Air suspension partition differential control method and device, electronic equipment and vehicle

Abstract

The application provides an air suspension partition differentiated control method and device, electronic equipment and vehicle, and belongs to the technical field of vehicles. The method comprises the following steps: determining a front curve preview trigger distance based on a current longitudinal vehicle speed of the vehicle and a preset prediction advance time length; determining a front curve curvature when a distance from the vehicle to a center of the front curve is less than the front curve preview trigger distance, and determining a curve lateral load transfer characteristic quantity for representing a lateral offset of a vehicle body and a load transfer degree of the vehicle based on the current longitudinal vehicle speed of the vehicle and the front curve curvature; and performing partition adjustment on the suspension based on the curve lateral load transfer characteristic quantity and preset partition proportionality coefficients of an outer side suspension and an inner side suspension when the vehicle is driving in a curve middle section of the curve. The application can realize the purposes of curve prediction, inner-outer side differentiated adjustment and adaptation to load changes.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, specifically to a method, device, electronic equipment, and vehicle for differential control of air suspension zones. Background Technology

[0002] With the rapid popularization of intelligent driving in new energy vehicles, automatic cornering and cruise control have become standard features, and air suspension is also widely used in high-end models, enabling adjustable stiffness, damping, and ride height to optimize cornering smoothness and handling stability. However, existing technologies still have significant shortcomings: 1. Intelligent driving and air suspension work independently without coordinated prediction. Intelligent driving is only responsible for the path and steering, and does not issue information on curve curvature and entry timing in advance. The suspension can only passively adjust after the body rolls, resulting in air circuit and control delays, and the roll suppression is not timely under high-speed sharp curves.

[0003] 2. Traditional air suspensions often use simultaneous and equal adjustments on both sides when cornering, without considering the characteristic of lateral load transfer to the outside during cornering. The same adjustment range on the inner and outer sides results in poor support targeting and limited roll suppression effect.

[0004] 3. Conventional suspension control relies solely on single parameters such as vehicle speed and corner curvature, without considering changes in sprung mass caused by occupants and load. This results in poor adaptability to unloaded, fully loaded, and heavily loaded conditions, and the stability of the intelligent driving system during cornering is easily affected.

[0005] Therefore, there is an urgent need to design an air suspension control method that combines intelligent driving curve prediction, can be adjusted differently on the inside and outside, and can adapt to changes in load. Summary of the Invention

[0006] In view of this, it is necessary to provide an air suspension zone differential control method, device, electronic equipment and vehicle to achieve the purpose of curve prediction, differential adjustment of the inner and outer sides and adaptation to load changes.

[0007] To address the aforementioned problems, in a first aspect, the present invention provides an air suspension zone-differentiated control method, comprising: Based on the vehicle's current longitudinal speed and the preset advance time, determine the trigger distance for the forward curve. When the distance from the vehicle to the center of the curve ahead is less than the curve ahead pre-aiming trigger distance, the curvature of the curve ahead is determined, and based on the current longitudinal speed of the vehicle and the curvature of the curve ahead, the curve lateral load transfer characteristic quantity is determined to characterize the degree of outward displacement of the vehicle body and load transfer during the curve. When the vehicle is traveling in the middle of a curve, the suspension is adjusted in sections based on the curve lateral load transfer characteristics and the preset section ratio coefficients of the outer and inner suspensions.

[0008] In one possible implementation, the suspension is adjusted in zones based on the curve lateral load transfer characteristics and preset zone ratio coefficients for the outer and inner suspensions, including: The outer suspension stiffness correction amount is determined based on the product of the curve lateral load transfer characteristic amount and the preset outer suspension partition ratio coefficient. The inner suspension stiffness correction amount is determined based on the product of the curve lateral load transfer characteristic amount and the preset inner suspension partition ratio coefficient. Based on the outer suspension stiffness correction amount and the inner suspension stiffness correction amount, the suspension is adjusted in zones.

[0009] In one possible implementation, the outer suspension partition ratio coefficient is greater than the inner suspension partition ratio coefficient.

