Air suspension control system and vehicle

Abstract

The utility model provides an air suspension control system and a vehicle, which relate to the technical field of automobile control. The system comprises an air storage tank, a normally open solenoid valve, a first three-way valve, a first height valve, a second height valve, a second three-way valve, a third three-way valve, a first normally closed solenoid valve, a second normally closed solenoid valve, a first airbag, a second airbag and a relay, wherein the air storage tank is connected to the first airbag via the normally open solenoid valve, the first three-way valve, the first height valve and the second three-way valve in sequence, the air storage tank is connected to the second airbag via the normally open solenoid valve, the second three-way valve, the second height valve and the third three-way valve in sequence, the first airbag is also connected to the atmosphere via another port of the second three-way valve and the first normally closed solenoid valve, the second airbag is also connected to the atmosphere via another port of the third three-way valve and the second normally closed solenoid valve, this structure provides hardware support for realizing a door linkage front kneeling function, and the cost is lower than that of an ECAS system.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile control, in particular to an air suspension control system and a vehicle. Background Art

[0002] The air suspension of a car is an advanced suspension system that uses air springs instead of traditional steel coil springs as elastic elements. The air suspension system is mainly composed of control computers, air compressors, air tanks, pneumatic front and rear shock absorbers, and air distributors. The working principle of the air suspension is to form compressed air through the air compressor and send the compressed air to the air chambers of the springs and shock absorbers to change the height of the vehicle. There are ground distance sensors near the front and rear wheels. According to the output signal of the ground distance sensor, the driving computer will determine the change in the height of the vehicle body, and then control the air compressor and the exhaust valve to automatically compress or extend the spring, thereby reducing or increasing the ground clearance of the chassis to increase the stability of the high-speed vehicle body or the passability of complex road conditions.

[0003] The existing mainstream suspension systems include mechanical air suspension control systems and electronically controlled air suspension control systems (Electronic-controlled Air Suspension, ECAS for short).

[0004] Mechanical air suspension control system: uses a mechanical height valve, that is, the opening of the height valve is used to adjust the inflation and deflation of the airbag, thereby maintaining a constant driving height of the vehicle. However, this solution can only keep the vehicle height stable, and cannot achieve the door-linked front kneeling function, so it is necessary to consider designing and developing this function on this basis.

[0005] Electronically controlled air suspension control system: mainly composed of electronic control unit (ECU), solenoid valve, height sensor, airbag and other components. Its basic working principle is that the height sensor is responsible for detecting the change of vehicle height (the distance between the frame and the axle) and transmitting this information to the ECU. In addition to the height information, the ECU also receives other input information, such as vehicle speed information, brake information, door information and air supply pressure information, etc. Then the ECU integrates all the input information, judges the current vehicle status according to its internal control logic, and stimulates the solenoid valve to work, and the solenoid valve realizes the inflation and deflation adjustment of each airbag.

[0006] The current mainstream air suspension control solution in the market is the electronically controlled air suspension control system, which can realize manual lifting, automatic lifting, lifting at a predetermined position, door-linked front kneeling and one-button reset functions through the controller. However, due to the complex structure and high cost of the system, most OEMs do not need to have all ECAS functions during the development process. Therefore, based on this demand, they only independently design it based on the mechanical air suspension control system, retaining the body height constant function of the mechanical air suspension system, and realizing the door-linked front kneeling function on this basis. The basic solution is that the solenoid valve and relay form the actuator, which is hard-wired to the VCU. The VCU sends the relay disconnection and attraction instructions through logical judgment, thereby controlling the opening and closing of the solenoid valve for exhaust, thereby achieving the door-linked front kneeling function.

