Rigidity value matching method of suspension system, suspension system, vehicle and storage medium

Abstract

The invention discloses a rigidity value matching method of a suspension system, the suspension system, a vehicle and a storage medium. The method comprises the steps that the current speed of the vehicle is obtained; determining a target rigidity value of the suspension system according to the current speed; the frequency corresponding to the target rigidity value avoids the input frequency, and the input frequency is the frequency applied to the suspension system by the vehicle at the current speed; and adjusting the actual rigidity value of the suspension system to be the target rigidity value. According to the technical scheme provided by the embodiment of the invention, the input frequency applied to the suspension system by the vehicle at the current speed is determined by acquiring the current speed information of the vehicle, and the frequency of the suspension system is kept away from the input frequency at the current speed by adjusting the longitudinal rigidity value of the suspension system; the problem that part of vehicles have longitudinal abnormal vibration is solved, the matching degree between the input frequency and the vibration frequency of the suspension system is guaranteed, and the comfort degree of vehicle driving under different vehicle conditions is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle suspension systems, and in particular to a stiffness value matching method of a suspension system, a suspension system, a vehicle and a storage medium. Background Art

[0002] At present, commercial vehicles generally use a full-floating cab suspension system. In order to maximize the vibration comfort of the vehicle, the movement stroke of the cab reaches about 100mm, and the elastic element generally uses an air spring. The air spring has the characteristics of high support force and low stiffness, which can greatly improve the attenuation of the vertical vibration of the suspension system.

[0003] In the existing cab suspension system, in order to ensure the overall movement posture of the cab, a guide structure is usually set on the front suspension, which can guide the cab to move mainly in the vertical direction, while taking into account the lateral and longitudinal control functions. In order to achieve this function, rubber bushings are generally arranged at the front and rear ends of the guide mechanism to buffer small lateral and longitudinal vibrations and limit large displacements. From the perspective of vibration attenuation, a smaller bushing stiffness can achieve a better vibration isolation effect. However, since traditional rubber bushings can usually only provide a single stiffness to fix the frequency of the suspension system, it is easy to cause the vehicle input frequency to resonate with the natural frequency of the suspension system under some driving conditions. Therefore, the natural frequency of the suspension system is generally designed to be greater than 9Hz, but this will cause abnormal vibration problems in the vehicle and sacrifice some driving comfort. Summary of the invention

[0004] The present invention provides a stiffness value matching method of a suspension system, a suspension system, a vehicle and a storage medium, so as to solve the problem of abnormal vibration of the vehicle and improve the driving comfort of the vehicle.

[0005] According to a first aspect of the present invention, a method for matching stiffness values ​​of a suspension system is provided, comprising:

[0006] Get the current speed of the vehicle;

[0007] determining a target stiffness value of the suspension system according to the current speed; so that a frequency corresponding to the target stiffness value avoids an input frequency, wherein the input frequency is a frequency applied to the suspension system by the vehicle at the current speed;

[0008] The actual stiffness value of the suspension system is adjusted to the target stiffness value.

[0009] Optionally, determining a target stiffness value of the suspension system according to the current speed includes:

[0010] Based on the characteristic curve between the input frequency and the longitudinal stiffness of the suspension system, the longitudinal target stiffness value of the suspension system is determined according to the relationship between the current speed and the input frequency, and the current speed corresponds to the input frequency one by one.

[0011] Optionally, obtaining the characteristic curve comprises: measuring the longitudinal target stiffness value of the suspension system at different input frequencies;

[0012] The characteristic curve is obtained by fitting according to the corresponding relationship between the longitudinal target stiffness value and the input frequency.

[0013] Optionally, the difference between the input frequency and the frequency corresponding to the longitudinal target stiffness value includes ±1.5 Hz.

