A method and system for adjusting the height of a commercial vehicle cab

Abstract

The application relates to a cab height adjusting method for a commercial vehicle, which comprises the following steps: acquiring the real-time telescopic amount of a lifting oil cylinder of a cab through a displacement sensor installed on the lifting oil cylinder, acquiring the real-time included angle between the axis of the lifting oil cylinder and a horizontal plane through an inclination sensor installed on the lifting oil cylinder; calculating the height variation amount of the cab relative to a chassis based on the real-time telescopic amount and the real-time included angle, and calculating the height pressure adjusting amount of four air bags based on the height variation amount. The displacement sensor and the inclination sensor are integrated on the original lifting oil cylinder, so that the cab height information can be indirectly acquired, a special height sensor does not need to be additionally arranged, the number of sensors and the wire harness arrangement are reduced, the system hardware cost and the installation complexity are reduced, the active electric control adjustment of the cab posture can be realized without greatly reforming the whole vehicle framework, the system integration degree is high, and the application is easy to popularize and apply on the existing vehicle platform.

Description

Technical Field

[0001] This invention relates to the field of cab height adjustment technology, specifically to a method and system for adjusting the cab height of a commercial vehicle. Background Technology

[0002] Commercial vehicle cabs are connected to the chassis via a suspension system, which typically includes components such as airbags, shock absorbers, and height control valves. This system supports the cab and isolates vibrations from the road surface. The cab's spatial posture (including height and level) directly affects the vehicle's roll stability, handling stability, and driving comfort. Therefore, precise control of the cab's posture is an important issue in the design and tuning of commercial vehicles.

[0003] Currently, commercial vehicle cab attitude adjustment mainly relies on integrating height valves with air spring dampers, or using electronic control strategies to make the dampers adaptively adjust. Other solutions use inertial measurement units to detect the cab attitude angle and control the damper damping coefficients or airbag pressure at four suspension points to achieve attitude adjustment. These solutions improve the control accuracy of cab attitude to some extent. However, existing electronic control solutions usually require additional dedicated height sensors (such as vehicle height sensors) to obtain cab height information, increasing system cost and installation complexity. Furthermore, some solutions only focus on the stability of the cab's horizontal attitude, neglecting height control. Secondly, while some solutions involve height adjustment, height control and attitude control are independent, failing to achieve synchronous and decoupled adjustment. Therefore, there is an urgent need for a commercial vehicle cab attitude adjustment solution that can achieve coordinated height and attitude control while reducing system complexity and hardware costs to address these shortcomings. Summary of the Invention

[0004] This application provides a method and system for adjusting the height of a commercial vehicle cab. It can reuse the existing lifting cylinder of the cab as a height sensing mechanism and work with an inertial measurement unit to achieve dual-channel coordinated control of height and attitude. It can achieve synchronous and precise adjustment of the cab height and horizontal attitude without the need for a new dedicated height sensor.

[0005] In a first aspect, embodiments of this application provide a method for adjusting the height of a commercial vehicle cab, comprising the following steps: The real-time extension and retraction of the lifting cylinder is obtained by a displacement sensor installed in the cab, and the real-time angle between the axis of the lifting cylinder and the horizontal plane is obtained by an angle sensor installed in the lifting cylinder. The height change of the cab relative to the chassis is calculated based on the real-time extension and contraction amount and the real-time included angle, and the height pressure adjustment of the four airbags is calculated based on the height change. The real-time pitch and roll angle data of the cab are acquired, and the horizontal pressure compensation of each of the four airbags is calculated based on the pitch and roll angle data. The height pressure adjustment amount of the four airbags is superimposed with the corresponding horizontal pressure compensation amount to generate the air pressure control amount of the four airbags. Based on the air pressure control amount, a final pressure control command is generated to control the inflation and deflation of the four airbags to synchronously adjust the height and horizontal attitude of the cab.

[0006] In conjunction with the first aspect, in one embodiment, the change in height of the cab relative to the chassis is calculated using trigonometric relationships.