[0007] The electronically controlled air suspension system is fully functional, and can realize manual lifting, automatic lifting, predetermined position lifting, door linkage front kneeling and one-button reset functions through the controller. However, in actual application, most functions are not very practical and customer demand is not high. Currently, only the vehicle height is required to be kept constant and the door linkage front kneeling function is required. The ECAS system is mainly composed of ECAS electronic control unit, solenoid valve, height sensor, airbag and other components. Compared with the mechanical air suspension control system, the cost of components such as electronic control unit, solenoid valve, height sensor, etc. is relatively high, which greatly increases the development cost. Utility Model Content

[0008] In view of this, an embodiment of the utility model provides an air suspension control system and a vehicle, so as to provide a low-cost air suspension control system capable of realizing the door-linked front kneeling function.

[0009] To achieve the above purpose, the present invention provides the following technical solutions:

[0010] An air suspension control system, comprising:

[0011] gas tank;

[0012] A normally open solenoid valve, wherein a first port of the normally open solenoid valve is connected to a gas storage tank;

[0013] a first three-way valve, wherein a first port of the first three-way valve is connected to a second port of the normally open solenoid valve;

[0014] a first height valve, wherein a first port of the first height valve is connected to a second port of the first three-way valve;

[0015] a second height valve, wherein a first port of the second height valve is connected to a third port of the first three-way valve;

[0016] a second three-way valve, wherein a first port of the second three-way valve is connected to a second port of the first height valve;

[0017] a third three-way valve, wherein a first port of the third three-way valve is connected to a second port of the second height valve;

[0018] a first normally closed solenoid valve, wherein a first port of the first normally closed solenoid valve is connected to a second port of the second three-way valve, and a second port of the first normally closed solenoid valve is connected to the atmosphere;

[0019] a second normally closed solenoid valve, wherein a first port of the second normally closed solenoid valve is connected to a second port of the third three-way valve, and a second port of the second normally closed solenoid valve is connected to the atmosphere;

[0020] a first airbag connected to a third port of the second three-way valve;

[0021] a second airbag connected to a third port of the third three-way valve;

[0022] A relay, wherein the output end of the relay is connected to the control ends of the normally open solenoid valve, the first normally closed solenoid valve and the second normally closed solenoid valve, the control signal input end of the relay is connected to the vehicle controller, and the relay is used to control the conduction state of the normally open solenoid valve, the first normally closed solenoid valve and the second normally closed solenoid valve.

[0023] Optionally, the above air suspension control system further includes:

[0024] a first one-way valve disposed between the first height valve and the second three-way valve;

[0025] A second one-way valve is disposed between the second height valve and the third three-way valve.

[0026] Optionally, the above air suspension control system further includes:

[0027] A pressure relief valve is provided on the first airbag and the second airbag.

[0028] Optionally, the above air suspension control system further includes:

[0029] An air pressure sensor is arranged in the first airbag and the second airbag, and an output end of the air pressure sensor is connected to the vehicle controller.

[0030] A car is provided with any one of the air suspension control systems described above.

[0031] Based on the above technical solution, the air suspension control system provided by the embodiment of the utility model includes an air tank, a normally open solenoid valve, a first three-way valve, a first height valve, a second height valve, a second three-way valve, a third three-way valve, a first normally closed solenoid valve, a second normally closed solenoid valve, a first airbag, a second airbag and a relay, wherein the first port of the normally open solenoid valve is connected to the air tank; the first port of the first three-way valve is connected to the second port of the normally open solenoid valve; the first port of the first height valve is connected to the second port of the first three-way valve; the first port of the second height valve is connected to the third port of the first three-way valve; the first port of the second three-way valve is connected to the second port of the first height valve; the first port of the third three-way valve is connected to the second The first port of the first normally closed solenoid valve is connected to the second port of the second three-way valve, and the second port of the first normally closed solenoid valve is connected to the atmosphere; the first port of the second normally closed solenoid valve is connected to the second port of the third three-way valve, and the second port of the second normally closed solenoid valve is connected to the atmosphere; the first airbag is connected to the third port of the second three-way valve; the second airbag is connected to the third port of the third three-way valve; the output end of the relay is connected to the control end of the normally open solenoid valve, the first normally closed solenoid valve and the second normally closed solenoid valve, and the control signal input end of the relay is connected to the vehicle controller, and the relay is used to control the conduction state of the normally open solenoid valve, the first normally closed solenoid valve and the second normally closed solenoid valve. This structure provides hardware support for realizing the door linkage front kneeling function, and the cost is lower than that of the ECAS system. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings in the following description are only embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0033] Figure 1 It is a structural schematic diagram of a mechanical suspension system in the prior art;

