Active fault-tolerance method and apparatus for air suspension system, and device and storage medium

Abstract

The present application discloses an active fault-tolerance method and apparatus for an air suspension system, and a device and a storage medium. The method comprises: determining the vertical acceleration of a vehicle body, the height of a suspension at each wheel, and gas flow data; on the basis of the height of the suspension at each wheel, correspondingly determining the working state of each air spring; on the basis of a particle swarm optimization algorithm, using the gas flow data and the vertical acceleration of the vehicle body as input data, and using a controllable air spring gas flow threshold value as an optimization solution target, determining an optimal controllable air spring gas flow threshold value; and performing active fault-tolerance control on an air suspension system on the basis of the working state of each air spring and the optimal controllable air spring gas flow threshold value.

Description

Active fault-tolerant method, device, equipment and storage medium for air suspension system CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application claims priority to Chinese patent application No. 202410040302.5 filed on January 10, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0002] The present application relates to, but is not limited to, the field of automobile safety, and in particular to an active fault-tolerant method, apparatus, device, storage medium, and program product for an air suspension system. Background Art

[0003] With the development of the automotive industry, air suspension systems will increasingly become standard features in high-end vehicles. The development and application of air suspension systems will continue to grow rapidly in the coming years, reducing the rear seat bounce associated with traditional metal suspension systems, providing a smoother and more comfortable ride and enhancing the driving experience. However, these systems are also prone to uneven wear and uneven wheel stress, which can even cause the vehicle to stall and require towing in severe cases. Any air suspension leak must be repaired promptly, as failure to do so can damage the compressor and shorten the suspension system's service life. Summary of the Invention

[0004] In view of this, the technical solution of the present application provides at least one active fault-tolerant method, device, equipment and storage medium for an air suspension system.

[0005] The technical solution provided by this application is implemented as follows:

[0006] On the one hand, the technical solution of the present application provides an active fault-tolerant method for an air suspension system, the method comprising: determining the vertical acceleration of the vehicle body, the suspension height at each wheel, and the gas flow data; based on the suspension height at each wheel, determining the working state of each air spring respectively; based on a particle swarm optimization algorithm, using the gas flow data and the vertical acceleration of the vehicle body as input data, and using the controllable threshold of the air spring gas flow as the optimization solution target, determining the controllable threshold of the optimal air spring gas flow; based on the working state of each air spring and the controllable threshold of the optimal air spring gas flow, performing active fault-tolerant control on the air suspension system.

[0007] On the other hand, the technical solution optimized in the present application provides an active fault-tolerant device for an air suspension system, the device comprising: a first determination module for determining the vertical acceleration of the vehicle body, the suspension height at each wheel, and the gas flow data; a second determination module for determining the working state of each air spring based on the suspension height at each wheel; a third determination module for determining the controllable threshold of the optimal air spring gas flow based on a particle swarm optimization algorithm, with the gas flow data and the vertical acceleration of the vehicle body as input data, and the controllable threshold of the air spring gas flow as the optimization solution target; a control module for performing active fault-tolerant control of the air suspension system based on the working state of each air spring and the controllable threshold of the optimal air spring gas flow.

[0008] On the other hand, the optimized technical solution of the present application provides a computer device, including a memory and a processor, wherein the memory stores a computer program that can be run on the processor, and when the processor executes the program, it implements some or all of the steps in the above method.

[0009] On the other hand, the optimized technical solution of the present application provides a computer-readable storage medium on which a computer program is stored, and when the computer program is executed by a processor, some or all of the steps in the above method are implemented.

[0010] In the technical solution of this application, the working state of each air spring is determined based on the suspension height at each wheel. Based on a particle swarm optimization algorithm, the gas flow data and the vertical acceleration of the vehicle body are used as input data, and the controllable threshold of the air spring gas flow is used as the optimization solution target to determine the controllable threshold of the optimal air spring gas flow. Based on the working state of each air spring and the controllable threshold of the optimal air spring gas flow, the air suspension system is actively fault-tolerantly controlled. By actively fault-tolerantly controlling the air suspension system, the vehicle can be controlled when an air spring leaks or fails, preventing the vehicle from experiencing increased jolting. Furthermore, when encountering speed bumps or potholes, the steering wheel can be prevented from deviating, ensuring the vehicle's driving safety and extending the service life of the suspension system.

[0011] It should be understood that the above general description and the following detailed description are merely exemplary and explanatory, and are not intended to limit the technical solutions of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for describing the embodiments. Obviously, the drawings described below are only some embodiments of the present application. Those skilled in the art can also derive other drawings based on these drawings without inventive work, among which:

[0013] FIG1 is a schematic diagram of a process flow for implementing an active fault-tolerance method for an air suspension system provided by an embodiment of the present application;

[0014] FIG2 is a schematic diagram of the implementation process of step S103 in FIG1 according to an embodiment of the present application;

[0015] FIG3 is a schematic diagram of the implementation process of step S204 in FIG2 of the embodiment of the present application;

[0016] FIG4 is a schematic diagram of an implementation flow in the case where the iteration termination condition is not met in FIG3 of the embodiment of the present application;

[0017] FIG5 is a schematic diagram of the implementation process of step S104 in FIG1 of the embodiment of the present application without considering the driving conditions of the vehicle;

[0018] FIG6 is a schematic diagram of the implementation process of step S104 in FIG1 according to an embodiment of the present application, taking into account the vehicle driving conditions;

[0019] FIG7 is a schematic diagram of the implementation process of step S102 in FIG1 according to an embodiment of the present application;

[0020] FIG8 is a schematic diagram of the structure of a data processing device provided in an embodiment of the present application;

[0021] FIG9 is a schematic diagram of a hardware entity of a computer device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0022] In order to make the purpose, technical solutions and advantages of this application clearer, the technical solutions of this application are further elaborated in detail below with reference to the accompanying drawings and embodiments. The described embodiments should not be regarded as limiting this application. All other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0023] In the following description, reference is made to “some embodiments”, which describes a subset of all possible embodiments, but it will be understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0024] It should be pointed out that the terms "first\second\third" involved in the embodiments of the present application are merely used to distinguish similar objects and do not represent a specific ordering of the objects. It can be understood that "first\second\third" can be interchanged with a specific order or sequence where permitted, so that the embodiments of the present application described here can be implemented in an order other than that illustrated or described here.