[0014] Optionally, based on a characteristic curve between the input frequency and the longitudinal stiffness of the suspension system, determining a longitudinal target stiffness value of the suspension system according to a relationship between the current speed and the input frequency includes:

[0015] The longitudinal target stiffness value of the suspension system is determined according to the relationship between the input frequency and the preset frequency range; wherein the preset frequency includes a first preset frequency range, a second preset frequency range, a third preset frequency range, a fourth preset frequency range and a fifth preset frequency range, the first preset frequency range is smaller than the second preset frequency range, the second preset frequency range is smaller than the third preset frequency range, the third preset frequency range is smaller than the fourth preset frequency range, and the fourth preset frequency range is smaller than the fifth preset frequency range.

[0016] Optionally, determining the longitudinal target stiffness value of the suspension system according to the relationship between the input frequency and a preset frequency range includes:

[0017] When the input frequency is within the first preset frequency range, determining the longitudinal target stiffness value to be within the first target preset stiffness range;

[0018] When the input frequency is within the third preset frequency range, the longitudinal target stiffness value is determined to be within the second target preset stiffness range.

[0019] Optionally, determining the longitudinal target stiffness value of the suspension system according to the relationship between the input frequency and a preset frequency includes:

[0020] When the input frequency is within the second preset frequency range, it is determined that the longitudinal target stiffness value increases with the increase of the input frequency.

[0021] Optionally, determining the longitudinal target stiffness value of the suspension system according to the relationship between the input frequency and a preset frequency includes:

[0022] When the input frequency is within the fourth preset frequency range, it is determined that the longitudinal target stiffness value decreases as the input frequency increases.

[0023] Optionally, determining the longitudinal target stiffness value of the suspension system according to the relationship between the input frequency and a preset frequency includes:

[0024] When the input frequency is within the fifth preset frequency range, the longitudinal target stiffness value is determined to be a third target preset stiffness.

[0025] Optionally, the first preset frequency range includes 0-5 Hz, the third preset frequency range includes 6.5 Hz, the first target preset stiffness range includes 500 (1±20%) N / mm, and the second target preset stiffness range includes 1300 (1±20%) N / mm.

[0026] According to a second aspect of the present invention, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement the stiffness value matching method of the suspension system described in any one of the first aspect of the present invention when executed.

[0027] According to a third aspect of the present invention, there is provided a suspension system, which uses the suspension longitudinal stiffness value matching method described in any one of the first aspects to perform longitudinal stiffness matching.

[0028] Optionally, the suspension system includes a passive hydraulic suspension system or a semi-active functional electronically controlled hydraulic suspension system.

[0029] According to a fourth aspect of the present invention, a vehicle is provided, comprising the suspension system according to the third aspect.

[0030] The technical solution provided by the embodiment of the present invention obtains the input frequency applied by the vehicle to the suspension system by acquiring the current speed of the vehicle, and adjusts the actual stiffness value of the suspension system of the vehicle to the target stiffness value, so that the input frequency applied by the vehicle to the suspension system at the current vehicle speed appropriately avoids the frequency corresponding to the actual stiffness value of the suspension system, thereby avoiding the abnormal vibration problem caused by resonance, ensuring the matching degree between the input frequency and the vibration frequency of the suspension system, and improving the driving comfort of the vehicle.

[0031] It should be understood that the contents described in this section are not intended to identify the key or important features of the embodiments of the present invention, nor are they intended to limit the scope of the present invention. Other features of the present invention will become easily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0033] Figure 1 A flowchart of a stiffness value matching method for a suspension system provided by an embodiment of the present invention;

[0034] Figure 2 A flowchart of a stiffness value matching method of another suspension system provided by an embodiment of the present invention;

[0035] Figure 3 A flow chart of a method for determining a characteristic curve between an input frequency and a longitudinal stiffness of a suspension system provided by an embodiment of the present invention;

[0036] Figure 4 A characteristic curve between an input frequency and a longitudinal stiffness of a suspension system provided by an embodiment of the present invention;

[0037] Figure 5 A flowchart of a stiffness value matching method of another suspension system provided by an embodiment of the present invention;

[0038] Figure 6 A flowchart of a stiffness value matching method of another suspension system provided by an embodiment of the present invention;

[0039] Figure 7 A flowchart of a stiffness value matching method for a suspension system provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0040] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0041] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0042] Figure 1 This is a flow chart of a method for matching the stiffness value of a suspension system provided by an embodiment of the present invention. This embodiment is applicable to the case of adjusting the stiffness value of a vehicle suspension system. The method can be executed by the suspension system. The suspension system can be implemented in the form of hardware and / or software. The suspension system can be configured in a vehicle. Figure 1 As shown, the method includes:

[0043] S110: Obtain the current speed of the vehicle.