[0034] Figure 2 It is a structural diagram of an ECAS system in the prior art;

[0035] Figure 3 A schematic diagram of the structure of an air suspension control system disclosed in an embodiment of the present application;

[0036] Figure 4 A schematic flow chart of the air suspension control method disclosed in the embodiment of the present application;

[0037] Figure 5 This is a scenario diagram of the control relay of the vehicle controller;

[0038] Figure 6 A schematic diagram of the structure of an air suspension control device disclosed in an embodiment of the present application;

[0039] Figure 7 This is a schematic diagram of the structure of an electronic device disclosed in an embodiment of the present application. DETAILED DESCRIPTION

[0040] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0041] First, some of the professional and technical terms disclosed in this application are explained:

[0042] Door-linked front kneeling function: when certain conditions are met, the door is opened, the front axle airbag is exhausted, and the overall height of the cab is lowered, making it easier for the driver to get on and off the vehicle (commonly used in vehicles with a high ground clearance, such as tractors).

[0043] VCU: VCU is the core electronic control unit for vehicle control decisions. It is generally only equipped in new energy vehicles, and traditional fuel vehicles do not need this device. VCU determines the driver's driving intention by collecting signals such as the accelerator pedal, gear position, and brake pedal; by monitoring the vehicle status (vehicle speed, temperature, etc.) information, VCU determines and processes it, and sends the vehicle's operating status control instructions to the power system and power battery system, and controls the working mode of the vehicle's accessory power system; VCU has the function of vehicle system fault diagnosis, protection, and storage.

[0044] This application plans to adopt a mechanical air suspension control system by comprehensively considering the functional and cost requirements, retaining the function of constant vehicle height, and on this basis adding solenoid valves, relays, tees and other components to independently develop a door-linked front kneeling function to meet market demand and low-cost solutions.

[0045] The traditional mechanical air suspension adjustment method is adopted, and the inflation and deflation of the air suspension airbag are adjusted through a mechanical height valve, so that the vehicle can maintain a constant driving height. On this basis, the door linkage "front kneeling" function is independently developed to achieve the same function as the electronically controlled air suspension. A normally open solenoid valve is connected to the air tank, and a three-way valve and a normally closed solenoid valve are added to the two front wheels of the vehicle respectively. The on-off control of the normally open solenoid valve and the normally closed solenoid valve is realized by driving the relay through the CAN signal, so as to achieve the purpose of opening or closing the solenoid valve, thereby realizing the inflation and deflation of the airbag. Compared with the existing electronic control scheme, the implementation cost is low.

[0046] For details, see Figure 3 The present application discloses an air suspension control system, which may include: an air tank 1, a normally open solenoid valve 2, a first three-way valve 3, a first height valve 4, a second height valve 5, a second three-way valve 6, a third three-way valve 7, a first normally closed solenoid valve 8, a second normally closed solenoid valve 9, a first airbag 10, a second airbag 11 and a relay 12.

[0047] Regarding the air tank, the vehicle-mounted air tank (usually used for compressed air storage) is usually cylindrical in shape, small in size and light in weight to meet the requirements of limited space in the car, and is generally made of stainless steel. The air tank is used to store the air compressed by the air compressor. When the vehicle passes through uneven roads and the height of the air suspension needs to be adjusted, air is directly provided, saving the time of compressing the air again. In the technical solution disclosed in the present application, the air tank corresponding to the suspension system can share an air tank with other systems on the vehicle.

