the vehicle height, a tiered adjustment is adopted. When the predicted deviation of the vehicle height is not less than a preset height deviation threshold, a preset emergency adjustment strategy is activated. This can quickly respond to large deviations in vehicle height and adjust the vehicle height in a timely manner. When the deviation is less than the preset height deviation threshold, the total adjustment amount is used to control the gas in the air spring, which helps to improve the flexibility and reliability of vehicle height control.

[0157] Continue by Figures 1-8 As shown, in some exemplary embodiments, the preset emergency adjustment strategy in step S820 specifically includes: adjusting the amount of gas in the air spring according to the predicted offset of the vehicle height, so that the adjusted vehicle height deviation can offset the predicted offset of the vehicle height.

[0158] Specifically, the controller calculates the PWM signal parameters that can offset the predicted vehicle height offset based on the predicted offset (for example, if the predicted offset is -12mm, meaning the vehicle will be lowered by 12mm, the calculation shows that a 90% duty cycle inflation PWM signal needs to be output for 3 seconds). Then, the corresponding PWM signal is output to drive the actuator (air compressor or solenoid valve) to directly adjust the vehicle height in the opposite direction to the predicted offset. After adjustment, PID feedback regulation resumes, and the normal control cycle begins. This ensures that even when a large predicted offset occurs, the vehicle height remains stable, preventing a significant decrease in ride comfort due to excessive offset.

[0159] It is worth noting that, regarding the suspension control method of this embodiment, based on the above exemplary implementations, as a preferred embodiment, it can be referred to in specific implementations. Figure 9 As shown, it may include, for example: First, the atmospheric pressure Pamb(t) and the temperature T(t) of the gas inside the air spring are collected in real time.

[0160] Then calculate the rate of temperature change. Rate of change of atmospheric pressure and acceleration due to temperature change .

[0161] Then, using Formula 8 above, the temperature change rate, atmospheric pressure, and the temperature of the gas inside the air spring are substituted into Formula 8 to calculate the current stiffness Kgas(t), so as to calibrate the PID coefficients based on the current stiffness.

[0162] Then, using Formula 3 above, the offset of the vehicle body height within a preset future time period is predicted. The system collects the current vehicle height. Based on the predicted offset of the vehicle height within a preset future time period and the current vehicle height, it determines whether there is a vehicle height deviation.

[0163] If there is no deviation in vehicle height, it means that no adjustment of vehicle height is required, which means that no adjustment or control of the gas in the air spring is required.

[0164] If there is a deviation in vehicle height, it indicates that the gas inside the air springs needs to be adjusted and controlled. Specifically, in When the preset height offset threshold is reached, And by substituting the current vehicle height into Formula 5 above, the total adjustment amount is calculated. It outputs control commands based on the total adjustment amount to drive the air compressor or exhaust valve.

[0165] exist When the height offset reaches or exceeds the preset threshold, the air compressor will be started immediately for pre-adjustment.

[0166] This process is repeated cyclically until it ends.

[0167] In the above preferred embodiments, the specific processing procedures of each step can still be referred to the descriptions in the above exemplary embodiments, and the beneficial effects brought about by each step in the preferred embodiments can also be referred to the descriptions in the above exemplary embodiments.

[0168] The suspension control method in this embodiment adopts the design described above. It corrects the current height deviation through feedback adjustment and compensates for potential height deviations caused by future environmental changes, thus providing advance compensation for environmental changes that may occur during vehicle operation. By completing vehicle height compensation before actual environmental changes occur, the bumps experienced by passengers can be reduced, improving ride comfort.

[0169] Meanwhile, in this embodiment, atmospheric pressure data and the temperature data of the gas inside the air spring within a preset historical time period are used to predict the vehicle height deviation within a preset future time period. By utilizing the predicted vehicle height deviation, pre-emptive compensation can be made for potential environmental changes during vehicle operation, thereby improving driving comfort.

[0170] Meanwhile, in this embodiment, by calculating the total offset of the vehicle height within a preset historical time period and using this total offset as the offset of the vehicle height within a preset future time period, the offset within the preset future time period can be predicted. Thus, based on the offset caused by environmental changes within the preset future time period, the pre-adjustment amount can be calculated to achieve pre-adjustment of the air spring.

[0171] Meanwhile, in this embodiment, the offset of the vehicle height at each moment within a preset historical time period is calculated by calculating the acceleration of temperature change and the rate of change of atmospheric pressure, so as to accurately calculate the feedforward adjustment amount based on the offset.