[0010] In one possible implementation, the forward curve aiming trigger distance is determined based on the vehicle's current longitudinal speed and a preset prediction lead time, including: The forward curve aiming trigger distance is obtained by multiplying the vehicle's current longitudinal speed by the preset prediction advance time.

[0011] In one possible implementation, determining the curvature of the upcoming curve includes: The system acquires an image of the front of the vehicle captured by the vehicle's camera and fuses the image with a preset map to obtain the radius of curvature of the curve ahead. The curvature of the forward curve is determined based on the reciprocal of the radius of curvature of the forward curve.

[0012] In one possible implementation, the formula for calculating the characteristic quantity of the lateral load transfer in the curve is:

[0013] in, D This is a characteristic quantity of lateral load transfer in curves. K The curvature of the curve ahead. v The current longitudinal speed of the vehicle. η This is the preset passenger load correction factor.

[0014] In one possible implementation, the air suspension zone-differentiated control method further includes: Before the vehicle enters the curve, set the corresponding suspension coefficient according to the curvature of the curve ahead; When the vehicle is driving on the exit of a curve, the suspension coefficient is gradually adjusted towards the set conventional reference value.

[0015] Secondly, the present invention also provides an air suspension zone differential control device, comprising: The anti-aiming trigger distance calculation module is used to determine the anti-aiming trigger distance of the curve ahead based on the vehicle's current longitudinal speed and the preset anti-prediction advance time. The load transfer characteristic calculation module is used to determine the curvature of the curve ahead when the distance from the vehicle to the center of the curve ahead is less than the pre-aiming trigger distance of the curve ahead, and to determine the curve lateral load transfer characteristic quantity, which characterizes the outward offset of the vehicle body and the degree of load transfer, based on the current longitudinal speed of the vehicle and the curvature of the curve ahead. The suspension zone adjustment module is used to adjust the suspension in zones based on the lateral load transfer characteristics of the curve and the preset zone ratio coefficients of the outer and inner suspensions when the vehicle is driving in the middle section of a curve.

[0016] Thirdly, the present invention also provides an electronic device, including a memory and a processor, wherein, The memory is used to store programs; The processor, coupled to the memory, is configured to execute the program stored in the memory to implement the steps of the air suspension zone differentiation control method as described in any of the preceding claims.

[0017] Fourthly, the present invention also provides a vehicle including the aforementioned electronic equipment.

[0018] The beneficial effects of adopting the above implementation method are as follows: The air suspension zone differential control method, device, electronic device and vehicle provided by the present invention determine the forward curve aiming trigger distance based on the vehicle's current longitudinal speed and the preset prediction advance time; when the distance from the vehicle to the center of the forward curve is less than the forward curve aiming trigger distance, the curvature of the forward curve is determined, and based on the vehicle's current longitudinal speed and the forward curve curvature, the curve lateral load transfer characteristic quantity used to characterize the degree of outward displacement of the vehicle body and load transfer during cornering is determined; when the vehicle is driving in the middle section of the curve, the suspension is adjusted in zones based on the curve lateral load transfer characteristic quantity and the preset zone ratio coefficient of the outer suspension and the inner suspension.

[0019] This invention innovatively introduces a curve timing recognition, independent left and right wheel zone control, and a load adaptive correction algorithm. Curve timing recognition involves determining the forward-aiming trigger distance of the curve based on the vehicle's current longitudinal speed and a preset prediction lead time. Independent left and right wheel zone control involves adjusting the suspension in zones based on the curve lateral load transfer characteristics and preset zone ratio coefficients for the outer and inner suspensions. The load adaptive correction algorithm determines the curve lateral load transfer characteristics, which characterize the outward shift of the vehicle body and the degree of load transfer during cornering, based on the vehicle's current longitudinal speed and the curvature of the curve. In summary, this invention relies on intelligent driving forward perception and real-time information collection from vehicle sensors to achieve differentiated control of the left and right zones during curves, thereby achieving the goals of curve prediction, differentiated adjustment between the inner and outer zones, and adaptation to load changes. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 A flowchart of an embodiment of the air suspension zone differential control method provided by the present invention; Figure 2 A flowchart of another embodiment of the air suspension zone differential control method provided by the present invention; Figure 3 A schematic block diagram of an embodiment of the air suspension zone differential control device provided by the present invention; Figure 4 A schematic diagram of an embodiment of the electronic device provided by the present invention. Detailed Implementation

[0022] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0023] In the description of the embodiments of this application, unless otherwise stated, "a plurality of" means two or more.