[0048] Regarding the normally open solenoid valve, the normally open solenoid valve is an electromagnetically controlled industrial equipment. Its normal state (that is, when no current passes through) is open, allowing fluids (such as gas, liquid, etc.) to pass through. When it is necessary to cut off or change the flow direction of the fluid, it can be achieved by controlling the on and off of the electromagnetic coil. Specifically, when the electromagnetic coil is energized, the electromagnetic force will act on the valve core to close it or change the state of the fluid channel. The main types of normally open solenoid valves are direct-acting normally open solenoid valves, step-by-step direct-acting normally open solenoid valves, and pilot-operated normally open solenoid valves.

[0049] Regarding the three-way valve, the three-way valve is a valve device with three ports. This valve device plays an important control role in the fluid delivery system, with functions such as cut-off, regulation, diversion, prevention of backflow, pressure stabilization, diversion or overflow. The working principle of the three-way valve is mainly to change the flow direction of the fluid by changing the position of the internal valve core. For example, when the valve core is at the bottom, the left and right ports will be connected; when the valve core is at the top, the right outlet will be blocked, and the left and lower ports will be connected. The three-way valve is characterized by its two valve cores and valve seat structures being similar to those of the two-seat valve, but in the three-way valve, when the flow area between one valve core and the valve seat increases, the flow area between the other valve core and the valve seat will decrease. In addition, the air opening and air closing of the three-way valve can only be achieved by selecting the positive and negative actions of the power machinery, while in the two-seat valve, the air opening and air closing can be achieved directly by reversing the valve body or valve core and the valve seat. There are various types of three-way valves, including three-way ball valves, three-way regulating valves, three-way plug valves, three-way butterfly valves, three-way diaphragm valves and three-way stop valves, etc. These different types of three-way valves each have their own characteristics and applicable scenarios. The application can select a suitable three-way valve as the three-way valve in the application according to the needs.

[0050] The present application comprises a first three-way valve, a second three-way valve and a third three-way valve, wherein the first port of the first three-way valve is connected to the second port of the normally open solenoid valve; the first port of the second three-way valve is connected to the second port of the first height valve; the first port of the third three-way valve is connected to the second port of the second height valve.

[0051] Regarding the height valve, the height valve in the suspension system is an important component of the vehicle suspension system with air springs (airbags). According to its control method and function, the height valve can be divided into different types, mainly mechanical control and electronic control. Mechanically controlled height valves are generally controlled by mechanical height valves, which are relatively cheap. They sense changes in vehicle height through mechanical structures and adjust the inflation or exhaust of air springs according to these changes. When the overall weight of the vehicle increases, the height valve will inflate the air spring, increase the pressure of the air spring, and thus raise the height of the vehicle body. On the contrary, when the overall weight of the vehicle decreases, the height valve will discharge the air in the air spring, reduce the pressure of the air spring, and reduce the height of the vehicle body, so that the height of the vehicle body is stable within a certain range. The electronically controlled height valve senses the height, speed, load, road conditions and other information of the vehicle in real time through sensors, and automatically adjusts the stiffness and damping of the shock absorber and air spring as well as the height of the vehicle body according to this information. This height valve can provide more precise and faster vehicle height adjustment, while improving the comfort and safety of drivers and passengers.

[0052] In the technical solution disclosed in the present application, there are a first height valve and a second height valve, wherein the first port of the first height valve is connected to the second port of the first three-way valve; and a second height valve, wherein the first port of the second height valve is connected to the third port of the first three-way valve; the first height valve is used to stabilize the height of the vehicle body on the first airbag side, and the second height valve is used to stabilize the height of the vehicle body on the second airbag side, wherein the first airbag may refer to the airbag on the right side of the car, and the second airbag may refer to the airbag on the left side of the vehicle body.