[0025] It will be understood by those skilled in the art that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as generally understood by those skilled in the art in the art to which the embodiments of the present application belong. It should also be understood that terms such as those defined in general dictionaries should be understood to have meanings consistent with their meanings in the context of the prior art, and will not be interpreted in an idealized or overly formal sense unless specifically defined as herein.

[0026] Air suspension system: Simply put, air suspension is the connection between the vehicle body and wheels. It uses an air compressor to generate compressed air, which is then delivered to the air chambers of the springs and shock absorbers to adjust the vehicle's height. The air suspension system utilizes air springs as elastic elements, offering significant advantages over conventional suspension systems. This elasticity is achieved by utilizing the compressibility of gas, meaning the compressed gas pressure automatically adjusts with load and road conditions, effectively improving ride comfort.

[0027] Actuators are key components for implementing active vibration control and are a vital part of active control systems. Also known as exciters, actuators are used in dynamics testing and serve as the output device for dynamics testing.

[0028] TS fuzzy model: It is a nonlinear system fitted by multiple linear systems, which uses fuzzy algorithms to deconstruct the input variables, and then defuzzifies them through fuzzy calculation and reasoning to generate several equations representing the relationship between each set of inputs and outputs.

[0029] Air suspension supports intelligent active adjustment, significantly improving ride comfort and handling. Traditional automotive suspension systems consist of elastic elements, shock absorbers, and guide mechanisms, connecting the vehicle body, chassis, and wheels, transmitting the interacting forces and torques, and mitigating impacts from the road. Compared to traditional suspension, the most significant structural difference in air suspension lies in the upgraded elastic elements, along with the addition of an electronic control system and air pump. These features provide intelligent active adjustment, resulting in stable handling, height adjustability, lighter weight, and superior vibration damping, significantly improving ride comfort and handling.

[0030] With the development of the automotive industry, air suspension systems will increasingly become standard features in high-end and luxury vehicles. The development and application of air suspension systems will continue to grow rapidly in the coming years, reducing the rear seat bounce associated with traditional metal suspension systems, providing a smoother and more comfortable ride and enhancing the driving experience. However, these systems are prone to uneven wheel wear and uneven wheel stress, which can even cause the vehicle to stall and require towing in severe cases. Any air suspension leak must be repaired promptly, as this can damage the compressor and shorten the life of the suspension system.

[0031] There are many technologies for active control of suspension system failures, such as:

[0032] The first technology is a nonlinear active suspension fault-tolerant tracking control method based on a proportional-integral observer. First, in order to describe the model uncertainty of the suspension system, a 1 / 2 vehicle suspension model based on the Takagi-Sugeno (TS) fuzzy model is established; second, based on this model, a robust H∞ output feedback controller is developed to enhance the performance of the suspension in normal actuator mode, and its output response is regarded as an ideal reference trajectory; finally, a proportional-integral observer is designed to accurately estimate the actuator fault online, and an active fault-tolerant tracking controller is further designed to compensate for the performance loss caused by the actuator fault; this technology is used for nonlinear active suspension control with actuator faults, which solves the problem of being unable to cope with external uncertain interference and actuator faults, but does not consider the problems caused by air spring leakage.

[0033] The second technique is a fault-tolerant control method for active suspension based on a sliding mode observer. It includes the following steps: S1: constructing a half-vehicle suspension model; S2: introducing parameter uncertainty and sensor faults into the half-vehicle suspension model, and then constructing a fault augmentation model based on the TS fuzzy model; S3: estimating sensor faults in real time online by constructing a sliding mode observer; S4: developing a sliding mode input and a fault-tolerant controller based on the sensor faults estimated in real time online; and S5: simulating and verifying the developed sliding mode input and fault-tolerant controller in step S4 using the fault augmentation model. While this technique addresses performance degradation caused by sensor faults, it does not address the issues associated with air spring leakage.

[0034] An embodiment of the present application proposes an active fault-tolerance method for an air suspension system, which can control the vehicle when the vehicle's air spring leaks or fails to ensure the vehicle's driving safety and extend the service life of the suspension system.

[0035] The present application provides an active fault tolerance method for an air suspension system. As shown in FIG1 , the method may include steps S101 to S104:

[0036] Step S101: determining the vehicle body vertical acceleration, the suspension height at each wheel, and the gas flow rate data;

[0037] Here, the vehicle's vertical acceleration is acquired using a vehicle's vertical acceleration sensor, the suspension height at each wheel is acquired using a height sensor, and the gas flow rate data is collected using a gas flow meter. The vehicle's vertical acceleration, the suspension height at each wheel, and the gas flow rate data are transmitted to an onboard information storage device. This application only provides one example of how this information is acquired and is not intended to be limiting.

[0038] Step S102: determining the working state of each air spring based on the suspension height at each wheel;

[0039] The working status of each air spring is determined according to the suspension height at each wheel, and the working status information of each air spring is transmitted to the vehicle-mounted information storage device.

[0040] Step S103: Based on a particle swarm optimization algorithm, the gas flow data and the vehicle body vertical acceleration are used as input data, and the air spring gas flow controllable threshold is used as the optimization solution target to determine the optimal air spring gas flow controllable threshold;

[0041] Here, the air spring gas flow controllable threshold is determined according to the gas flow data, the vertical acceleration of the vehicle body, and the vehicle body height change on the damaged spring side; multiple air spring gas flow controllable thresholds form a particle group.

[0042] The fitness of each particle is determined based on the fitness function and compared with the fitness of the individual's historical best position and the global optimal position. If the fitness of the current particle is greater than the fitness of the individual's historical best position, the historical best position is updated with the current position; if the fitness of the current particle is greater than the fitness of the global optimal position, the global optimal position is updated with the current position.

[0043] The particle speed and position update formula is used to update the speed and position of the next particle. The process continues iterating until the maximum number of iterations is reached or the global optimal position meets the minimum limit.

[0044] Step S104: performing active fault-tolerant control on the air suspension system based on the working status of each air spring and the controllable threshold value of the optimal air spring gas flow rate.