[0172] Meanwhile, in this embodiment, the feedforward adjustment amount is determined by first determining the adjustment direction and then using a preset nonlinear mapping model to determine the adjustment intensity. Furthermore, when determining the adjustment intensity of the feedforward adjustment amount, calculations are performed using a preset nonlinear mapping model, which adapts to the nonlinear characteristics of the air spring, improves the accuracy of the feedforward adjustment amount calculation, and further ensures the stability of the vehicle body height.

[0173] Meanwhile, in this embodiment, the PID coefficients are calibrated according to the current stiffness of the air spring, and the calibrated PID coefficients are used to apply a preset control strategy to calculate the feedback adjustment amount, which can improve the adaptability of the feedback adjustment amount.

[0174] Meanwhile, in this embodiment, the effects of atmospheric pressure, temperature change rate, and current temperature on the stiffness of the air spring are comprehensively considered when calculating the stiffness of the air spring, so that the calculated stiffness of the air spring can accurately reflect the real-time working state of the air spring, thus providing a reliable basis for PID coefficient calibration.

[0175] Meanwhile, in this embodiment, a tiered adjustment is adopted based on the predicted vehicle height deviation. When the predicted deviation is not less than a preset height deviation threshold, a preset emergency adjustment strategy is activated. This allows for rapid response to larger vehicle height deviations and timely adjustment of the vehicle height. When the deviation is less than the preset height deviation threshold, the total adjustment is used normally to control the gas in the air spring, which improves the flexibility and reliability of vehicle height control.

[0176] Meanwhile, in this embodiment, the preset emergency adjustment strategy uses the adjusted vehicle height deviation to offset the predicted vehicle height offset, which can handle excessive offset in advance and keep the vehicle height stable even when the vehicle height may deviate significantly.

[0177] An embodiment of the second aspect of this application provides a vehicle whose suspension includes air springs. (See also...) Figure 10 The vehicle includes a memory 1020 and a processor 1010.

[0178] The processor 1010 and memory 1020 are connected, for example, via a bus. Optionally, the vehicle may also include a transceiver. It should be noted that in practical applications, the transceiver is not limited to one, and the structure of the vehicle does not constitute a limitation on the embodiments of this application.

[0179] The memory 1020 stores the application code that executes the solution of this application, and its execution is controlled by the processor 1010. The processor 1010 executes the application code stored in the memory 1020 to implement the content shown in the foregoing method embodiments.

[0180] In this embodiment, the vehicle, by executing the suspension control method described in the above-described method embodiment, can predict the amount of vehicle height deviation caused by future environmental changes. Based on the feedback adjustment, a feedforward adjustment is added to adjust and control the gas in the air springs in advance. Thus, because targeted compensation is provided before environmental disturbances occur, the vehicle will not experience significant bumps when subsequent environmental disturbances occur, thereby reducing the bumpy feeling experienced by the driver and passengers and improving ride comfort.

[0181] It is worth noting that the vehicle in this embodiment may also include a temperature sensor (for collecting the temperature of the gas inside the air spring), an atmospheric pressure sensor (for collecting atmospheric pressure data), and four vehicle height sensors (for measuring the vehicle height). Additionally, the vehicle may also include an air compressor (for filling the air spring with gas) and an exhaust valve (the exhaust valve is a solenoid valve that can respond to control to expel gas from the air spring).

[0182] The above are merely some embodiments of this application and are not intended to limit this application. The technical features or structures in the foregoing different embodiments can be arbitrarily combined to form other specific technical solutions as needed. For those skilled in the art, this application can have various modifications and variations. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principle of this application should be included within the protection scope of the claims of this application.

Claims

1. A suspension control method, applied to a vehicle, characterized in that, The method includes: Based on the vehicle's current height and the preset control strategy, obtain feedback adjustment amount to adjust the amount of gas in the air spring; Based on the environmental data recorded by the vehicle, the offset of the vehicle body height within a preset future time period is predicted, and based on the predicted offset of the vehicle body height, a feedforward adjustment amount for adjusting the gas volume in the air spring is obtained. The total adjustment amount for adjusting the gas in the air spring is determined by the feedforward adjustment amount and the feedback adjustment amount, and the amount of gas in the air spring is adjusted according to the total adjustment amount.