[0053] Regarding the normally closed solenoid valve, the normally closed solenoid valve is an electromagnetically controlled valve, which is closed in the normal state (that is, when no current passes through), that is, the valve is closed and prevents the passage of fluid (such as gas, liquid, etc.). When the electromagnetic coil is energized, the electromagnetic force acts on the valve core, causing it to move and change the state of the valve, thereby allowing the fluid to pass. The main types of normally closed solenoid valves are direct-acting normally closed solenoid valves, pilot-operated normally closed solenoid valves, and recoil-type normally closed solenoid valves. Those skilled in the art can select the specific type of normally closed solenoid valve described in this solution according to design requirements.

[0054] In this solution, there are a first normally closed solenoid valve and a second normally closed solenoid valve, wherein the first port of the first normally closed solenoid valve is connected to the second port of the second three-way valve, and the second port of the first normally closed solenoid valve is connected to the atmosphere; the first port of the second normally closed solenoid valve is connected to the second port of the third three-way valve, and the second port of the second normally closed solenoid valve is connected to the atmosphere.

[0055] Regarding airbags, the airbags in the suspension system are also called air suspension airbags. In the suspension system, airbags are used as a medium to support the vehicle. The airbags support the vehicle through air pressure and become one of the core components of the vehicle suspension system. At the same time, by utilizing the compressibility and elasticity of the gas in the airbags, the vehicle can achieve a shock-absorbing effect, reduce the impact of the ground on the vehicle body, and improve the comfort of riding. And because the airbags are filled with gas, the flow of gas can be controlled by valves to adjust the height of the vehicle body. This allows the vehicle to adjust the height of the vehicle body according to different road conditions and driving requirements, improving the adaptability and stability of the vehicle. The supporting role of the airbag enables the vehicle to withstand greater weight and improve the vehicle's carrying capacity.

[0056] In this solution, the suspension system has a first airbag and a second airbag, the first airbag may refer to the right airbag of the car, the second airbag may refer to the left airbag of the car, the first airbag is connected to the third port of the second three-way valve; the second airbag is connected to the third port of the third three-way valve;

[0057] The action state of each solenoid valve in the air suspension control system disclosed in this embodiment is controlled by a relay, and the relay has multiple control signal output ports. Each controlled solenoid valve corresponds to a signal output port, so that the relay can control multiple solenoid valves at the same time. Specifically, the output end of the relay is connected to the control end of the normally open solenoid valve, the first normally closed solenoid valve, and the second normally closed solenoid valve, and the control signal input end of the relay is connected to the vehicle controller. The relay is used to control the conduction state of the normally open solenoid valve, the first normally closed solenoid valve, and the second normally closed solenoid valve.

[0058] In the technical solution disclosed in this embodiment, when it is necessary to lower the vehicle body to realize the door-linked front kneeling function, the normally open solenoid valve is controlled to close and the first normally closed solenoid valve and the second normally closed solenoid valve are controlled to open through the relay. At this time, the gas tank can no longer continue to fill the first airbag and the second airbag with gas. After the first normally closed solenoid valve and the second normally closed solenoid valve are opened, the second ports of the first normally closed solenoid valve and the second normally closed solenoid valve are connected to the atmosphere, and the gas in the first airbag is discharged into the atmosphere after passing through the second three-way valve and the first normally closed solenoid valve in sequence, and the gas in the second airbag is discharged into the atmosphere after passing through the third three-way valve and the second normally closed solenoid valve in sequence. After the first airbag and the second airbag are deflated, the height of the vehicle body is lowered, thereby realizing the front kneeling function of the vehicle.

[0059] In the technical solution disclosed in the embodiment of the present application, in order to ensure the unidirectional flow of the airflow in the air path, the above solution may also include a first one-way valve and a second one-way valve, the first one-way valve is arranged between the first height valve and the second three-way valve, the second one-way valve is arranged between the second height valve and the third three-way valve, and the direction in which the first one-way valve faces the second three-way valve is the conduction direction, and the direction in which the second one-way valve faces the third one-way valve is the conduction direction.