[0007] In conjunction with the first aspect, in one implementation, the altitude pressure adjustment of the four airbags is calculated based on the altitude change, specifically using the following formula: ; The equivalent stiffness coefficient of the airbag is obtained through bench calibration of the airbag. This represents the change in altitude.

[0008] In conjunction with the first aspect, in one implementation, the horizontal pressure compensation amount for each of the four airbags is calculated based on the pitch angle data and roll angle data, specifically including: The pitch and roll angle data are calculated into height adjustment amounts for the four airbag positions through geometric projection, and then the height adjustment amounts are mapped into horizontal pressure compensation amounts according to the preset height-pressure mapping relationship of each airbag.

[0009] In conjunction with the first aspect, in one embodiment, the geometric projection is calculated according to the following formula: ; ; ; ; ; ; in, The lateral distance between the two front axle airbags. L represents the lateral distance between the two rear airbags, and L represents the longitudinal distance from the front axle to the rear axle. This is the longitudinal distance from the geometric center of the four airbags to the axis of the front axle airbag. It is the longitudinal distance from the geometric center of the four airbags to the axis of the rear axle airbag.

[0010] In conjunction with the first aspect, in one implementation, the preset height-pressure mapping relationship is expressed by the following formula: ; in, This refers to the height adjustment amount for each airbag position. The pressure-to-altitude conversion coefficient for each airbag was obtained through bench calibration. This is the horizontal pressure compensation amount for each airbag.

[0011] Secondly, embodiments of this application provide a system based on a method for adjusting the height of a commercial vehicle cab, characterized in that it includes: The data acquisition module is used to acquire the real-time extension and retraction of the lifting cylinder, the real-time angle between the axis of the lifting cylinder and the horizontal plane, and the real-time pitch angle and roll angle data of the cab. The processing module is used to calculate the height change of the cab relative to the chassis based on the real-time extension and contraction amount and the real-time included angle; calculate the height pressure adjustment amount of the four airbags based on the height change amount; calculate the horizontal pressure compensation amount of each of the four airbags based on the pitch angle data and roll angle data; and superimpose the height pressure adjustment amount of the four airbags with the corresponding horizontal pressure compensation amount to generate the air pressure control amount of the four airbags. Based on the air pressure control amount, a final pressure control command is generated to control the inflation and deflation of the four airbags to synchronously adjust the height and horizontal attitude of the cab.

[0012] In conjunction with the second aspect, in one implementation, the data acquisition module includes: Displacement sensor: It is installed on the lifting cylinder in the cab and is used to obtain the real-time extension and retraction of the lifting cylinder; Tilt sensor: It is installed on the lifting cylinder in the cab and is used to obtain the real-time angle between the lifting cylinder axis and the horizontal plane; An inertial measurement unit (IMU) is installed on the rigid structure of the cab at the intersection of the diagonals of the isosceles trapezoid formed by the front and rear airbags. It is used to acquire real-time pitch and roll angle data of the cab.

[0013] Thirdly, embodiments of this application provide a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements a method for adjusting the height of a commercial vehicle cab.

[0014] Fourthly, embodiments of this application provide a computer program product, including computer program instructions, which, when executed by a processor, implement a method for adjusting the height of a commercial vehicle cab.

[0015] The beneficial effects of the technical solutions provided in this application include: 1. This invention reuses the existing lifting cylinder of the cab as a height sensing mechanism. It integrates displacement and tilt sensors on the original lifting cylinder to indirectly obtain the cab height information. There is no need to install additional dedicated height sensors, which reduces the number of sensors and wiring harness layout, lowers the system hardware cost and installation complexity, and enables active electronic control adjustment of the cab attitude without major modifications to the overall vehicle architecture. The system has a high degree of integration and is easy to promote and apply on existing vehicle platforms.