2. The suspension control method according to claim 1, characterized in that, The environmental data includes atmospheric pressure data and temperature data of the gas inside the air spring; The method for predicting the offset of the vehicle body height within a preset future time period based on the environmental data recorded by the vehicle includes: Acquire the atmospheric pressure data and temperature data recorded by the vehicle within a preset historical time period; Based on the atmospheric pressure data and temperature data within the preset historical time period, the offset of the vehicle body height within the preset future time period is predicted.

3. The suspension control method according to claim 2, characterized in that, The step of predicting the offset of the vehicle body height within a preset future time period based on the atmospheric pressure data and temperature data within the preset historical time period includes: Based on the atmospheric pressure data and the temperature data, calculate the offset of the vehicle height at each moment within the preset historical time period; Calculate the total offset of the vehicle height within the preset historical time period based on the offset of the vehicle height at each moment within the preset historical time period; The total offset is used as the offset of the vehicle height within the preset future time period.

4. The suspension control method according to claim 3, characterized in that, The step of calculating the offset of the vehicle height at each moment within the preset historical time period based on the atmospheric pressure data and the temperature data includes: Based on the atmospheric pressure data and the temperature data, calculate the rate of change of atmospheric pressure and the acceleration of temperature change at each moment within the preset historical time period; Based on the atmospheric pressure change rate and the preset air pressure conversion coefficient, calculate the vehicle height deviation caused by atmospheric pressure at each moment within the preset historical time period, and based on the temperature change acceleration and the preset temperature acceleration conversion coefficient, calculate the vehicle height deviation caused by temperature change at each moment within the preset historical time period. The vehicle height offset at each moment is calculated based on the vehicle height offset caused by atmospheric pressure changes and the vehicle height offset caused by temperature changes.

5. The suspension control method according to claim 1, characterized in that, The step of obtaining a feedforward adjustment amount for adjusting the gas quantity in the air spring based on the predicted offset of the vehicle body height includes: Based on the predicted offset direction of the vehicle body height, determine the current adjustment direction for adjusting the gas volume in the air spring; Based on the absolute value of the predicted offset of the vehicle body height, the adjustment intensity of the gas volume in the air spring that needs to be adjusted is determined using a preset nonlinear mapping model. Based on the determined adjustment direction and adjustment intensity, the feedforward adjustment amount for adjusting the amount of gas in the air spring is determined.

6. The suspension control method according to claim 2, characterized in that, The method also includes: Obtain the current atmospheric pressure and the current temperature of the gas inside the air spring, and calculate the rate of temperature change of the gas inside the air spring. The stiffness of the air spring is calculated based on the current atmospheric pressure, the current temperature of the gas inside the air spring, and the current rate of temperature change. The PID coefficients of the preset control strategy are calibrated based on the current stiffness of the air spring.

7. The suspension control method according to claim 6, characterized in that, The step of calculating the current stiffness of the air spring based on the current atmospheric pressure, the current temperature of the gas inside the air spring, and the current rate of temperature change includes: Calculate the static base stiffness of the air spring based on the current atmospheric pressure. Based on the current rate of temperature change, the static foundation stiffness is adjusted to obtain the real-time foundation stiffness of the air spring under the current temperature change trend. Based on the current temperature of the gas inside the air spring, a temperature correction factor is calculated, and the real-time base stiffness is corrected according to the temperature correction factor to obtain the current stiffness of the air spring. The temperature correction factor characterizes the effect of the gas temperature inside the air spring on the stiffness of the air spring.

8. The suspension control method according to any one of claims 1 to 7, characterized in that, The method also includes: Before adjusting the amount of gas in the air spring according to the total adjustment amount, it is determined whether the predicted offset of the vehicle height reaches a preset height offset threshold. If the predicted deviation of the vehicle body height is not less than the preset height deviation threshold, the amount of gas in the air spring is adjusted by a preset emergency adjustment strategy. If the predicted deviation of the vehicle body height is less than the preset height deviation threshold, the amount of gas in the air spring is adjusted according to the total adjustment amount.

9. The suspension control method according to claim 8, characterized in that, The preset emergency adjustment strategy includes: Based on the predicted offset of the vehicle body height, the amount of gas in the air spring is adjusted so that the adjusted deviation of the vehicle body height can offset the predicted offset of the vehicle body height.

10. A vehicle, characterized in that, The vehicle's suspension includes air springs, and the vehicle includes a memory, a processor, and a computer program stored in the memory and executable on the processor. The processor executes the computer program, enabling it to implement the suspension control method according to any one of claims 1-9.

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