[0060] In the technical solution disclosed in this embodiment, in order to prevent the air pressure in the first airbag and the second airbag from being too high, a pressure relief valve can be set on the first airbag and the second airbag. In this embodiment, when the pressure of the first airbag or the second airbag exceeds a predetermined safety limit, the pressure relief valve automatically opens and releases excess pressure in the airbag to prevent the airbag from being damaged or exploding due to excessive pressure, thereby protecting the safety of the airbag.

[0061] In the technical solution disclosed in this embodiment, in order to enable the vehicle controller to understand the gas pressure in the first airbag and the second airbag in real time to prevent the air pressure in the first airbag from being too low or too high, this solution also includes an air pressure sensor arranged in the first airbag and the second airbag, and the output end of the air pressure sensor is connected to the vehicle controller.

[0062] Corresponding to the above system, the present application also discloses a matching air suspension control method, through which the door linkage front kneeling function is activated. For details, see Figure 4 , the method may include:

[0063] Step S101: Obtain vehicle status.

[0064] In the technical solution disclosed in this embodiment, the door linkage front kneeling function can only be activated when the front row occupant intends to get off the vehicle. Therefore, it is necessary to first determine whether the front row occupant intends to get off the vehicle. When determining whether the front row occupant intends to get off the vehicle, the body movements of the front row occupant can be observed through the intelligent analysis system, and the front row occupant's intention to get off can be determined based on the body movements. Alternatively, the front row occupant's intention to get off can be determined based on the vehicle status, or the driver's line of sight and attention can be analyzed through the intelligent analysis system to determine whether the front row occupant intends to get off the vehicle, or the front row occupant's intention to get off can be determined by monitoring the sound inside the vehicle.

[0065] Step S102: Determine whether the front-seat occupant intends to get off the vehicle based on the vehicle status.

[0066] In the technical solution disclosed in this embodiment, it is possible to determine whether the user intends to get off the vehicle based on the vehicle status, which includes vehicle speed data and the status of the driver and front passenger doors. When the vehicle speed data is less than a certain value (which can be calibrated), the vehicle is in the parking state and the driver and front passenger doors are opened, or it is detected that the driver and front passenger doors are about to open, it is determined that the front row occupants intend to get off the vehicle.

[0067] See also Figure 5 The vehicle controller can obtain the vehicle speed signal through the ABS / EBS system, the driver and co-driver door status signal through the BCM system, and the parking signal through the EPB system, and generate an activation / exit signal based on the obtained vehicle speed signal, the driver and co-driver door status signal and the parking signal. The activation / exit signal acts on the relay. When the relay obtains the activation signal, the working state of the relay jumps. When the exit signal is obtained, the relay state is reset.

[0068] Step S103: When the front row occupants intend to get off the vehicle, the normally open solenoid valve is controlled to close, the first normally closed solenoid valve is controlled to open, and the second normally closed solenoid valve is controlled to open through the relay.

[0069] When it is determined that the front-seat occupant intends to get off the vehicle, the vehicle controller VCU sends a door-linked front kneeling request, and the vehicle controller controls the relay state to jump, thereby supplying power to the normally closed solenoid valve and the normally open solenoid valve, causing the states of the normally open solenoid valve and the normally closed solenoid valve to change. At this time, the normally open solenoid valve is closed, and the air tank cannot inflate the airbag. The normally closed solenoid valve opens, and the airbag gas is discharged into the atmosphere through the three-way valve and the solenoid valve.

[0070] When the front row passengers have no intention to get off the vehicle (when the vehicle speed is greater than the calibration value, the vehicle is not in the parking state, or the main and co-driver doors are not in the open state), the normally open solenoid valve and the normally closed solenoid valve are kept in the normal state. At this time, the vehicle controller can control the normally open solenoid valve to open, the first normally closed solenoid valve to close, and the second normally closed solenoid valve to close by controlling the relay state reset. At this time, the gas in the gas tank is refilled into the first airbag and the second airbag, so that the vehicle is lifted by the first airbag and the second airbag.

