A method and device for optimizing the vehicle mount stiffness curve, a vehicle, and a storage medium

Abstract

The present invention discloses a method and device for optimizing a vehicle mount stiffness curve, a vehicle, and a storage medium, including: dividing the mount stiffness curve into a non-linear segment and a linear segment; performing a cubic Hermite polynomial interpolation operation on the non-linear segment; performing a linear polynomial interpolation operation on the linear segment; and obtaining an optimized mount stiffness curve according to the interpolated non-linear segment and the interpolated linear segment. The method and device for optimizing a vehicle mount stiffness curve, the vehicle, and the storage medium provided by the present invention can improve the accuracy of the mount stiffness curve by performing polynomial interpolation operations on the non-linear segment and the linear segment of the mount stiffness curve respectively, and then obtaining the optimized mount stiffness curve according to the interpolated non-linear segment and the interpolated linear segment, thereby improving the consistency between the mount system simulation and the actual working conditions, and contributing to better optimizing the design of the mount system components subsequently.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle suspension systems, and particularly to a method and device for optimizing a vehicle suspension stiffness curve, a vehicle, and a storage medium. Background Art

[0002] With the continuous development of the automotive industry, people's requirements for driving and riding comfort are also increasing. As the main excitation source of the vehicle, the vibration isolation of the powertrain is crucial for the vibration comfort of the whole vehicle. The suspension system is the part connecting the powertrain and the body, and its main functions are to support the powertrain, reduce the impact of the vibration of the powertrain on the whole vehicle, limit the jitter amount of the powertrain, and reduce the impact of the vibration of the powertrain transmitted to the cockpit under operating conditions, so as to improve the handling stability and NVH performance of the vehicle. In the data design of the suspension system, it is necessary to analyze the motion displacement envelope and the change of the load force value of the suspension system through the suspension stiffness curve (including the left suspension, the right suspension, and the anti-torsion tie rod). The setting of the traditional suspension stiffness curve is basically to make the initial inflection point trend line according to 6 inflection point values (suspension design stiffness and displacement), and then appropriately add corresponding distribution points manually to form a smooth curve as the suspension stiffness curve. The traditional suspension stiffness curve setting has the following disadvantages:

[0003] 1. It is necessary to subjectively add distribution points manually, with a large degree of uncertainty, long time consumption, and low accuracy;

[0004] 2. The number of suspension stiffness distribution points is small, resulting in the problem of "inability to converge" of data (that is, generally making the calculation fall into an infinite loop and unable to calculate the final result) when calculating the motion displacement envelope and the change of the load force value in the final simulation stage;

[0005] 3. Lack of the rigid body critical section curve with the same properties as rubber and iron;

[0006] 4. It is necessary to operate EXCEL, ADAMS, and TXT files back and forth, and the operation process is cumbersome. Summary of the Invention

[0007] The purpose of the present invention is to provide a method and device for optimizing a vehicle suspension stiffness curve, a vehicle, and a storage medium, which can improve the accuracy of the suspension stiffness curve, thereby improving the consistency between the suspension system simulation and the actual working conditions, and helping to better optimize the design of the suspension system components subsequently.

[0008] To achieve the above object, the technical solution of the present invention is implemented as follows:

[0009] In a first aspect, an embodiment of the present invention provides a method for optimizing a vehicle suspension stiffness curve, including:

[0010] Dividing the suspension stiffness curve into a non-linear section and a linear section;

[0011] Perform cubic Hermite polynomial interpolation on the non-linear segment;

[0012] Perform linear polynomial interpolation on the linear segment;

[0013] Obtain the optimized suspension stiffness curve based on the interpolated non-linear segment and the interpolated linear segment.

[0014] As one implementation, before dividing the suspension stiffness curve into a non-linear segment and a linear segment, it includes:

[0015] Obtain the initial data of the suspension system;

[0016] Obtain the initial inflection point value of the suspension stiffness curve based on the initial data.

[0017] As one implementation, after obtaining the initial inflection point value of the suspension stiffness curve based on the initial data, it includes:

[0018] Obtain the rubber change segment and the rigid body critical segment of the suspension stiffness curve based on the initial inflection point value of the suspension stiffness curve;

[0019] Obtain the non-linear segment and the linear segment of the suspension stiffness curve based on the rubber change segment and the rigid body critical segment of the suspension stiffness curve.