[0016] 2. This invention calculates the height pressure adjustment amount based on the spatial attitude feedback of the lifting cylinder, and calculates the horizontal pressure compensation amount of each airbag based on the feedback of the inertial measurement unit. The two are superimposed to generate the final control command for each airbag. The height adjustment and attitude adjustment are completed synchronously using the same control process without interfering with each other. This ensures that no additional attitude deviation is introduced during the height adjustment process, and that the overall height is not affected during the attitude adjustment process, thus achieving synchronous and decoupled control of the two.

[0017] 3. By introducing geometric parameters such as the lateral spacing between the two airbags on the front axle, the lateral spacing between the two airbags on the rear axle, and the longitudinal distance from the front axle to the rear axle, this invention incorporates the isosceles trapezoidal layout of the four airbags in the cab into the attitude calculation model. Compared with the traditional solution of simplifying the four airbags into a rectangular layout, this is more in line with the actual physical structure of the commercial vehicle cab suspension, and improves the accuracy and adaptability of pitch and roll attitude adjustment. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this application, 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 this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of the main steps of the present invention; Figure 2 This is a schematic diagram of the calculation process for the main air pressure control quantities in this invention. Detailed Implementation

[0020] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0021] Example 1: Embodiment 1 of this application provides a system for adjusting the height of a commercial vehicle cab, comprising: Data acquisition module: Specifically, it includes a displacement sensor, a tilt sensor, and an inertial measurement unit, wherein: Displacement sensor: Installed on the lifting cylinder in the cab, specifically on the piston rod of the lifting cylinder, it is used to obtain the real-time extension and retraction of the lifting cylinder. ; Tilt sensor: Installed on the cylinder body of the lifting cylinder, used to obtain the real-time angle between the axis of the lifting cylinder and the horizontal plane. ; Inertial Measurement Unit (IMU): Mounted on the rigid structure of the cab, specifically on the vertical line at the intersection of the diagonals of the isosceles trapezoid formed by the front and rear airbags of the cab. This location is the geometric center of the cab's pitch and roll movements, accurately reflecting the cab's attitude changes. It is used to acquire the cab's pitch angle data in real time. with roll angle data ; Processing module: Specifically, it is a central processing unit (ECU), which is connected to the displacement sensor, tilt sensor and inertial measurement unit respectively, and is used to receive sensor data, execute the height adjustment method of this application and generate the final pressure control command for each airbag; The system also includes four airbags and corresponding solenoid valves. Each solenoid valve is connected to the central processing unit to receive the final pressure control command and control the inflation and deflation of the corresponding airbag.

[0022] Example 2: Based on the hardware setup of Embodiment 1 above, Embodiment 2 provides a method for adjusting the height of a commercial vehicle cab. Please refer to [link / reference]. Figure 1 and Figure 2 Specifically, it includes the following steps: S1. The real-time extension and retraction of the lifting cylinder is obtained by a displacement sensor installed in the lifting cylinder of the cab, and the real-time angle between the axis of the lifting cylinder and the horizontal plane is obtained by an inclination sensor installed in the lifting cylinder. Among them, real-time scaling The real-time angle between the lifting cylinder axis and the horizontal plane is obtained through a displacement sensor. Acquired via tilt sensor.

[0023] S2. Calculate the height change of the cab relative to the chassis based on the real-time extension and contraction amount and the real-time included angle, and calculate the height pressure adjustment of the four airbags based on the height change. S201: Calculation of height change; The central processing unit receives real-time scaling data. and real-time angle Then, the change in height of the cab relative to the chassis is calculated based on trigonometric relationships. ; Because the lifting cylinder is arranged at an angle, its extension / retraction range It is not directly equal to the change in the vertical height of the cab, but rather requires consideration of the angle between the cylinder axis and the horizontal plane. The conversion is performed using the following formula: ; In this embodiment, because the lifting cylinder has a left-right lateral sway angle when it moves with the cab, the maximum sway angle is about 3° and the maximum floating stroke of the lifting cylinder is about 50mm. The resulting height measurement error is 50-50×cos3°≈0.07mm. This error is negligible for cab height adjustment. Therefore, the above two-dimensional trigonometric relationship can meet the engineering accuracy requirements, and there is no need to arrange a dedicated height sensor. This reduces the number of sensors and wiring harness arrangement, and lowers the system hardware cost and installation complexity.