[0045] In an embodiment of the present application, the operating state of each air spring is determined based on the suspension height at each wheel. Based on a particle swarm optimization algorithm, the gas flow data and the vertical acceleration of the vehicle body are used as input data, and the controllable threshold of the air spring gas flow is used as the optimization solution target to determine the optimal controllable threshold of the air spring gas flow. Based on the operating state of each air spring and the controllable threshold of the optimal air spring gas flow, active fault-tolerant control of the air suspension system is performed. Active fault-tolerant control of the air suspension system allows the vehicle to be controlled in the event of an air spring leak or failure, preventing increased jolting. Furthermore, when encountering speed bumps or potholes, steering wheel deviation can be prevented, ensuring vehicle safety and extending the service life of the suspension system.

[0046] In some embodiments, the above step S103, based on the particle swarm optimization algorithm, uses the gas flow data and the vertical acceleration of the vehicle body as input data, and uses the controllable threshold of the air spring gas flow as the optimization solution target to determine the controllable threshold of the optimal air spring gas flow, as shown in FIG2 , may include steps S201 to S206:

[0047] Step S201: determining a controllable threshold value of the air spring gas flow rate based on the gas flow rate data, the vertical acceleration of the vehicle body, and the change in vehicle body height on the damaged side of the air spring; forming a particle group based on multiple controllable threshold values ​​of the air spring gas flow rate;

[0048] Step S202: Initialize the speed and position of each particle;

[0049] Step S203: Based on the fitness function, the fitness of the current particle is determined using the current particle and the number of particle groups as input data;

[0050] Step S204: based on the fitness of the current particle and the updated position of the current particle, updating the individual historical best position and the global optimal position;

[0051] Step S205: determining whether the maximum number of iterations has been reached, or whether the global optimal position meets the minimum limit;

[0052] Step S206: When the maximum number of iterations is reached or the global optimal position meets the minimum limit, the controllable threshold of the air spring gas flow rate is used as the controllable threshold of the optimal air spring gas flow rate;

[0053] In some embodiments, the above step S204, based on the particle swarm optimization algorithm, updates the individual historical best position and the global optimal position based on the fitness of the current particle and the updated position of the current particle, as shown in FIG3 , may include steps S301 to S304:

[0054] Step S301: Based on the particle speed update formula, the particle speed before update, the particle position before update, the global optimal position, the individual historical optimal position and the learning factor are used as input data to determine the updated particle speed;

[0055] Step S302: determining the updated position of the particle as the sum of the position of the particle before the update and the updated velocity of the particle;

[0056] Step S303: when the fitness of the current particle is higher than the fitness corresponding to the individual best historical position, the current position is used as the individual best historical position;

[0057] Step S304: when the fitness of the current particle is higher than the fitness corresponding to the global optimal position, the current position is taken as the global optimal position;

[0058] In some embodiments, when it is determined that the maximum number of iterations has not been reached and the global optimal position does not meet the minimum limit, as shown in FIG4 , the steps S401 to S404 may be included:

[0059] Step S401: Based on the fitness function, the fitness of the next particle is determined using the next particle and the number of particle groups as input data;

[0060] Step S401: when the fitness of the next particle is higher than the fitness corresponding to the best position in the individual history, the position of the next particle is used as the best position in the individual history;

[0061] Step S402: If the fitness of the next particle is higher than the fitness corresponding to the global optimal position, the position of the next particle is used as the global optimal position;

[0062] Step S403: Based on the particle speed update formula, the particle speed before update, the particle position before update, the global optimal position, the individual historical optimal position and the learning factor are used as input data to determine the updated particle speed;

[0063] Step S404: Determine the updated position of the particle based on the sum of the position of the particle before the update and the velocity of the particle after the update.

[0064] In some embodiments, the above step S104, without considering the driving conditions of the vehicle, performs active fault-tolerant control on the air suspension system based on the working state of each air spring and the controllable threshold of the optimal air spring gas flow rate, as shown in FIG5 , and may include steps S501 to S506:

[0065] Step S501: When an air spring of the vehicle leaks and the leakage rate is less than the controllable threshold value of the optimal air spring gas flow rate, sending working information for inflating the air spring to the compressor;

[0066] If an air spring in the vehicle leaks and the leakage rate is less than the controllable threshold of the optimal air spring gas flow rate, an air suspension fault signal is sent to the on-board display screen to alert the driver, and working information is sent to the compressor to inflate the air spring. At this time, the above operations are performed regardless of the vehicle's working conditions.

[0067] Step S502: When one of the air springs in the vehicle leaks, and the leakage rate exceeds a controllable threshold value of the optimal air spring gas flow rate, an air suspension fault signal is sent to the vehicle display screen to prompt the driver to decide whether to lower the heights of the other three air springs to maintain vehicle comfort.

[0068] If one of the vehicle's air springs leaks and the leakage rate is greater than the controllable threshold of the optimal air spring gas flow, an air suspension fault signal will be sent to the on-board display to remind the driver and an alarm will sound. At this time, the compressor will not work, and one corner of the vehicle may deviate significantly to the side. The driver can choose whether to lower the height of the other three air springs through the on-board display to maintain the comfort of the entire vehicle.

[0069] Step S503: When two air springs of the vehicle leak, and the leakage rate is greater than a controllable threshold value of an optimal air spring gas flow rate, sending a working signal to lower the vehicle body height to the exhaust valve of the air spring in good working condition;

[0070] If two air springs in the vehicle leak and the leakage rate is greater than the controllable threshold of the optimal air spring gas flow, the compressor will not work, and the vehicle controller will send an operating signal to the exhaust valve of the air spring in good working condition, causing the vehicle body height to drop and an alarm to alert the driver to ensure the vehicle's driving safety.

[0071] Step S504: When three air springs of the vehicle leak and the leakage rate is less than a controllable threshold value of the optimal air spring gas flow rate, an air suspension fault signal is sent to the vehicle display screen to alert the driver;

[0072] If three air springs in the vehicle leak and the leakage rate is less than the controllable threshold of the optimal air spring gas flow, the compressor will not work, send an air suspension fault signal to the on-board display screen and sound an alarm to alert the driver.