[0020] As one implementation, the rigid body critical segment includes the line connecting the last two initial inflection point values at the front and rear ends of the suspension stiffness curve.

[0021] As one implementation, performing cubic Hermite polynomial interpolation on the non-linear segment includes:

[0022] Divide the non-linear segment into displacement intervals with a preset displacement.

[0023] As one implementation, performing linear polynomial interpolation on the linear segment includes:

[0024] Divide the linear segment into displacement intervals with a preset displacement.

[0025] As one implementation, obtaining the optimized suspension stiffness curve based on the interpolated non-linear segment and the interpolated linear segment includes:

[0026] Obtain the displacement and force corresponding to the optimized suspension stiffness curve based on the interpolated non-linear segment, the interpolated linear segment, and the displacement interval.

[0027] Second aspect, an embodiment of the present invention provides a vehicle mount stiffness curve optimization device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the steps of the vehicle mount stiffness curve optimization method as described in the first aspect are implemented.

[0028] Third aspect, an embodiment of the present invention provides a vehicle, and the vehicle includes the vehicle mount stiffness curve optimization device as described in the second aspect.

[0029] Fourth aspect, an embodiment of the present invention provides a computer storage medium, in which a computer program is stored. When the computer program is executed by a processor, the steps of the vehicle mount stiffness curve optimization method as described in the first aspect are implemented.

[0030] A vehicle mount stiffness curve optimization method, device, vehicle, and storage medium provided by an embodiment of the present invention. The vehicle mount stiffness curve optimization method includes: dividing the mount stiffness curve into a non-linear segment and a linear segment; performing a cubic Hermite polynomial interpolation operation on the non-linear segment; performing a linear polynomial interpolation operation on the linear segment; and obtaining an optimized mount stiffness curve according to the interpolated non-linear segment and the interpolated linear segment. In this way, by performing polynomial interpolation operations on the non-linear segment and the linear segment of the mount stiffness curve respectively, and then obtaining an optimized mount stiffness curve according to the interpolated non-linear segment and the interpolated linear segment, the accuracy of the mount stiffness curve can be improved, thereby improving the consistency between the mount system simulation and the actual working conditions, and contributing to better optimizing the design of the mount system components in the future. Description of the Drawings

[0031] Figure 1 It is a schematic flowchart of a vehicle mount stiffness curve optimization method provided by an embodiment of the present invention;

[0032] Figure 2 It is a schematic diagram of the initial data of the mount system of a vehicle mount stiffness curve optimization method provided by an embodiment of the present invention;

[0033] Figure 3 It is a schematic diagram of the initial mount stiffness curve of a vehicle mount stiffness curve optimization method provided by an embodiment of the present invention;

[0034] Figure 4 It is a schematic diagram of MATLAB data processing of a vehicle mount stiffness curve optimization method provided by an embodiment of the present invention;

[0035] Figure 5 It is a schematic diagram of the optimized mount stiffness curve of a vehicle mount stiffness curve optimization method provided by an embodiment of the present invention;

[0036] Figure 6 Schematic diagram of the optimized mounting stiffness curve program for a vehicle mounting stiffness curve optimization method provided by an embodiment of the present invention;

[0037] Figure 7 Schematic diagram of the structure of a vehicle mounting stiffness curve optimization device provided by an embodiment of the present invention. Detailed implementation manners

[0038] It should be noted that in this article, the terms "include", "comprise" or any other variant thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements not only includes those elements, but also includes other elements not expressly listed, or also includes elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "including a..." does not exclude the existence of another identical element in the process, method, article or device including that element. In addition, components, features, and elements with the same name in different embodiments of the present invention may have the same meaning or different meanings, and their specific meanings need to be determined by their explanations in the specific embodiments or further in combination with the context of the specific embodiments.