[0024] S202: Calculation of height pressure adjustment for the four airbags; Central processing unit based on height variation Calculate the height pressure adjustment of the four airbags. ; In this embodiment, the altitude pressure adjustment amount is calculated using the following formula: ; is the equivalent stiffness coefficient of the airbag, in kPa / mm; equivalent stiffness coefficient The results were obtained through bench calibration experiments. Specifically, under calibration conditions, the airbag was stretched / depressed at the maximum acceleration within the design range, and the transient air pressure values ​​corresponding to different airbag heights were recorded to generate a "height-air pressure" characteristic curve. The equivalent stiffness coefficient within that height range was obtained by differentiating this curve near the operating point. ,when When >0, When positive, all four airbags deflate simultaneously to lower the driver's cab; when... When <0, If the airbags are inflated, all four airbags will inflate simultaneously to lift the cab.

[0025] S3. Obtain real-time pitch and roll angle data of the cab, and calculate the horizontal pressure compensation of each of the four airbags based on the pitch and roll angle data. Pitch angle data of the cab with roll angle data Acquired through an inertial measurement unit; S301: Calculation of horizontal pressure compensation for each of the four airbags; The central processing unit receives the pitch angle feedback from the inertial measurement unit. with roll angle data Then, the height adjustment amount for the four airbag positions is first calculated using geometric projection. Then, based on the preset height-pressure mapping relationship of each airbag, the height adjustment amount is mapped to the horizontal pressure compensation amount. ; Specifically, geometric projection calculation: Because the left and right mounting distances of the front and rear airbags in the cab may differ, the center points of the four airbags form an isosceles trapezoid rather than a rectangle. Let the lateral distance between the two front axle airbags be... (Isosceles trapezoidal upper base), the lateral distance between the two rear axle airbags is (The lower base of the isosceles trapezoid), the longitudinal distance from the front axle to the rear axle is L (the height of the isosceles trapezoid), then the longitudinal distance from the geometric center of the four airbags (i.e., the intersection of the diagonals of the isosceles trapezoid) to the axis of the front axle airbag is... and longitudinal distance to the rear axle airbag axis They are respectively: ; ; Based on the above geometric parameters, the height adjustment amount for the four airbag positions is calculated using the following formula: ; ; ; ; in, , , , These represent the height adjustment amounts for the left front, right front, left rear, and right rear airbags, respectively. A positive value indicates that the airbag needs to be deflated to lower the position, while a negative value indicates that it needs to be inflated to raise the position. Understandably, based on the vehicle layout, when = hour, = = L / 2, the above formula automatically degenerates into the geometric relationship of a rectangular layout; As a specific example, the pitch angle data in the formula With the cab tilted forward as positive, the roll angle data With the cab tilted to the left as positive, when tilted forward ( >0), the front axle airbags inflate to raise the cab; the rear axle airbags deflate to lower the cab, thereby leveling the cab that has been tilted forward. When leaning to the left ( >0), the left suspension airbag inflates to raise the cab; the right suspension airbag deflates to lower the cab, thereby leveling the cab that is tilted to the left; Obtain the height adjustment amount of each airbag , , , Then, based on the preset height-pressure mapping relationship of each airbag, it is converted into a pressure compensation amount. ; As a specific example, the mapping relationship is as follows: ; Specifically, it can be elaborated as follows: ; ; ; ; in, , , , The pressure-height conversion coefficients for the left front, right front, left rear, and right rear airbags were obtained through bench calibration. As a preferred embodiment, the pressure-altitude conversion factor Calibration method and equivalent stiffness coefficient Similarly, when the characteristics of each airbag are consistent. The same value can be used; however, when each airbag has different characteristics due to differences in position and load, Calibrate separately; Understandably, the mapping relationship can also be implemented using a lookup table method. The system pre-stores the height-pressure calibration table for each airbag, and the central processing unit obtains the pressure compensation amount corresponding to each airbag through lookup table and linear interpolation, which can be adjusted according to actual needs.