[0071] See also Figure 5 In the technical solution disclosed in this embodiment, the driver can enable the air suspension control method through the soft switch reserved on the large screen. When the user triggers the soft switch reserved on the large screen, the vehicle controller will execute the air suspension control method disclosed in this application. When the soft switch reserved on the large screen is not triggered, the vehicle controller will not execute the air suspension control method disclosed in this application.

[0072] Corresponding to the above method, the present application discloses an air suspension control device. For the specific working contents of each unit in the device, please refer to the contents of the above method embodiment.

[0073] The image deblurring device provided by an embodiment of the present utility model is described below. The image deblurring device described below and the image deblurring method described above can be referred to each other.

[0074] The present embodiment discloses an air suspension control device for controlling any of the air suspension control systems described above. Figure 6 , the device comprises:

[0075] The vehicle state acquisition unit 10 corresponds to step S101 in the above method and is used to acquire the vehicle state;

[0076] The intention judgment unit 20 corresponds to step S102 in the above method and is used to judge whether the front-seat occupant intends to get off the vehicle based on the vehicle state;

[0077] The solenoid valve control unit 30 corresponds to step S103 in the above method, and is used to control the normally open solenoid valve to close, the first normally closed solenoid valve to open, and the second normally closed solenoid valve to open through the relay when the front row of people intend to get off the vehicle.

[0078] The present application also provides an electronic device in an embodiment. Figure 7 As shown, it shows a schematic diagram of the structure of an electronic device suitable for implementing the embodiment of the present application. The electronic device in the embodiment of the present application may include but is not limited to a vehicle-mounted fixed terminal such as a vehicle controller and a driving computer. Figure 7 The electronic device shown is merely an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0079] like Figure 7 As shown, the electronic device may include a processing device (such as a central processing unit, a graphics processing unit, etc.) 601, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 602 or a program loaded from a storage device 608 to a random access memory (RAM) 603, and the program is used to implement the air suspension control method disclosed in any one of the above embodiments of the present application. When the electronic device is powered on, various programs and data required for the operation of the electronic device are also stored in the RAM 603. The processing device 601, the ROM 602, and the RAM 603 are connected to each other via a bus 604. An input / output (I / O) interface 605 is also connected to the bus 604.

[0080] Typically, the following devices may be connected to the I / O interface 605: an input device 606 including, for example, a touch screen, a touch pad, a keyboard, a mouse, a camera, a microphone, an accelerometer, a gyroscope, etc.; an output device 607 including, for example, a liquid crystal display (LCD), a speaker, a vibrator, etc.; a storage device 608 including, for example, a memory card, a hard disk, etc.; and a communication device 609. The communication device 609 may allow the electronic device to communicate with other devices wirelessly or by wire to exchange data. Although Figure 6 An electronic device having various devices is shown, but it should be understood that it is not required to implement or possess all the devices shown. More or fewer devices may be implemented or possessed instead.

[0081] An embodiment of the present application also provides a computer program product including computer-readable instructions. When the computer-readable instructions are executed on an electronic device, the electronic device implements any of the air suspension control methods provided in the embodiments of the present application.

[0082] A computer-readable storage medium is also provided in an embodiment of the present application. The storage medium carries one or more computer programs. When the one or more computer programs are executed by an electronic device, the electronic device can implement any air suspension control method provided in the embodiment of the present application.

[0083] An embodiment of the present application also provides a car, which is applied with any of the air suspension control systems described above, and a controller of the car is loaded with the air suspension control method described in any of the above embodiments.