[0039] It should be understood that although the terms first, second, third, etc. may be used herein to describe various information, such information should not be limited to these terms. These terms are only used to distinguish information of the same type from each other. For example, without departing from the scope of this article, the first information may also be referred to as the second information, and similarly, the second information may also be referred to as the first information. Depending on the context, the word "if" as used herein may be interpreted as "when" or "while" or "in response to determining". Furthermore, as used herein, the singular forms "a", "an" and "the" are also intended to include the plural forms unless the context indicates otherwise. It should be further understood that the terms "comprise" and "include" indicate the presence of the stated features, steps, operations, elements, components, items, types, and / or groups, but do not exclude the presence, occurrence or addition of one or more other features, steps, operations, elements, components, items, types, and / or groups. The terms "or" and "and / or" used herein are interpreted as inclusive, or meaning any one or any combination. Thus, "A, B or C" or "A, B and / or C" means "any one of the following: A; B; C; A and B; A and C; B and C; A, B and C". An exception to this definition only occurs when the combination of elements, functions, steps or operations is inherently mutually exclusive in some way.

[0040] It should be understood that although the steps in the flowchart in the embodiments of the present invention are displayed in sequence according to the indication of the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless there is a clear description in this article, the execution of these steps has no strict order limit, and they can be executed in other orders. Moreover, at least a part of the steps in the figure may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily executed at the same time, but can be executed at different times, and their execution order is not necessarily sequential, but can be executed alternately or in turn with at least a part of other steps or sub-steps or stages of other steps.

[0041] It should be noted that in this article, step codes such as S101 and S102 are adopted. The purpose is to more clearly and briefly express the corresponding content and do not constitute a substantial limitation in order. Those skilled in the art may execute S102 first and then S101 during specific implementation, etc., but these should all be within the protection scope of the present invention.

[0042] It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0043] See Figure 1 , a method for optimizing the suspension stiffness curve provided by the embodiments of the present invention. This method for optimizing the suspension stiffness curve can be executed by a device for optimizing the suspension stiffness curve provided by the embodiments of the present invention. The device for optimizing the suspension stiffness curve can be implemented in a software and / or hardware manner. The method for optimizing the suspension stiffness curve includes the following steps:

[0044] Step S101: Divide the suspension stiffness curve into a non-linear segment and a linear segment;

[0045] It should be noted that the suspension system is divided into three parts (left suspension, right suspension, anti-torsion tie rod), and the corresponding suspension stiffness curves are divided into the X direction, Y direction, and Z direction. Therefore, there are a total of 9 suspension stiffness curves for the entire suspension system.

[0046] In one embodiment, before dividing the suspension stiffness curve into a non-linear segment and a linear segment, it includes:

[0047] Obtain the initial data of the suspension system;

[0048] According to the initial data, obtain the initial inflection point value of the suspension stiffness curve.

[0049] Here, taking the example of setting and optimizing the X-direction suspension stiffness curve of the right suspension, obtain the initial data of the suspension system, such as Figure 2, including six rubber change points P0 to P5 and two curing points metal. According to the initial data, obtaining the initial inflection point values of the suspension stiffness curve includes stiffness, displacement, and force.

[0050] In one embodiment, after obtaining the initial inflection point values of the suspension stiffness curve according to the initial data, it includes:

[0051] According to the initial inflection point values of the suspension stiffness curve, obtaining the rubber change section and the rigid body critical section of the suspension stiffness curve;

[0052] According to the rubber change section and the rigid body critical section of the suspension stiffness curve, obtaining the non-linear section and the linear section of the suspension stiffness curve.

[0053] Specifically, according to the initial inflection point values of the suspension stiffness curve including displacement and force, an initial suspension stiffness curve is plotted, such as Figure 3 , and according to the initial suspension stiffness curve, the rubber change section (such as the P1 - P4 section in Figure 3 ) and the rigid body critical section (such as the P0 - P1 section and the P4 - P5 section in Figure 3 ) of the initial suspension stiffness curve are obtained. Then, according to the rubber change section and the rigid body critical section of the initial suspension stiffness curve, the non-linear section and the linear section of the initial suspension stiffness curve are obtained. Among them, the rubber change section of the initial suspension stiffness curve corresponds to the non-linear section of the initial suspension stiffness curve (i.e., the P1 - P4 section in Figure 3 ), and the rigid body critical section of the initial suspension stiffness curve corresponds to the linear section of the initial suspension stiffness curve (i.e., the P0 - P1 section and the P4 - P5 section in Figure 3 ). In one embodiment, the rigid body critical section includes the connection line of the last two initial inflection point values at the front and rear ends of the suspension stiffness curve.