[0044] Specifically, the current speed of the vehicle can be obtained through a speed sensor or a vehicle ECU (Electronic Control Unit) or other devices.

[0045] S120: Determine a target stiffness value of the suspension system according to the current speed.

[0046] Specifically, the suspension system connects the chassis and tires, supports the weight of the vehicle, buffers the impact of the road, maintains the contact between the tires and the road, and ensures the driving stability of the vehicle. It is a supporting automotive powertrain component. The input frequency applied by the vehicle to the suspension system of the chassis is different under different vehicle working conditions. Different stiffness values ​​of the suspension system correspond to different natural vibration frequencies of the suspension system. Changing the stiffness value of the suspension system can change the natural vibration frequency of the suspension system. When the natural vibration frequency of the suspension system is the same as or close to the input frequency of the vehicle, resonance will occur, causing abnormal vibration and noise; when the natural vibration frequency of the suspension system is too different from the input frequency of the vehicle, the suspension system cannot effectively filter out the impact and shock caused by the road to the vehicle cab, affecting the driving comfort. By obtaining the current vehicle speed, the target stiffness value of the suspension system is determined, so that the frequency of the vehicle input to the suspension system at the current vehicle speed appropriately avoids the natural vibration frequency corresponding to the target stiffness value of the suspension system, avoids resonance to solve the problem of abnormal vibration, and ensures the matching degree between the input frequency and the vibration frequency of the suspension system, so as to improve the driving comfort of the vehicle under different vehicle speed conditions.

[0047] S130: Adjust the actual stiffness value of the suspension system to the target stiffness value.

[0048] Specifically, the actual stiffness value of the suspension system can be adjusted to the target stiffness value through the vehicle ECU control, so that the input frequency applied to the suspension system by the vehicle at the current vehicle speed appropriately avoids the frequency corresponding to the actual stiffness value of the suspension system, ensuring the matching degree between the input frequency and the vibration frequency of the suspension system, thereby improving the driving comfort of the vehicle.

[0049] The technical solution provided by the embodiment of the present invention obtains the input frequency applied by the vehicle to the suspension system by acquiring the current speed of the vehicle, and adjusts the actual stiffness value of the suspension system of the vehicle to the target stiffness value, so that the input frequency applied by the vehicle to the suspension system at the current vehicle speed appropriately avoids the frequency corresponding to the actual stiffness value of the suspension system, avoids abnormal vibration problems caused by resonance, ensures the matching degree between the input frequency and the vibration frequency of the suspension system, and improves the driving comfort of the vehicle.

[0050] Optionally, Figure 2 A flowchart of another method for matching the stiffness value of a suspension system provided by an embodiment of the present invention. Figure 2 The method comprises:

[0051] S210: Obtain the current speed of the vehicle.

[0052] S220 : Determine a target longitudinal stiffness value of the suspension system based on a characteristic curve between the input frequency and the longitudinal stiffness of the suspension system and according to a relationship between the current speed and the input frequency.

[0053] Specifically, the current speed of the vehicle corresponds to the input frequency one by one, and one current vehicle speed corresponds to an input frequency of the vehicle to the suspension system at the current moment. Generally, the greater the vehicle speed, the higher the input frequency applied by the vehicle to the suspension system, and the amplitude of the input frequency change will gradually decrease as the vehicle speed increases. The longitudinal direction of the suspension system can be the straight line direction where the front wheels and rear wheels on the same side of the vehicle are located. After obtaining the input frequency corresponding to the current vehicle speed, the characteristic curve between the input frequency and the longitudinal stiffness of the suspension system is compared to determine the longitudinal target stiffness value of the suspension system at the current vehicle speed, so that the input frequency corresponding to the current vehicle speed and the frequency corresponding to the longitudinal target stiffness value of the suspension system are appropriately staggered to avoid resonance, and to ensure the matching degree between the input frequency and the vibration frequency of the suspension system, thereby improving the driving comfort of the vehicle.