[0024] In this embodiment of the invention, the terms "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, apparatus, product or device that includes a series of steps or modules is not necessarily limited to those steps or modules that are explicitly listed, but may include other steps or modules that are not explicitly listed or that are inherent to such process, method, product or device.

[0025] The naming or numbering of steps in the embodiments of the present invention does not mean that the steps in the method flow must be executed in the time / logical order indicated by the naming or numbering. The execution order of the named or numbered process steps can be changed according to the technical purpose to be achieved, as long as the same or similar technical effect can be achieved.

[0026] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of the invention. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0027] This invention provides a method, device, electronic device, and vehicle for differentiated air suspension zone control, which will be described below.

[0028] This invention provides a method for differentiated control of air suspension zones, which can be implemented by executing an application program in a vehicle domain controller; such as Figure 1 As shown, the method includes: S101. Based on the vehicle's current longitudinal speed and the preset advance prediction time, determine the advance aiming trigger distance for the curve ahead.

[0029] It is understandable that the longitudinal speed of a vehicle refers to the component of the vehicle's center of gravity velocity on the X-axis (forward direction) of the vehicle's coordinate system, representing the instantaneous speed at which the vehicle actually moves forward or backward along its longitudinal axis.

[0030] Vehicle longitudinal speed can be collected in real time via wheel speed sensors. The prediction lead time is a fixed baseline value calibrated for the entire vehicle chassis. The forward curve prediction trigger distance refers to the reaction distance required by the vehicle's suspension parameter settings.

[0031] S102. When the distance from the vehicle to the center of the curve ahead is less than the curve ahead pre-aiming trigger distance, determine the curvature of the curve ahead, and based on the current longitudinal speed of the vehicle and the curvature of the curve ahead, determine the curve lateral load transfer characteristic quantity used to characterize the degree of outward displacement of the vehicle body and load transfer during the curve.

[0032] It is understandable that when the distance between the vehicle and the center of the curve ahead is less than the curve ahead pre-aiming trigger distance, the suspension pre-control mode needs to be activated in advance, that is, the curve lateral load transfer characteristic quantity used to characterize the degree of outward deviation of the vehicle body and load transfer during cornering is calculated.

[0033] S103. When the vehicle is traveling in the middle section of a curve, the suspension is adjusted in zones based on the curve lateral load transfer characteristic and the preset zone ratio coefficients of the outer and inner suspensions.

[0034] Understandably, this invention abandons the traditional unified adjustment of the whole vehicle and innovatively adopts independent linear control of the inner and outer sides. It relies on intelligent driving forward perception and real-time information collection by body sensors to achieve differentiated control of left and right zones in the curve.

[0035] In some embodiments, the suspension is adjusted in zones based on the curve lateral load transfer characteristic and a preset zone ratio coefficient for the outer and inner suspensions, including: The outer suspension stiffness correction amount is determined based on the product of the curve lateral load transfer characteristic amount and the preset outer suspension partition ratio coefficient. The inner suspension stiffness correction amount is determined based on the product of the curve lateral load transfer characteristic amount and the preset inner suspension partition ratio coefficient. Based on the outer suspension stiffness correction amount and the inner suspension stiffness correction amount, the suspension is adjusted in zones.