[0073] Step S505: When three air springs of the vehicle leak and the leakage rate is greater than a controllable threshold value of the optimal air spring gas flow rate, a signal to lower the vehicle body height is sent to the solenoid valve at the corner where the air spring is in good working condition;

[0074] If three air springs in the vehicle leak and the leakage rate is greater than the controllable threshold of the optimal air spring gas flow, a signal is sent to the solenoid valve in the corner where the air spring is in good working condition, causing the vehicle body height to drop in that corner. At the same time, an air suspension fault signal is sent to the on-board display screen and an alarm sounds to alert the driver.

[0075] Step S506: When four air springs of the vehicle leak, an air suspension fault signal is sent to the vehicle display screen to alert the driver.

[0076] In the event that the vehicle has four air springs leaking, the compressor will not work, sending an air suspension fault signal to the on-board display and sounding an alarm to alert the driver.

[0077] In some embodiments, the above step S104, taking into account the vehicle driving conditions, performs active fault-tolerant control on the air suspension system based on the working state of each air spring and the controllable threshold of the optimal air spring gas flow rate, as shown in FIG6 , and may include steps S601 and S602:

[0078] Step S601: When the current driving condition of the vehicle indicates that the vehicle is traveling on a flat road, and when two air springs of the vehicle are leaking and the leakage rate is less than a controllable threshold value of an optimal air spring gas flow rate, sending working information for inflating the air springs to a compressor;

[0079] If two air springs of the vehicle leak, the leakage rate is less than the controllable threshold of the optimal air spring gas flow rate and the vehicle is driving on a flat road, an air suspension fault signal is sent to the on-board display to alert the driver, and working information is sent to the compressor to inflate the air springs.

[0080] Step S602: When the current driving condition of the vehicle indicates that the vehicle is driving on a rough road, and two air springs of the vehicle are leaking and the leakage rate is less than a controllable threshold of the optimal air spring gas flow rate, a working signal for lowering the vehicle body height is sent to the exhaust valve on the side where the air spring is in good working condition.

[0081] If two air springs in the vehicle leak, the leakage rate is lower than the controllable threshold of the optimal air spring gas flow rate, and the vehicle is driving on a rough road, the compressor will not work, and the vehicle controller will send an operating signal to the exhaust valve of the air spring in good working condition, causing the vehicle body height to drop, and an alarm will be sounded to remind the driver to ensure the vehicle's driving safety.

[0082] In some embodiments, the above step S102, in which the working state of each air spring is determined based on the suspension height at each wheel, may include steps S701 to S704 as shown in FIG7 :

[0083] Step S701: When the suspension height at a certain wheel is lower than the suspension height at each of the other wheels by more than a first height difference, determining that the working state of the air spring at the certain wheel is that the air spring is leaking;

[0084] Step S702: When the suspension heights at any two wheels are lower than the suspension heights at the other two wheels by more than a first height difference, determining that the working states of the air springs at the any two wheels are air leakage;

[0085] Step S703: When the suspension heights at any three wheels are lower than the suspension height at another wheel by at least a first height difference, determining that the working states of the air springs at the any three wheels are air leakage;

[0086] Step S704: when the suspension heights at all wheels are lower than the initial height of the suspension system by more than a second height difference, determining that the working state of the air springs at all wheels is that the air springs are leaking.

[0087] The active fault-tolerance method of the air suspension system described above will be described in detail below with reference to a specific embodiment. However, it should be noted that this specific embodiment is only for better illustrating the present application and does not constitute an improper limitation on the present application.

[0088] The embodiment of the present application provides a general technical solution of an active fault tolerance method for an air suspension system. The method may include steps S801 to S804:

[0089] Step S801: acquiring relevant data such as the vehicle's current driving condition, vertical acceleration of the vehicle body, suspension height at each wheel, and gas flow in real time;

[0090] It should be further explained that, in relation to the current vehicle driving conditions, the embodiments of the present application use an onboard camera to capture a photograph of the road ahead, then use image processing technology to identify the current vehicle driving conditions and transmit this information to an onboard information storage device. Data such as the vehicle body's vertical acceleration, suspension height at each wheel, and gas flow rate are primarily collected and acquired using corresponding vehicle body vertical acceleration sensors, height sensors, and gas flow meters, and transmitted to the onboard information storage device. The embodiments of the present application do not limit the acquisition of this information.

[0091] Step S802: determining the working status of each air spring according to the suspension height at each wheel, and transmitting the working status information of each air spring to the vehicle-mounted information storage device;

[0092] It should be further explained that the suspension heights at each wheel of the vehicle are respectively the suspension height h at the left front wheel lf , suspension height at right front wheel h rf , suspension height at left rear wheel h lr , suspension height at right rear wheel h rr The initial height of the suspension system is h0, and the air springs of the wheel suspension are air spring A at the left front wheel and lf , Air spring A at the right front wheel rf , Air spring A at the left rear wheel lr , Air spring A at the right rear wheel rr .

[0093] In (h lr -h lf )≥10mm、(h rf -h lf )≥10mm and (h rf -h lf )≥10mm, the vehicle control system determines that the air spring A lf If air leakage occurs, the working status of other air springs can be judged in the same way.

[0094] In (h lr -h lf )≥10mm and (h rf -h rr )≥10mm, the vehicle control system determines that the air spring A lf If there is air leakage with Arr, the working status of other air springs can be judged in the same way.

[0095] In (h lr -h lf )≥10mm、(h lr -h rr )≥10mm and (h lr -h rf)≥10mm, the vehicle control system determines that the air spring A lf 、A rr and A rf If air leakage occurs, the working status of other air springs can be judged in the same way.

[0096] In (h0-h lr )≥15mm、(h0-h rf )≥15mm、(h0-h rr )≥15mm and (h0-h lf )≥15mm, the vehicle control system determines that the air spring A lf 、A rr 、A lr 、A rf An air leak has occurred.

[0097] Step S803: Based on the particle swarm optimization algorithm, the optimal air spring gas flow controllable threshold is found with the air spring gas flow controllable threshold as the optimization solution target;

[0098] It should be further explained that based on the particle swarm optimization algorithm, the optimal air spring gas flow controllable threshold is taken as the optimization solution target to find the optimal air spring gas flow controllable threshold, including steps S810 to S850:

[0099] Step S810: Initialize the particle group, including random positions and velocities;

[0100] Among them, the particle swarm is composed of multiple air springs with controllable gas flow thresholds Y y The controllable threshold is composed of the gas change △V in the air spring measured by the air flow meter and the vertical acceleration of the vehicle body. , the vehicle height change △h on the side where the air spring is damaged, etc. .