[0054] S230: Adjust the actual stiffness value of the suspension system to the target stiffness value.

[0055] Optionally, Figure 3 A flow chart of a method for determining a characteristic curve between an input frequency and a longitudinal stiffness of a suspension system provided by an embodiment of the present invention, Figure 4 A characteristic curve between an input frequency and the longitudinal stiffness of a suspension system provided by an embodiment of the present invention. Based on the above embodiment, see Figure 3 and Figure 4 The method comprises:

[0056] S310. Measure the longitudinal target stiffness value of the suspension system at different input frequencies.

[0057] Specifically, when the input frequency is fixed, the longitudinal stiffness value of the suspension system is continuously adjusted so that the frequency of the suspension system avoids the input frequency and achieves the ideal driving comfort. At this time, the longitudinal stiffness value of the suspension system measured is the longitudinal target stiffness value of the suspension system. The input frequency is changed to obtain the corresponding relationship between multiple groups of different input frequencies and the corresponding longitudinal target stiffness values ​​of the suspension system.

[0058] S320 , obtaining a characteristic curve by fitting according to the corresponding relationship between the longitudinal target stiffness value and the input frequency.

[0059] Specifically, multiple groups of input frequencies and corresponding longitudinal target stiffness values ​​may be represented in the coordinate axis in the form of a scatter plot, and then a characteristic curve between the longitudinal target stiffness value and the input frequency may be obtained by using a least square method or other fitting methods. Figure 4It is a characteristic curve between the longitudinal target stiffness value and the input frequency obtained under ideal driving comfort. The horizontal axis is the input frequency and the vertical axis is the longitudinal target stiffness value. Its typical characteristics are that the longitudinal target stiffness value remains basically unchanged in the initial stage when the input frequency is low, and the longitudinal target stiffness value gradually increases with the increase of the input frequency. When the longitudinal target stiffness value reaches the peak value, the longitudinal target stiffness value continues to decrease slightly with the increase of the input frequency, and finally tends to be stable and unchanged.

[0060] Optionally, based on the above embodiment, see Figure 4 The difference between the input frequency and the frequency corresponding to the longitudinal target stiffness value is ±1.5Hz.

[0061] Specifically, when the vehicle speed is low, the longitudinal target stiffness value of the suspension system can be set to a lower stiffness value, so that the vehicle's suspension system has a lower natural vibration frequency and achieves better vibration isolation performance. When the vehicle speed is high, the longitudinal target stiffness value of the suspension system can be set to a higher stiffness value, so that the natural vibration frequency of the vehicle's suspension system avoids the input frequency when the vehicle speed is high, reducing the measured longitudinal vibration acceleration and ensuring the vehicle's posture comfort. For example, Figure 4 As shown in the figure, at a low-frequency input frequency of 0-5 Hz with a relatively low vehicle speed, the longitudinal target stiffness value of the suspension system is set to 500 (1±20%) N / mm; at a high-frequency input frequency of (6.5±1.5) Hz with a relatively high vehicle speed, the longitudinal target stiffness value of the suspension system is set to 1300 (1±20%) N / mm, so that the difference between the input frequency and the corresponding frequency of the longitudinal target stiffness value is about ±1.5 Hz, ensuring the matching degree between the input frequency and the vibration frequency of the suspension system, and maximizing the driving comfort of the vehicle.

[0062] Optionally, Figure 5 A flowchart of another method for matching the stiffness value of a suspension system provided by an embodiment of the present invention. Figure 4 and Figure 5 The method comprises:

[0063] S510: Obtain the current speed of the vehicle.

[0064] S520 : Determine a longitudinal target stiffness value of the suspension system according to a relationship between the input frequency and a preset frequency range.