[0026] S4. The height pressure adjustment amount of the four airbags is superimposed with the corresponding horizontal pressure compensation amount to generate the air pressure control amount of the four airbags. Based on the air pressure control amount, the final pressure control command is generated to control the inflation and deflation of the four airbags to synchronously adjust the height and horizontal attitude of the cab.

[0027] The central processing unit superimposes the height pressure adjustment of the four airbags with the corresponding horizontal pressure compensation to generate the air pressure control of the four airbags, and generates the final pressure control command based on the air pressure control. The air pressure control amount for each airbag is calculated using the following formula: ; in, This is the base pressure for each airbag, which is determined by the vehicle's current load.

[0028] The central processing unit sends the final pressure control command to the solenoid valves corresponding to the four airbags, controlling the four airbags to inflate and deflate in a differentiated manner. when > When the solenoid valve opens the inflation valve, it inflates the airbag; when < When the solenoid valve opens the deflation valve, the airbag deflates; when At this time, the solenoid valve remains closed, and the airbag pressure remains constant; The four airbags simultaneously execute their respective control commands to synchronously adjust the height and level of the cab.

[0029] The commercial vehicle cab height adjustment method provided in this application can be widely applied to various commercial vehicle cabs equipped with air suspension systems. This system makes full use of the existing structure of commercial vehicles (lifting cylinders, airbags, air supply systems), and only requires the addition of displacement sensors and tilt sensors. It has small hardware modifications, low cost, strong adaptability, and good prospects for industrial promotion and application.

[0030] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. For those skilled in the art, the present invention can have various modifications and variations. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

[0031] Example 3: Based on the above embodiments one and two, embodiment three of this application provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the commercial vehicle cab height adjustment method as described in embodiment two.

[0032] Computer-readable storage media can be any tangible medium that contains or stores computer programs, including but not limited to: USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks or optical disks, and other media capable of storing program code; Those skilled in the art will understand that all or part of the steps of the above embodiment two can be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when the program is executed, it can include the steps of the above method embodiments. In practical applications, this computer-readable storage medium can be used in the vehicle controller of commercial vehicles. When a commercial vehicle leaves the factory, the computer program implementing the method of Embodiment 2 can be burned into the storage chip of the vehicle ECU; alternatively, during vehicle use, the computer program can be written into the vehicle controller via OTA remote upgrade to upgrade the functions of the existing vehicle.

[0033] Example 4: Based on the above embodiments one and two, this application provides a computer program product in embodiment four, including computer program instructions, which, when executed by a processor, implement the commercial vehicle cab height adjustment method as in embodiment two. The computer program product can be directly loaded into the existing ECU processor of commercial vehicles and run without modifying the vehicle hardware. When the processor executes the computer program instructions, it reads the detection data from the displacement sensor, tilt sensor and inertial measurement unit through signal connection, performs calculations according to the steps of Example 2 and outputs control instructions to control the operation of each airbag solenoid valve; The computer program product provided in this embodiment can exist independently of the hardware. Commercial vehicle manufacturers or dealers can push the program instructions to vehicles in transit through OTA remote upgrades, so that existing vehicles that have not pre-installed the program can also obtain the functions of this invention through software upgrades. It has strong applicability and commercial value.