[0101] After determining each particle, initialize the particle position x i and speed v i . , where i represents the i-th particle.

[0102] Step S820: Evaluate the fitness of each particle according to the fitness function.

[0103] The embodiment of the present application uses the Griewank function as the fitness function used to calculate the fitness, and the calculation formula is as follows:

[0104] (1);

[0105] In formula (1), i=1,2,3,…n, minf(ni ) represents the fitness of the particle, n i represents the i-th particle in the particle population.

[0106] Step S830: For each particle, compare its current fitness value with the fitness corresponding to its individual historical best position (pbest). If the current fitness value is higher, the historical best position pbest will be updated with the current position; for each particle, compare its current fitness value with the fitness corresponding to the global best position (gbest). If the current fitness value is higher, the global best position gbest will be updated with the current position.

[0107] Step S840: Update the speed and position of each particle;

[0108] The embodiment of the present application updates the position and velocity of each particle according to the following formula.

[0109] v i (k+1)=v i (k)+c1×rand(0,1)×(pbest-x i (k))+c2×rand(0,1)×(gbest-x i (k)) (2);

[0110] In formula (2), rand(0,1) is a random number between (0,1), v i (k+1) is the updated velocity of the particle, v i (k) is the velocity of the particle before updating, x i (k+1) is the updated position of the particle, x i (k) is the position of the particle before updating, c1 and c2 are learning factors.

[0111] x i (k+1)=x i (k)+v i (k+1) (3);

[0112] In formula (3), x i (k+1) is the updated position of the particle, x i (k) is the position of the particle before updating, v i (k) is the velocity of the particle before updating.

[0113] In addition, the maximum value of the constraint vi needs to be set to v imax , if v i Greater than v imax , then v i =v imax .

[0114] Step S850: Repeat steps S820 to S840 until the maximum number of iterations is reached or the global optimal position meets the minimum limit, and the algorithm stops.

[0115] Taking the air spring gas flow controllable threshold as the optimization solution target, the optimal air spring gas flow controllable threshold is found. After the algorithm stops, the desired optimal air spring gas flow controllable threshold Y is obtained. ybest .

[0116] Step S804: Active fault-tolerant control is performed on the air suspension system according to the current driving condition of the vehicle, the working state of each air spring, and the optimal air spring gas flow controllable threshold.

[0117] The active fault-tolerant control of the air spring system in the embodiment of the present application is as follows:

[0118] When an air spring leaks in the vehicle and the leak rate is less than Y ybest In the case of a leak, an air suspension fault signal is sent to the on-board display to remind the driver, and working information is sent to the compressor to inflate the air spring. At this time, the above operations are performed regardless of the working condition of the vehicle. Specifically, there are the following situations when an air spring leaks: A lf Leakage; A rf Leakage; A lr Leakage; A rr Air leak.

[0119] When an air spring leaks in the vehicle and the leak rate is greater than Y ybest In the case of a leak, an air suspension fault signal is sent to the on-board display to remind the driver and an alarm sounds. At this time, the compressor is not working. At this time, a corner of the vehicle may deviate significantly. The driver can choose whether to lower the height of the other three air springs through the on-board display to maintain the comfort of the entire vehicle. Specifically, there are the following situations when an air spring leaks: A lf Leakage; A rf Leakage; A lr Leakage; A rr Air leak.

[0120] In the case that two air springs of the vehicle are leaking and the leaking air springs are on the same side, if the leakage speed is less than Y ybest When the vehicle is driving on a flat road, an air suspension fault signal is sent to the on-board display to remind the driver, and a working message is sent to the compressor to inflate the air spring. If the leakage rate is less than Y ybest And the vehicle is driving on a rough road or the leakage speed is greater than Y ybestAt this time, the compressor does not work, and the vehicle controller sends a working signal to the exhaust valve on the side where the air spring is in good working condition, so that the vehicle height on the side where the air spring is in good working condition drops, and an alarm sounds to remind the driver to ensure the driving safety of the vehicle; Specifically, there are the following situations when two air springs leak: A lf and A lr Leakage; A rf and A rr Air leak.

[0121] In the case that two air springs of the vehicle are leaking and the leaking air springs are on different sides, if the leakage speed is less than Y ybest When the vehicle is driving on a flat road, an air suspension fault signal is sent to the on-board display to remind the driver, and a working message is sent to the compressor to inflate the air spring. If the leakage rate is less than Y ybest And the vehicle is driving on a rough road or the leakage speed is greater than Y ybest At this time, the compressor does not work, and the vehicle controller sends a working signal to the exhaust valves at the two corners of the air spring in good working condition, causing the vehicle body height to drop and an alarm to remind the driver to ensure the driving safety of the vehicle; Specifically, there are the following situations when the two air springs leak: A lf and A rf Leakage; A lr and A rr Leakage; A lf and A rr Leakage; A lr and A rf Air leak.

[0122] When three air springs of the vehicle leak and the leakage rate is less than Y ybest In this case, the compressor does not work, and the air suspension fault signal is sent to the vehicle display and an alarm is sounded to remind the driver. If the leakage rate is greater than Y ybest , a signal is sent to the solenoid valve at the corner where the air spring is in good working condition, causing the vehicle height at that corner to drop, and an air suspension fault signal is sent to the on-board display screen and an alarm is sounded to remind the driver; Specifically, there are the following situations when the three air springs leak: A lf and A rf and A lr Leakage; A lf and A rf and A rr Leakage; A lf and A lr and A rr Leakage; A lr and A rf and A rr Air leak.

[0123] In the case of four air springs leaking, the compressor does not work, sends an air suspension fault signal to the vehicle display and sounds an alarm to alert the driver. Specifically, the four air springs leaking is A lf and A rf and A lr and A rr Air leak.

[0124] In response to the above implementation process, this application proposes an active fault-tolerance method for an air suspension system. This method can control the vehicle when an air spring leaks or fails, preventing increased jolting or steering deviation when encountering speed bumps or potholes. This ensures vehicle safety and extends the service life of the suspension system.