[0065] Specifically, the correspondence between the longitudinal target stiffness value of the suspension system and the input frequency is different under different preset frequency ranges. The preset frequencies include a first preset frequency range, a second preset frequency range, a third preset frequency range, a fourth preset frequency range, and a fifth preset frequency range. The first preset frequency range is smaller than the second preset frequency range, the second preset frequency range is smaller than the third preset frequency range, the third preset frequency range is smaller than the fourth preset frequency range, and the fourth preset frequency range is smaller than the fifth preset frequency range. For example, Figure 4 As shown, the first preset frequency range can be an input frequency range of 0-5Hz, the second preset frequency range can be an input frequency range of 5Hz-6.5Hz, the third preset frequency range can be an input frequency of 6.5Hz, the fourth preset frequency range can be an input frequency range of 6.5Hz-8Hz, and the fifth preset frequency range can be an input frequency range greater than 8Hz.

[0066] S530: Adjust the actual stiffness value of the suspension system to the target stiffness value.

[0067] Optionally, Figure 6 A flowchart of another method for matching the stiffness value of a suspension system provided by an embodiment of the present invention. Figure 4 and Figure 6 The method comprises:

[0068] S610: Obtain the current speed of the vehicle.

[0069] S620: When the input frequency is within a first preset frequency range, determine that the longitudinal target stiffness value is within a first target preset stiffness range.

[0070] Specifically, when the input frequency is within the first preset frequency range, the frequency applied by the vehicle to the suspension system is within the low-frequency vibration range. At this time, the longitudinal target stiffness value of the suspension system can be determined to be within the first target preset stiffness range. The longitudinal target stiffness value within the first target preset stiffness range can enable the suspension system of the vehicle to have a lower natural vibration frequency and achieve better vibration isolation performance. For example, Figure 4 As shown, the first target preset stiffness range may be a stiffness value range of 500 (1±20%) N / mm, and the first preset frequency range may be a frequency range of 0-5 Hz.

[0071] S630: When the input frequency is within a third preset frequency range, determine that the longitudinal target stiffness value is within a second target preset stiffness range.

[0072] Specifically, when the input frequency is within the third preset frequency range, the frequency applied by the vehicle to the suspension system is within a relatively high frequency vibration interval, which is also the input frequency range corresponding to the vehicle's commonly used driving speed. At this time, the longitudinal target stiffness value of the suspension system can be determined to be within the third target preset stiffness range. The longitudinal target stiffness value within the third preset frequency range can avoid the natural vibration frequency of the vehicle's suspension system from the input frequency at higher vehicle speeds, reduce the measured longitudinal vibration acceleration, ensure the degree of match between the input frequency and the vibration frequency of the suspension system, and improve the vehicle's stance comfort. For example, if Figure 4 As shown, the third target preset stiffness range may be a stiffness value of 1300 (1±20%) N / mm, and the third preset frequency range may be a frequency range of 6.5 Hz, that is, an input frequency range corresponding to a vehicle speed of 60-80 km / h.

[0073] S640: Adjust the actual stiffness value of the suspension system to the target stiffness value.

[0074] Optionally, Figure 7 A flowchart of another method for matching the stiffness value of a suspension system provided by an embodiment of the present invention. Figure 4 and Figure 7 The method comprises:

[0075] S710: Obtain the current speed of the vehicle.

[0076] S720: When the input frequency is within a first preset frequency range, determine that the longitudinal target stiffness value is within a first target preset stiffness range.

[0077] S730: When the input frequency is within a second preset frequency range, determine that the longitudinal target stiffness value increases with an increase in the input frequency.

[0078] Specifically, when the input frequency is in the second preset frequency range, as the vehicle speed increases, the input frequency applied by the vehicle to the suspension system increases continuously and is in a rapidly changing frequency range. At this time, it can be determined that the longitudinal target stiffness value of the suspension system increases with the increase of the input frequency so that the vibration frequency of the suspension system of the vehicle also gradually increases and maintains a certain frequency difference with the increasing input frequency, thereby avoiding resonance and ensuring the matching degree between the input frequency and the vibration frequency of the suspension system, thereby improving the driving comfort of the vehicle.