[0036] Understandably, the calculation formula is as follows: Outer suspension stiffness correction: ; Inner suspension stiffness correction: ; In the formula: D It is a characteristic quantity of lateral load transfer in cornering, representing the degree of outward displacement of the vehicle body and load transfer when cornering; This is the increase in stiffness of the air spring on the outside of the curve. This is the increase in stiffness of the air spring on the inside of the curve. , Let be the partition ratio coefficient, and satisfy . , ( , (These are fixed constants for offline fitting).

[0037] In some embodiments, the outer suspension partition ratio coefficient is greater than the inner suspension partition ratio coefficient.

[0038] It is understandable that the outer suspension partition ratio coefficient is greater than the inner suspension partition ratio coefficient, which can make the outer damping increment greater than the inner one, thereby achieving partition differentiation control with strong suppression on the outer side and weak adaptation on the inner side, and reducing body roll from the root.

[0039] In some embodiments, the forward curve aiming trigger distance is determined based on the vehicle's current longitudinal speed and a preset prediction lead time, including: The forward curve aiming trigger distance is obtained by multiplying the vehicle's current longitudinal speed by the preset prediction advance time.

[0040] It is understandable that the preset prediction advance time is a fixed reference value of the vehicle chassis calibration. Within this time, the current longitudinal speed of the vehicle can be regarded as a fixed value. Therefore, the forward curve aiming trigger distance is obtained based on the product of the current longitudinal speed of the vehicle and the preset prediction advance time.

[0041] In some embodiments, determining the curvature of the upcoming curve includes: The system acquires an image of the front of the vehicle captured by the vehicle's camera and fuses the image with a preset map to obtain the radius of curvature of the curve ahead. The curvature of the forward curve is determined based on the reciprocal of the radius of curvature of the forward curve.

[0042] Understandably, the curvature of the curve ahead represents the sharpness or gentleness of the curve. This embodiment extracts lane line geometric features from the image ahead of the vehicle and transforms them to a world coordinate system. It then uses prior curvature from a high-precision map for constraint or correction, and employs algorithms such as Kalman filtering to fuse real-time observations with static map values ​​to output an estimate of the curve's radius of curvature.

[0043] In some embodiments, the formula for calculating the characteristic quantity of the lateral load transfer in the curve is:

[0044] in, D This is a characteristic quantity of lateral load transfer in curves. K The curvature of the curve ahead. v The current longitudinal speed of the vehicle. η This is the preset passenger load correction factor.

[0045] It is understandable that the occupant load correction coefficient can be obtained by collecting occupant weight from pressure sensors and fitting it through offline calibration. This invention couples the curve curvature, vehicle speed, and occupant load into a single feature quantity, which serves as the sole input for suspension adjustment. The algorithm is extremely simple and adapts to multiple operating conditions.

[0046] In some embodiments, the air suspension zone differentiation control method further includes: Before the vehicle enters the curve, set the corresponding suspension coefficient according to the curvature of the curve ahead; When the vehicle is driving on the exit of a curve, the suspension coefficient is gradually adjusted towards the set conventional reference value.

[0047] Understandably, the suspension parameters are slightly pre-set according to the pre-aimed curve level in the entry section, without any abrupt adjustment; in the middle section of the curve, the inner and outer sections are dynamically adjusted in real time according to the load transfer characteristics; in the exit section, the suspension parameters gradually decrease with the curvature K, and the suspension parameters smoothly return to the normal reference value, avoiding instantaneous rebound and jerking.

[0048] In some embodiments, such as Figure 2 As shown, this invention proposes an intelligent driving curve prediction air suspension zone-differentiated smooth control method, which innovatively introduces curve timing recognition + independent control of left and right wheel zones + load adaptive correction algorithm; relying on intelligent driving forward perception and real-time information collection by vehicle body sensors, it realizes curve entry pre-adjustment, left and right zone-differentiated control in the curve, and gradual reset upon exiting the curve.

[0049] 1. Simplified algorithm for cornering aiming distance:

[0050] In the formula: v The real-time longitudinal speed of the vehicle, in m / s, is collected in real time by wheel speed sensors. The preset prediction lead time, in seconds, is a fixed reference value for the vehicle chassis calibration. L The trigger distance for aiming ahead at the curve, in meters; When the intelligent driving system senses that the center distance of the curve ahead is less than... L It activates the suspension pre-control mode in advance.