[0084] It should also be noted that the device embodiments described above are merely schematic, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed over multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. In addition, in the drawings of the device embodiments provided by the present application, the connection relationship between the modules indicates that there is a communication connection between them, which may be specifically implemented as one or more communication buses or signal lines.

[0085] Through the description of the above implementation mode, the technicians in the field can clearly understand that the present application can be implemented by means of software plus necessary general hardware, and of course, it can also be implemented by special hardware including special integrated circuits, special CPUs, special memories, special components, etc. In general, all functions completed by computer programs can be easily implemented by corresponding hardware, and the specific hardware structure used to implement the same function can also be various, such as analog circuits, digital circuits or special circuits. However, for the present application, software program implementation is a better implementation mode in more cases. Based on such an understanding, the technical solution of the present application is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a readable storage medium, such as a computer floppy disk, a U disk, a mobile hard disk, a ROM, a RAM, a disk or an optical disk, etc., including a number of instructions to enable a computer device (which can be a personal computer, a training device, or a network device, etc.) to execute the methods described in each embodiment of the present application.

[0086] In the above embodiments, all or part of the embodiments may be implemented by software, hardware, firmware or any combination thereof. When implemented by software, all or part of the embodiments may be implemented in the form of a computer program product.

[0087] The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the process or function described in the embodiment of the present application is generated in whole or in part. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable devices. The computer instructions may be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions may be transmitted from a website site, a computer, a training device, or a data center by wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) mode to another website site, computer, training device, or data center. The computer-readable storage medium may be any available medium that a computer can store or a data storage device such as a training device, a data center, etc. that includes one or more available media integrations. The available medium may be a magnetic medium, (e.g., a floppy disk, a hard disk, a tape), an optical medium (e.g., a DVD), or a semiconductor medium (e.g., a solid-state drive (SSD)), etc.

[0088] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The various embodiments can be combined as needed, and the same or similar parts can refer to each other.

Claims

1. An air suspension control system, characterized in that: include: gas tank; A normally open solenoid valve, wherein a first port of the normally open solenoid valve is connected to a gas storage tank; a first three-way valve, wherein a first port of the first three-way valve is connected to a second port of the normally open solenoid valve; a first height valve, wherein a first port of the first height valve is connected to a second port of the first three-way valve; a second height valve, wherein a first port of the second height valve is connected to a third port of the first three-way valve; a second three-way valve, wherein a first port of the second three-way valve is connected to a second port of the first height valve; a third three-way valve, wherein a first port of the third three-way valve is connected to a second port of the second height valve; a first normally closed solenoid valve, wherein a first port of the first normally closed solenoid valve is connected to a second port of the second three-way valve, and a second port of the first normally closed solenoid valve is in communication with the atmosphere; a second normally closed solenoid valve, wherein a first port of the second normally closed solenoid valve is connected to a second port of the third three-way valve, and a second port of the second normally closed solenoid valve is connected to the atmosphere; a first airbag connected to a third port of the second three-way valve; a second airbag connected to a third port of the third three-way valve; A relay, wherein the output end of the relay is connected to the control ends of the normally open solenoid valve, the first normally closed solenoid valve and the second normally closed solenoid valve, the control signal input end of the relay is connected to the vehicle controller, and the relay is used to control the conduction state of the normally open solenoid valve, the first normally closed solenoid valve and the second normally closed solenoid valve.

2. The air suspension control system according to claim 1, characterized in that: Also includes: a first one-way valve disposed between the first height valve and the second three-way valve; A second one-way valve is disposed between the second height valve and the third three-way valve.

3. The air suspension control system according to claim 1, characterized in that: Also includes: A pressure relief valve is provided on the first airbag and the second airbag.

4. The air suspension control system according to claim 1, characterized in that: Also includes: An air pressure sensor is arranged in the first airbag and the second airbag, and an output end of the air pressure sensor is connected to the vehicle controller.

5. A vehicle, characterized in that: The air suspension control system according to any one of claims 1 to 4 is applied.

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