[0079] S740, when the input frequency is within a third preset frequency range, determining that the longitudinal target stiffness value is within a second target preset stiffness range;

[0080] S750: When the input frequency is within a fourth preset frequency range, determine that the longitudinal target stiffness value decreases as the input frequency increases.

[0081] Specifically, when the input frequency is within the fourth preset frequency range, as the vehicle speed increases, the increase in the input frequency applied by the vehicle to the suspension system becomes smaller and smaller. At this time, the longitudinal target stiffness value of the suspension system can be set to decrease as the input frequency increases, so that the natural vibration frequency of the suspension system of the vehicle gradually decreases, thereby reducing the frequency difference between the input frequency and the vibration frequency of the suspension system, ensuring the matching degree between the input frequency and the vibration frequency of the suspension system, and improving the driving comfort of the vehicle under high-speed driving conditions.

[0082] S760: When the input frequency is within a fifth preset frequency range, determine that the longitudinal target stiffness value is a third target preset stiffness.

[0083] Specifically, when the input frequency is within the fifth preset frequency range, as the vehicle speed increases, the increase in the input frequency applied by the vehicle to the suspension system remains substantially unchanged. At this time, the longitudinal target stiffness value of the suspension system can be determined to be the third target preset stiffness, so that the vibration frequency of the suspension system of the vehicle remains fixed, that is, the frequency difference between the input frequency and the vibration frequency of the suspension system remains unchanged, thereby ensuring the matching degree between the input frequency and the vibration frequency of the suspension system and improving the driving comfort of the vehicle under ultra-high-speed driving conditions.

[0084] S770. Adjust the actual stiffness value of the suspension system to the target stiffness value.

[0085] The embodiment of the present invention further provides a suspension system. The suspension system provided by the embodiment of the present invention adopts the suspension longitudinal stiffness value matching method provided by any of the above embodiments to perform stiffness matching, and has the beneficial effects of the suspension longitudinal stiffness value matching method provided by any of the above embodiments, which will not be described in detail here.

[0086] Optionally, the suspension system includes a passive hydraulic suspension system or a semi-active functional electronically controlled hydraulic suspension system.

[0087] Specifically, the suspension system may adopt a passive hydraulic suspension system or a semi-active electronically controlled hydraulic suspension system to adjust the longitudinal stiffness value of the vehicle suspension system by adjusting the stiffness value of the bushing in the suspension system.

[0088] The embodiment of the present invention further provides a vehicle. The vehicle provided by the embodiment of the present invention includes the suspension system provided by any of the above embodiments, and has the beneficial effects of the suspension system provided by any of the above embodiments, which will not be described in detail here.

[0089] An embodiment of the present invention also provides a computer-readable storage medium, which stores computer instructions, and the computer instructions are used to implement the stiffness value matching method of the suspension system provided by any of the above embodiments of the present invention when the processor executes. In some embodiments, the stiffness value matching method of the suspension system can be implemented as a computer program, which is tangibly contained in a computer-readable storage medium. In the context of the present invention, a computer-readable storage medium can be a tangible medium that can contain or store a computer program for use by an instruction execution system, device or equipment or used in conjunction with an instruction execution system, device or equipment. The computer-readable storage medium can include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices or equipment, or any suitable combination of the above. Alternatively, the computer-readable storage medium can be a machine-readable signal medium. More specific examples of machine-readable storage media would include electrical connections based on one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), optical fibers, a portable compact disk-read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0090] It should be understood that the various forms of processes shown above can be used to reorder, add or delete steps. For example, the steps described in the present invention can be executed in parallel, sequentially or in different orders, as long as the desired results of the technical solution of the present invention can be achieved, and this document does not limit this.

[0091] The above specific implementations do not constitute a limitation on the protection scope of the present invention. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions can be made according to design requirements and other factors. Any modification, equivalent substitution and improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A stiffness value matching method for a suspension system, It is characterized in that include: Get the current speed of the vehicle; determining a target stiffness value of the suspension system according to the current speed; so that the frequency corresponding to the target stiffness value avoids the input frequency, where the input frequency is the frequency applied to the suspension system by the vehicle at the current speed; The actual stiffness value of the suspension system is adjusted to the target stiffness value.