[0051] 2. Curve Features and Timing Recognition: The intelligent driving forward-facing camera integrates with a high-precision map to output the radius of curvature of the curve ahead. R Unit: m; Define the curvature of the curve: , K Curvature of the curve represents the degree of sharpness or gentleness of the curve.

[0052] The system innovatively divides the curve into three time-series states: the entry phase, the steady-state phase in the curve, and the exit phase, which are determined by the rate of change of the intelligent driving heading angle (the vehicle's EPS steering angle sensor calculates the rate of change of the heading angle in real time).

[0053] 3. Innovative feature quantity algorithm for lateral load transfer:

[0054] In the formula:D It is a characteristic quantity of lateral load transfer in cornering, representing the degree of outward displacement of the vehicle body and load transfer when cornering.

[0055] This is the occupant load correction factor (the weight is collected by the pressure sensor, and the correction factor is obtained through offline calibration and fitting).

[0056] By coupling the curvature of the curve, the vehicle speed, and the passenger load into a single feature, which serves as the sole input for suspension adjustment, the algorithm is extremely simple and adapts to multiple operating conditions.

[0057] 4. Algorithm for differentiated adjustment of left and right suspension zones: Abandoning the traditional unified adjustment of the entire vehicle, it innovatively adopts independent linear control on the inner and outer sides: Outer suspension stiffness correction: ; Inner suspension stiffness correction: ; In the formula: This is the increase in stiffness of the air spring on the outside of the curve. This is the increase in stiffness of the air spring on the inside of the curve. , Let be the partition ratio coefficient, and satisfy . , ( , (These are fixed constants for offline fitting).

[0058] The damping adjustment adopts the same logic, with the damping increment on the outer side being greater than that on the inner side, achieving zoned differentiated control with strong suppression on the outer side and weak adaptation on the inner side, thereby reducing body roll at its source.

[0059] 5. Timing segmentation correction logic: Entering the curve: The suspension parameters are slightly pre-set according to the pre-aimed curve level, without any abrupt adjustments; Mid-section of the curve: Adjust the inner and outer zones dynamically in real time according to the load transfer characteristic value D; When exiting a curve: As the curvature K gradually decreases, the suspension parameters smoothly return to the normal baseline value, avoiding sudden rebound and jerking.

[0060] like Figure 3 As shown, the present invention also provides an air suspension zone differential control device 300, comprising: The anti-aiming trigger distance calculation module 301 is used to determine the anti-aiming trigger distance of the curve ahead based on the vehicle's current longitudinal speed and the preset anti-prediction advance time. The load transfer feature calculation module 302 is used to determine the curvature of the curve ahead when the distance from the vehicle to the center of the curve ahead is less than the pre-aiming trigger distance of the curve ahead, and to determine the curve lateral load transfer feature quantity, which characterizes the degree of outward displacement of the vehicle body and load transfer when the vehicle is currently traveling longitudinally and the curvature of the curve ahead. The suspension zone adjustment module 303 is used to adjust the suspension in zones based on the lateral load transfer characteristics of the curve and the preset zone ratio coefficients of the outer and inner suspensions when the vehicle is driving in the middle section of a curve.

[0061] The present invention also provides an electronic device, including a memory and a processor, wherein, The memory is used to store programs; The processor, coupled to the memory, is configured to execute the program stored in the memory to implement the steps of the air suspension zone differentiation control method as described in any of the preceding claims.

[0062] The present invention also provides a vehicle including the above-described electronic equipment.

[0063] The air suspension zone differentiation control device provided in the above embodiments can realize the technical solutions described in the above air suspension zone differentiation control method embodiments. The specific implementation principles of each module or unit can be found in the corresponding content in the above air suspension zone differentiation control method embodiments, which will not be repeated here.