[0125] Based on the foregoing embodiments, an embodiment of the present application provides an active fault-tolerant device for an air suspension system, which includes the modules included, and the units included in each module, etc., and can be implemented by a processor in a computer device; of course, it can also be implemented by a specific logic circuit; in the implementation process, the processor can be a microprocessor (Microprocessor Unit, MPU), a central processing unit (Central Processing Unit, CPU), a digital signal processor (Digital Signal Processor, DSP) or a field programmable gate array (Field Programmable Gate Array, FPGA), etc.

[0126] An embodiment of the present application provides an active fault-tolerant device for an air suspension system. As shown in FIG8 , the device 800 includes:

[0127] A first determination module 801 is used to determine the vertical acceleration of the vehicle body, the suspension height at each wheel, and the gas flow rate data;

[0128] A second determining module 802 is configured to determine the working state of each air spring based on the suspension height at each wheel;

[0129] The third determination module 803 is configured to determine the optimal air spring gas flow controllable threshold value based on a particle swarm optimization algorithm, using the gas flow data and the vehicle body vertical acceleration as input data and the air spring gas flow controllable threshold value as an optimization solution target;

[0130] The control module 804 is configured to perform active fault-tolerant control on the air suspension system based on the working status of each air spring and the controllable threshold of the optimal air spring gas flow rate.

[0131] In some embodiments, the second determining module includes:

[0132] a first determining unit, configured to determine that the working state of the air spring at a certain wheel is that the air spring is leaking, when a suspension height at a certain wheel is lower than a suspension height at each of the other wheels by more than a first height difference;

[0133] a second determining unit, configured to determine that the working states of the air springs at any two wheels are air leakage when the suspension heights at any two wheels are lower than the suspension heights at the other two wheels by more than a first height difference;

[0134] a third determining unit, configured to determine that the working states of the air springs at any three wheels are air leakage when the suspension heights at any three wheels are lower than the suspension height at another wheel by at least a first height difference;

[0135] The fourth determining unit is configured to determine that the working state of the air springs at all the wheels is air leakage when the suspension heights at all the wheels are lower than the initial height of the suspension system by more than a second height difference.

[0136] In some embodiments, the third determining module includes:

[0137] a fifth determining unit, configured to determine a controllable threshold value of the air spring gas flow rate based on the gas flow rate data, the vertical acceleration of the vehicle body, and a change in vehicle body height on the damaged side of the air spring; and to form a particle group consisting of a plurality of controllable threshold values ​​of the air spring gas flow rate;

[0138] Initialization unit, used to initialize the speed and position of each particle;

[0139] a sixth determining unit, configured to determine the fitness of the current particle based on the fitness function and taking the current particle and the number of particle groups as input data;

[0140] An updating unit, configured to update the individual historical best position and the global optimal position based on the fitness of the current particle and the updated position of the current particle;

[0141] a seventh determining unit, configured to determine whether a maximum number of iterations has been reached, or whether a global optimal position satisfies a minimum limit;

[0142] The eighth determining unit is configured to use the last controllable threshold of the air spring gas flow as the controllable threshold of the optimal air spring gas flow when the maximum number of iterations is reached or the global optimal position meets the minimum limit.

[0143] In some embodiments, the updating unit includes:

[0144] The first determination subunit is used to determine the updated particle speed based on the particle speed update formula, using the particle speed before update, the particle position before update, the global optimal position, the individual historical best position and the learning factor as input data;

[0145] A second determining subunit is used to determine the updated position of the particle as the sum of the position of the particle before the update and the updated velocity of the particle;

[0146] The first is a subunit, which is used to take the current position as the individual historical best position when the fitness of the current particle is higher than the fitness corresponding to the individual historical best position;

[0147] The second is a subunit, which is used to take the current position as the global optimal position when the fitness of the current particle is higher than the fitness corresponding to the global optimal position.

[0148] In some embodiments, the updating unit further comprises:

[0149] A third determining subunit is configured to determine the fitness of a next particle based on a fitness function and taking the next particle and the number of particle groups as input data;

[0150] The third subunit is used to take the position of the next particle as the best position in the individual history when the fitness of the next particle is higher than the fitness corresponding to the best position in the individual history;

[0151] The fourth subunit is used to set the position of the next particle as the global optimal position when the fitness of the next particle is higher than the fitness corresponding to the global optimal position;

[0152] a fourth determination subunit, configured to determine the updated particle velocity based on a particle velocity update formula, using the particle velocity before update, the particle position before update, the global optimal position, the individual historical optimal position, and the learning factor as input data;

[0153] The fifth determining subunit is configured to determine the updated position of the particle based on the sum of the position of the particle before the update and the velocity of the particle after the update.

[0154] In some embodiments, the control module includes:

[0155] a first sending unit, configured to send working information for inflating the air spring to the compressor when an air spring of the vehicle leaks and the leakage rate is less than a controllable threshold value of the optimal air spring gas flow rate;

[0156] The second sending unit is used to send an air suspension fault signal to the vehicle display screen to remind the driver whether to choose to lower the height of the other three air springs to maintain the comfort of the whole vehicle when one of the air springs of the vehicle leaks and the leakage rate exceeds the controllable threshold of the optimal air spring gas flow rate;

[0157] a third sending unit, configured to send a vehicle body height-lowering operation signal to an exhaust valve of an air spring in good working condition when two air springs of the vehicle are leaking and the leakage rate is greater than a controllable threshold value of an optimal air spring gas flow rate;

[0158] a fourth sending unit, configured to send an air suspension fault signal to an on-board display screen to alert the driver when three air springs of the vehicle leak and the leakage rate is less than a controllable threshold value of the optimal air spring gas flow rate;

[0159] a fifth sending unit, configured to send a signal to lower the vehicle body height to the solenoid valve at a corner of the air spring in good working condition when three air springs of the vehicle are leaking and the leakage rate is greater than a controllable threshold value of the optimal air spring gas flow rate;

[0160] The sixth sending unit is used to send an air suspension fault signal to the vehicle display screen to remind the driver when four air springs of the vehicle have air leakage.