2. The stiffness value matching method of the suspension system according to claim 1, It is characterized in that Determining a target stiffness value of the suspension system according to the current speed includes: Based on the characteristic curve between the input frequency and the longitudinal stiffness of the suspension system, the longitudinal target stiffness value of the suspension system is determined according to the relationship between the current speed and the input frequency, and the current speed corresponds to the input frequency one by one.

3. The stiffness value matching method of the suspension system according to claim 2, It is characterized in that Acquiring the characteristic curve comprises: measuring the longitudinal target stiffness value of the suspension system at different input frequencies; The characteristic curve is obtained by fitting according to the corresponding relationship between the longitudinal target stiffness value and the input frequency.

4. The stiffness value matching method of the suspension system according to claim 3, It is characterized in that The difference between the input frequency and the frequency corresponding to the longitudinal target stiffness value includes ±1.5 Hz.

5. The stiffness value matching method of the suspension system according to claim 2, It is characterized in that Based on a characteristic curve between the input frequency and the longitudinal stiffness of the suspension system, and according to a relationship between the current speed and the input frequency, determining a longitudinal target stiffness value of the suspension system includes: The longitudinal target stiffness value of the suspension system is determined according to the relationship between the input frequency and the preset frequency range; wherein the preset frequency includes a first preset frequency range, a second preset frequency range, a third preset frequency range, a fourth preset frequency range and a fifth preset frequency range, the first preset frequency range is smaller than the second preset frequency range, the second preset frequency range is smaller than the third preset frequency range, the third preset frequency range is smaller than the fourth preset frequency range, and the fourth preset frequency range is smaller than the fifth preset frequency range.

6. The stiffness value matching method of the suspension system according to claim 5, It is characterized in that Determining the longitudinal target stiffness value of the suspension system according to the relationship between the input frequency and the preset frequency range includes: When the input frequency is within the first preset frequency range, determining the longitudinal target stiffness value to be within the first target preset stiffness range; When the input frequency is within the third preset frequency range, the longitudinal target stiffness value is determined to be within the second target preset stiffness range.

7. The stiffness value matching method of the suspension system according to claim 5, It is characterized in that Determining the longitudinal target stiffness value of the suspension system according to the relationship between the input frequency and the preset frequency includes: When the input frequency is within the second preset frequency range, it is determined that the longitudinal target stiffness value increases with the increase of the input frequency.

8. The stiffness value matching method of the suspension system according to claim 5, It is characterized in that Determining the longitudinal target stiffness value of the suspension system according to the relationship between the input frequency and the preset frequency includes: When the input frequency is within the fourth preset frequency range, it is determined that the longitudinal target stiffness value decreases as the input frequency increases.

9. The stiffness value matching method of the suspension system according to claim 5, It is characterized in that Determining the longitudinal target stiffness value of the suspension system according to the relationship between the input frequency and the preset frequency includes: When the input frequency is within the fifth preset frequency range, the longitudinal target stiffness value is determined to be a third target preset stiffness.

10. The stiffness value matching method of the suspension system according to claim 6, It is characterized in that The first preset frequency range includes 0-5 Hz, the third preset frequency range includes 6.5 Hz, the first target preset stiffness range includes 500 (1±20%) N / mm, and the second target preset stiffness range includes 1300 (1±20%) N / mm.

11. A storage medium having a computer program stored thereon, It is characterized in that When the program is executed by a processor, the stiffness value matching method of the suspension system as claimed in any one of claims 1 to 10 is implemented.

12. A suspension system, It is characterized in that The longitudinal stiffness matching is performed using the suspension longitudinal stiffness value matching method described in any one of claims 1 to 10.

13. The suspension system according to claim 12, It is characterized in that Including passive hydraulic suspension system or semi-active functional electronically controlled hydraulic suspension system.

14. A vehicle, Features Comprising the suspension system of claim 13.

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