[0064] like Figure 4 As shown, the present invention also provides an electronic device 400. The electronic device 400 includes a processor 401, a memory 402, and a display 403. Figure 4 Only some components of the electronic device 400 are shown, but it should be understood that it is not required to implement all the components shown, and more or fewer components may be implemented instead.

[0065] In some embodiments, memory 402 may be an internal storage unit of electronic device 400, such as a hard disk or memory of electronic device 400. In other embodiments, memory 402 may also be an external storage device of electronic device 400, such as a plug-in hard disk, smart media card (SMC), secure digital (SD) card, flash card, etc. equipped on electronic device 400.

[0066] Furthermore, the memory 402 may include both internal storage units of the electronic device 400 and external storage devices. The memory 402 is used to store application software and various types of data installed on the electronic device 400.

[0067] In some embodiments, processor 401 may be a central processing unit (CPU), microprocessor, or other data processing chip, used to run program code stored in memory 402 or process data, such as the air suspension zone differentiation control method of the present invention.

[0068] In some embodiments, display 403 may be an LED display, a liquid crystal display, a touch-sensitive liquid crystal display, or an OLED (Organic Light-Emitting Diode) touchscreen. Display 403 is used to display information from electronic device 400 and to display a visual user interface. Components 401-403 of electronic device 400 communicate with each other via a system bus.

[0069] In some embodiments of the present invention, when the processor 401 executes the air suspension partition differentiation control program in the memory 402, the following steps can be implemented: Based on the vehicle's current longitudinal speed and the preset advance time, determine the trigger distance for the forward curve. When the distance from the vehicle to the center of the curve ahead is less than the curve ahead pre-aiming trigger distance, the curvature of the curve ahead is determined, and based on the current longitudinal speed of the vehicle and the curvature of the curve ahead, the curve lateral load transfer characteristic quantity is determined to characterize the degree of outward displacement of the vehicle body and load transfer during the curve. When the vehicle is traveling in the middle of a curve, the suspension is adjusted in sections based on the curve lateral load transfer characteristics and the preset section ratio coefficients of the outer and inner suspensions.

[0070] It should be understood that when the processor 401 executes the air suspension partition differentiation control program in the memory 402, in addition to the functions mentioned above, it can also perform other functions, as can be found in the description of the corresponding method embodiments above.

[0071] Furthermore, the embodiments of the present invention do not specifically limit the type of electronic device 400 mentioned. Electronic device 400 can be a mobile phone, tablet computer, personal digital assistant (PDA), wearable device, laptop computer, or other portable electronic device. Exemplary embodiments of portable electronic devices include, but are not limited to, portable electronic devices running iOS, Android, Microsoft, or other operating systems. The aforementioned portable electronic device can also be other portable electronic devices, such as a laptop computer with a touch-sensitive surface (e.g., a touch panel). It should also be understood that in some other embodiments of the present invention, electronic device 400 may not be a portable electronic device, but rather a desktop computer with a touch-sensitive surface (e.g., a touch panel).

[0072] In another aspect, the present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, is implemented to perform the air suspension zone differentiation control method provided by the methods described above, the method comprising: Based on the vehicle's current longitudinal speed and the preset advance time, determine the trigger distance for the forward curve. When the distance from the vehicle to the center of the curve ahead is less than the curve ahead pre-aiming trigger distance, the curvature of the curve ahead is determined, and based on the current longitudinal speed of the vehicle and the curvature of the curve ahead, the curve lateral load transfer characteristic quantity is determined to characterize the degree of outward displacement of the vehicle body and load transfer during the curve. When the vehicle is traveling in the middle of a curve, the suspension is adjusted in sections based on the curve lateral load transfer characteristics and the preset section ratio coefficients of the outer and inner suspensions.

[0073] Those skilled in the art will understand that all or part of the processes of the methods described in the above embodiments can be implemented by a computer program instructing related hardware, and the program can be stored in a computer-readable storage medium. The computer-readable storage medium may be a disk, optical disk, read-only memory, or random access memory, etc.