[0161] In some embodiments, the control module further comprises:

[0162] a seventh sending unit, configured to send working information for inflating the air springs to the compressor when the current driving condition of the vehicle indicates that the vehicle is traveling on a flat road and two air springs of the vehicle are leaking and the leakage rate is less than a controllable threshold value of an optimal air spring gas flow rate;

[0163] The eighth sending unit is used to send a working signal to lower the vehicle body height to the exhaust valve on the side where the air spring is in good working condition when the current driving condition of the vehicle indicates that the vehicle is driving on a rough road, and two air springs of the vehicle are leaking and the leakage rate is less than a controllable threshold of the optimal air spring gas flow rate.

[0164] The description of the above device embodiment is similar to the description of the above method embodiment and has similar beneficial effects as the method embodiment. In some embodiments, the functions or modules included in the device provided in the embodiments of the present application can be used to perform the methods described in the above method embodiments. For technical details not disclosed in the device embodiments of the present application, please refer to the description of the method embodiments of the present application for understanding.

[0165] It should be noted that, in the embodiment of the present application, if the above method is implemented in the form of a software function module and sold or used as an independent product, it can also be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the embodiment of the present application is essentially or the part that contributes to the relevant technology can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for making a computer device (which can be a personal computer, a server, or a network device, etc.) execute all or part of the methods described in each embodiment of the present application. The aforementioned storage medium includes various media that can store program codes, such as a U disk, a mobile hard disk, a read-only memory (ROM), a magnetic disk or an optical disk. In this way, the embodiment of the present application is not limited to any specific hardware, software or firmware, or any combination of hardware, software and firmware.

[0166] An embodiment of the present application provides a computer device, including a memory and a processor, wherein the memory stores a computer program that can be run on the processor, and when the processor executes the program, some or all of the steps in the above method are implemented.

[0167] The present invention provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements some or all of the steps in the above method. The computer-readable storage medium may be transient or non-transient.

[0168] An embodiment of the present application provides a computer program, including computer-readable code. When the computer-readable code is run in a computer device, a processor in the computer device executes some or all of the steps for implementing the above method.

[0169] An embodiment of the present application provides a computer program product, which includes a non-transitory computer-readable storage medium storing a computer program, and when the computer program is read and executed by a computer, implements some or all of the steps in the above method. The computer program product can be implemented specifically by hardware, software, or a combination thereof. In some embodiments, the computer program product is embodied as a computer storage medium. In other embodiments, the computer program product is embodied as a software product, such as a software development kit (SDK), etc.

[0170] It should be noted that the descriptions of the various embodiments above tend to emphasize the differences between the various embodiments, and their similarities or similarities can be referenced to each other. The descriptions of the above device, storage medium, computer program, and computer program product embodiments are similar to the descriptions of the above method embodiments and have similar beneficial effects as the method embodiments. For technical details not disclosed in the embodiments of the device, storage medium, computer program, and computer program product of this application, please refer to the description of the method embodiments of this application for understanding.

[0171] An embodiment of the present application provides a computer device, as shown in Figure 9, the hardware entity of the computer device 900 includes: a processor 901, a communication interface 902 and a memory 903, wherein: the processor 901 generally controls the overall operation of the computer device 900. The communication interface 902 can enable the computer device to communicate with other terminals or servers through a network. The memory 903 is configured to store instructions and applications executable by the processor 901, and can also cache data to be processed or processed by the processor 901 and each module in the computer device 900 (for example, image data, audio data, voice communication data and video communication data), which can be implemented by flash memory (FLASH) or random access memory (Random Access Memory, RAM). Data transmission between the processor 901, the communication interface 902 and the memory 903 can be carried out through a bus 904.

[0172] It should be understood that "one embodiment" or "an embodiment" mentioned throughout the specification means that the specific features, structures or characteristics related to the embodiment are included in at least one embodiment of the present application. Therefore, "in one embodiment" or "in an embodiment" appearing throughout the specification does not necessarily refer to the same embodiment. In addition, these specific features, structures or characteristics can be combined in one or more embodiments in any suitable manner. It should be understood that in the various embodiments of the present application, the size of the serial numbers of the above-mentioned steps / processes does not mean the order of execution, and the execution order of each step / process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application. The above-mentioned serial numbers of the embodiments of the present application are for description only and do not represent the advantages and disadvantages of the embodiments.

[0173] It should be noted that, in this document, the terms "comprises," "includes," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, article, or apparatus comprising a series of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or apparatus comprising the element.

[0174] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are merely schematic. For example, the division of the units is merely a logical function division. In actual implementation, there may be other division methods, such as: multiple units or components can be combined, or can be integrated into another system, or some features can be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the components shown or discussed can be through some interfaces, and the indirect coupling or communication connection of the devices or units can be electrical, mechanical or other forms.

[0175] The units described above as separate components may or may not be physically separate, and the components displayed as units may or may not be physical units; they may be located in one place or distributed across multiple network units; some or all of the units may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. In addition, the functional units in the various embodiments of the present application may all be integrated into one processing unit, or each unit may be separately used as a unit, or two or more units may be integrated into one unit; the above-mentioned integrated units may be implemented in the form of hardware or in the form of hardware plus software functional units.

[0176] Those skilled in the art will understand that all or part of the steps of implementing the above-mentioned method embodiment can be completed by hardware related to program instructions, and the aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it executes the steps of the above-mentioned method embodiment; and the aforementioned storage medium includes: mobile storage devices, read-only memories (ROM), magnetic disks or optical disks, and other media that can store program codes.

[0177] Alternatively, if the above-mentioned integrated unit of the present application is implemented in the form of a software function module and sold or used as an independent product, it can also be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the relevant technology, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes a number of instructions for enabling a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the methods described in each embodiment of the present application. The aforementioned storage medium includes: various media that can store program codes, such as mobile storage devices, ROMs, magnetic disks, or optical disks.

[0178] The above is only an implementation method of the present application, but the scope of protection of the present application is not limited thereto. Any technician familiar with this technical field can easily think of changes or replacements within the technical scope disclosed in this application, which should be covered by the scope of protection of the present application.

Claims

1. An active fault tolerance method for an air suspension system, the method comprising: Determine the body vertical acceleration, the suspension height at each wheel, and the gas flow rate data; Based on the suspension height at each wheel, respectively determine the working state of each air spring; Based on the particle swarm optimization algorithm, using the gas flow rate data and the body vertical acceleration as input data, and using the controllable threshold of the air spring gas flow rate as the optimization solution target, determine the controllable threshold of the optimal air spring gas flow rate; Based on the working state of each air spring and the controllable threshold of the optimal air spring gas flow rate, perform active fault tolerance control on the air suspension system.