[0034] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0035] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0036] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A method for adjusting the height of a commercial vehicle cab, characterized in that, Includes the following steps: The real-time extension and retraction of the lifting cylinder is obtained by a displacement sensor installed in the cab, and the real-time angle between the axis of the lifting cylinder and the horizontal plane is obtained by an angle sensor installed in the lifting cylinder. The height change of the cab relative to the chassis is calculated based on the real-time extension and contraction amount and the real-time included angle, and the height pressure adjustment of the four airbags is calculated based on the height change. The real-time pitch and roll angle data of the cab are acquired, and the horizontal pressure compensation of each of the four airbags is calculated based on the pitch and roll angle data. The height pressure adjustment amount of the four airbags is superimposed with the corresponding horizontal pressure compensation amount to generate the air pressure control amount of the four airbags. Based on the air pressure control amount, a final pressure control command is generated to control the inflation and deflation of the four airbags to synchronously adjust the height and horizontal attitude of the cab.

2. The method for adjusting the height of a commercial vehicle cab according to claim 1, characterized in that, The change in height of the cab relative to the chassis is calculated using trigonometric relationships.

3. The method for adjusting the height of a commercial vehicle cab according to claim 1, characterized in that, The altitude pressure adjustment of the four airbags is calculated based on the altitude change, specifically using the following formula: ； The equivalent stiffness coefficient of the airbag is obtained through bench calibration of the airbag. This represents the change in altitude.

4. The method for adjusting the height of a commercial vehicle cab according to claim 1, characterized in that, The horizontal pressure compensation for each of the four airbags is calculated based on the pitch and roll angle data, specifically including: The pitch and roll angle data are calculated into height adjustment amounts for the four airbag positions through geometric projection, and then the height adjustment amounts are mapped into horizontal pressure compensation amounts according to the preset height-pressure mapping relationship of each airbag.

5. The method for adjusting the height of a commercial vehicle cab according to claim 4, characterized in that, The geometric projection is calculated according to the following formula: ； ； ； ; ; ; in, The lateral distance between the two front axle airbags. L represents the lateral distance between the two rear airbags, and L represents the longitudinal distance from the front axle to the rear axle. This is the longitudinal distance from the geometric center of the four airbags to the axis of the front axle airbag. It is the longitudinal distance from the geometric center of the four airbags to the axis of the rear axle airbag.

6. The method for adjusting the height of a commercial vehicle cab according to claim 4, characterized in that, The preset height-pressure mapping relationship is expressed by the following formula: ； in, This refers to the height adjustment amount for each airbag position. The pressure-to-altitude conversion coefficient for each airbag was obtained through bench calibration. This is the horizontal pressure compensation amount for each airbag.

7. A system based on the commercial vehicle cab height adjustment method of claim 1, characterized in that, include: The data acquisition module is used to acquire the real-time extension and retraction of the lifting cylinder, the real-time angle between the axis of the lifting cylinder and the horizontal plane, and the real-time pitch angle and roll angle data of the cab. The processing module is used to calculate the height change of the cab relative to the chassis based on the real-time extension and contraction amount and the real-time included angle; calculate the height pressure adjustment amount of the four airbags based on the height change amount; calculate the horizontal pressure compensation amount of each of the four airbags based on the pitch angle data and roll angle data; and superimpose the height pressure adjustment amount of the four airbags with the corresponding horizontal pressure compensation amount to generate the air pressure control amount of the four airbags. Based on the air pressure control amount, a final pressure control command is generated to control the inflation and deflation of the four airbags to synchronously adjust the height and horizontal attitude of the cab.

8. The system of the commercial vehicle cab height adjustment method according to claim 7, characterized in that, The data acquisition module includes: Displacement sensor: It is installed on the lifting cylinder in the cab and is used to obtain the real-time extension and retraction of the lifting cylinder; Tilt sensor: It is installed on the lifting cylinder in the cab and is used to obtain the real-time angle between the lifting cylinder axis and the horizontal plane; An inertial measurement unit (IMU) is installed on the rigid structure of the cab at the intersection of the diagonals of the isosceles trapezoid formed by the front and rear airbags. It is used to acquire real-time pitch and roll angle data of the cab.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the commercial vehicle cab height adjustment method as described in claim 1.

10. A computer program product, characterized in that, It includes computer program instructions that, when executed by a processor, implement the commercial vehicle cab height adjustment method as described in claim 1.

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