[0074] The above provides a detailed description of the air suspension zone differential control method, device, electronic equipment, and vehicle provided by the present invention. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of the present invention. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A method for differentiated control of air suspension zones, characterized in that, include: Based on the vehicle's current longitudinal speed and the preset advance time, determine the trigger distance for the forward curve. When the distance from the vehicle to the center of the curve ahead is less than the curve ahead pre-aiming trigger distance, the curvature of the curve ahead is determined, and based on the current longitudinal speed of the vehicle and the curvature of the curve ahead, the curve lateral load transfer characteristic quantity is determined to characterize the degree of outward displacement of the vehicle body and load transfer during the curve. When the vehicle is traveling in the middle of a curve, the suspension is adjusted in sections based on the curve lateral load transfer characteristics and the preset section ratio coefficients of the outer and inner suspensions.

2. The air suspension zone-differentiated control method according to claim 1, characterized in that, Based on the curve lateral load transfer characteristics and the preset zoning ratio coefficients for the outer and inner suspensions, the suspension is adjusted in zones, including: The outer suspension stiffness correction amount is determined based on the product of the curve lateral load transfer characteristic amount and the preset outer suspension partition ratio coefficient. The inner suspension stiffness correction amount is determined based on the product of the curve lateral load transfer characteristic amount and the preset inner suspension partition ratio coefficient. Based on the outer suspension stiffness correction amount and the inner suspension stiffness correction amount, the suspension is adjusted in zones.

3. The air suspension zone-differentiated control method according to claim 2, characterized in that, The outer suspension partition ratio coefficient is greater than the inner suspension partition ratio coefficient.

4. The air suspension zone-differentiated control method according to claim 1, characterized in that, Based on the vehicle's current longitudinal speed and the preset advance warning time, determine the aiming trigger distance for the upcoming curve, including: The forward curve aiming trigger distance is obtained by multiplying the vehicle's current longitudinal speed by the preset prediction advance time.

5. The air suspension zone-differentiated control method according to claim 1, characterized in that, Determine the curvature of the curve ahead, including: The system acquires an image of the front of the vehicle captured by the vehicle's camera and fuses the image with a preset map to obtain the radius of curvature of the curve ahead. The curvature of the forward curve is determined based on the reciprocal of the radius of curvature of the forward curve.

6. The air suspension zone-differentiated control method according to claim 1, characterized in that, The formula for calculating the characteristic quantity of lateral load transfer in the curve is as follows: in, D This is a characteristic quantity of lateral load transfer in curves. K The curvature of the curve ahead. v The current longitudinal speed of the vehicle. η This is the preset passenger load correction factor.

7. The air suspension zone-differentiated control method according to any one of claims 1-6, characterized in that, Also includes: Before the vehicle enters the curve, set the corresponding suspension coefficient according to the curvature of the curve ahead; When the vehicle is driving on the exit of a curve, the suspension coefficient is gradually adjusted towards the set conventional reference value.

8. An air suspension zone-differentiated control device, characterized in that, include: The anti-aiming trigger distance calculation module is used to determine the anti-aiming trigger distance of the curve ahead based on the vehicle's current longitudinal speed and the preset anti-prediction advance time. The load transfer characteristic calculation module is used to determine the curvature of the curve ahead when the distance from the vehicle to the center of the curve ahead is less than the pre-aiming trigger distance of the curve ahead, and to determine the curve lateral load transfer characteristic quantity, which characterizes the outward offset of the vehicle body and the degree of load transfer, based on the current longitudinal speed of the vehicle and the curvature of the curve ahead. The suspension zone adjustment module is used to adjust the suspension in zones based on the lateral load transfer characteristics of the curve and the preset zone ratio coefficients of the outer and inner suspensions when the vehicle is driving in the middle section of a curve.

9. An electronic device, characterized in that, Including memory and processor, among which, The memory is used to store programs; The processor, coupled to the memory, is configured to execute the program stored in the memory to implement the steps of the air suspension zone differential control method as described in any one of claims 1 to 7.

10. A vehicle, characterized in that, Includes the electronic device as described in claim 9.

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