2. Based on the method described in claim 1, wherein, The step of using the particle swarm optimization algorithm, using the gas flow rate data and the body vertical acceleration as input data, and using the controllable threshold of the air spring gas flow rate as the optimization solution target, to determine the controllable threshold of the optimal air spring gas flow rate includes: Based on the gas flow rate data, the body vertical acceleration, and the change in body height on the damaged side of the air spring, determine the controllable threshold of the air spring gas flow rate; form a particle swarm by the controllable thresholds of the gas flow rates of multiple air springs; Initialize the velocity and position of each particle; Based on the fitness function, using the current particle and the number of the particle swarm as input data, determine the fitness of the current particle; Based on the fitness of the current particle and the updated position of the current particle, update the individual historical best position and the global optimal position; Determine whether the maximum number of iterations is reached, or whether the global optimal position meets the minimum limit; In the case where the maximum number of iterations is reached, or the global optimal position meets the minimum limit, use the controllable threshold of the air spring gas flow rate at the last time as the controllable threshold of the optimal air spring gas flow rate.

3. Based on the method described in claim 2, wherein, The step of updating the individual historical best position and the global optimal position based on the fitness of the current particle and the updated position of the current particle includes: Based on the particle velocity update formula, using the velocity before particle update, the position before particle update, the global optimal position, the individual historical best position, and the learning factor as input data, determine the velocity of the updated particle; Determine that the position of the updated particle is the sum of the position before particle update and the velocity of the updated particle; In the case where the fitness of the current particle is higher than the fitness corresponding to the individual historical best position, use the current position as the individual historical best position; In the case where the fitness of the current particle is higher than the fitness corresponding to the global optimal position, use the current position as the global optimal position.

4. Based on the method described in claim 3, wherein, In the case where it is determined that the maximum number of iterations is not reached, and the global optimal position does not meet the minimum limit, the method further includes: Based on the fitness function, using the next particle and the number of the particle swarm as input data, determine the fitness of the next particle; In the case where the fitness of the next particle is higher than the fitness corresponding to the individual historical best position, use the position of the next particle as the individual historical best position; In the case where the fitness of the next particle is higher than the fitness corresponding to the global optimal position, use the position of the next particle as the global optimal position; Determine the updated position of the particle based on the sum of the position of the particle before update and the velocity of the particle after update.

5. Based on the method described in any one of claims 1 to 4, wherein The active fault tolerance control of the air suspension system based on the working states of the respective air springs and the controllable threshold of the optimal air spring gas flow rate includes one or more of the following: When one air spring of the vehicle leaks air and the air leakage speed is less than the controllable threshold of the optimal air spring gas flow rate, send the working information for inflating the air spring to the compressor; When one air spring of the vehicle leaks air and the air leakage speed is greater than the controllable threshold of the optimal air spring gas flow rate, send an air suspension fault signal to the in-vehicle display screen to remind the driver whether to choose to lower the heights of the other three air springs to maintain the comfort of the whole vehicle; When two air springs of the vehicle leak air and the air leakage speed is greater than the controllable threshold of the optimal air spring gas flow rate, send a working signal for lowering the vehicle body height to the exhaust valve with good working state of the air spring; When three air springs of the vehicle leak air and the air leakage speed is less than the controllable threshold of the optimal air spring gas flow rate, send an air suspension fault signal to the in-vehicle display screen to remind the driver; When three air springs of the vehicle leak air and the air leakage speed is greater than the controllable threshold of the optimal air spring gas flow rate, send a signal for lowering the vehicle body height to the solenoid valve at one corner with good working state of the air spring; When four air springs of the vehicle leak air, send an air suspension fault signal to the in-vehicle display screen to remind the driver.

6. Based on the method according to any one of claims 1 to 4, wherein, The active fault tolerance control of the air suspension system based on the working states of the respective air springs and the controllable threshold of the optimal air spring gas flow rate includes: When the current driving condition of the vehicle indicates that the vehicle is driving on a flat road surface and two air springs of the vehicle leak air and the air leakage speed is less than the controllable threshold of the optimal air spring gas flow rate, send the working information for inflating the air spring to the compressor; When the current driving condition of the vehicle indicates that the vehicle is driving on a rough road surface and two air springs of the vehicle leak air and the air leakage speed is less than the controllable threshold of the optimal air spring gas flow rate, send a working signal for lowering the vehicle body height to the exhaust valve on the side with good working state of the air spring.

7. Based on the method described in any one of claims 1 to 4, wherein, The working state of the air spring includes air leakage of the air spring. Based on the suspension heights at the respective wheels, the working states of the respective air springs are respectively determined, including one or more of the following: When the suspension height at a certain wheel is lower than the suspension heights at each of the other wheels by more than a first height difference, determine that the working state of the air spring at the certain wheel is air leakage of the air spring; When the suspension heights at any two wheels are lower than the suspension heights at the other two wheels by more than a first height difference, determine that the working states of the air springs at the any two wheels are air leakage of the air springs; When the suspension height at any three wheels is lower than the suspension height at the other wheel by more than a first height difference, it is determined that the working state of the air springs at the any three wheels is that the air springs are leaking air; When the suspension height at all wheels is lower than the initial height of the suspension system by more than a second height difference, it is determined that the working state of the air springs at all wheels is that the air springs are leaking air.

8. An active fault tolerance device for an air suspension system, the device comprising: A first determination module for determining the body vertical acceleration, the suspension height at each wheel, and the gas flow data; A second determination module for respectively determining the working state of each air spring based on the suspension height at each wheel; A third determination module for determining the controllable threshold of the optimal air spring gas flow based on the particle swarm optimization algorithm, with the gas flow data and the body vertical acceleration as input data and the controllable threshold of the air spring gas flow as the optimization solution target; A control module for performing active fault tolerance control on the air suspension system based on the working state of each air spring and the controllable threshold of the optimal air spring gas flow.

9. A computer device, comprising a memory and a processor, the memory storing a computer program that can run on the processor, and when the processor executes the program, the steps in the method according to any one of claims 1 to 7 are implemented.

10. A computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the steps in the method according to any one of claims 1 to 7 are implemented.

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