[0054] Step S102: Perform cubic Hermite polynomial interpolation operation on the non-linear section;

[0055] Here, interpolation means interpolating a continuous function based on discrete data so that this continuous curve passes through all the given discrete data points. Interpolation is an important method for discrete function approximation. Using it, the approximate values of the function at other points can be estimated based on the function values at a finite number of points. In a general interpolation problem, if Φ is selected as the class of n-degree polynomials, an n-degree interpolation polynomial can be uniquely determined by the interpolation conditions to satisfy the above conditions. Geometrically, it can be understood as: Given n + 1 different points on a plane, a polynomial curve of degree n is to be found that passes through these points. For the function f(x), often not only the function values at some points are known, but also the derivative values at these points are known. Many practical interpolation problems require not only that the function values at the nodes are equal, but also that the corresponding derivative values are equal, and even that the higher-order derivatives are equal. The interpolation polynomial that satisfies this requirement is the Hermite interpolation polynomial. For this type of interpolation at the given nodes, not only is it required that the function value of the interpolation polynomial is the same as the original function value, but also at the nodes, the first-order to the specified-order derivative values of the interpolation polynomial are also equal to the corresponding-order derivative values of the function to be interpolated. Geometrically, the polynomial curve sought by this interpolation not only has to pass through the known point set on the plane, but also is "close" to the original curve at these points (or some of them), that is, they have the same slope. It can be seen that the Hermite interpolation polynomial has a higher requirement for smooth approximation than the general polynomial interpolation.

[0056] It should be noted that although the high-degree interpolation polynomial has a good smooth fitting effect for the curve, its disadvantage is that it is prone to overfitting and cannot converge, and the finally obtained curve is prone to deviate from the actual curve. Although the first-degree interpolation polynomial is relatively close to the actual curve, its disadvantage is that the finally obtained curve cannot be fitted, is prone to have corner edges, cannot form a smooth transition, and cannot explain parts such as rubber parts where the hardness increases correspondingly as the force increases. The performance of the cubic Hermite interpolation polynomial is between that of the high-degree interpolation polynomial and the first-degree interpolation polynomial. It not only has a better convergence effect than the high-degree interpolation polynomial and can effectively reduce the Runge phenomenon (i.e., the phenomenon that the interpolation effect deviates from the original function image), but also has a higher smoothness of the finally obtained curve than the first-degree interpolation polynomial.

[0057] In one embodiment, the performing cubic Hermite polynomial interpolation operation on the non-linear segment includes:

[0058] Dividing the non-linear segment into displacement intervals with a preset displacement amount.

[0059] Here, after obtaining the cubic Hermite interpolation polynomial for the non-linear segment of the suspension stiffness curve, the non-linear segment of the suspension stiffness curve is divided into displacement intervals with a preset displacement amount. For example, the displacement interval is divided at 0.2 mm / point (the purpose is to ensure the operation speed and curve smoothness). Then, a visual human-computer interaction interface is implemented by means of the signal processing, analysis toolboxes and GUI in MATLAB, and the force values corresponding to each displacement interval are calculated, such as Figure 4 . In this way, the accuracy of the suspension stiffness curve is improved, and data processing becomes more convenient.

[0060] Step S103: Perform a first-degree polynomial interpolation operation on the linear segment;

[0061] It should be noted that since the rubber has been compressed to a rigid body equivalent to an iron-like object at this time, the force presented can be considered linearly variable, and a first-degree polynomial interpolation operation can be used.

[0062] In an embodiment, the performing a first-degree polynomial interpolation operation on the linear segment includes:

[0063] Dividing the linear segment into displacement intervals with a preset displacement amount.

[0064] Here, after obtaining the first interpolation polynomial for the linear segment of the suspension stiffness curve, the linear segment of the suspension stiffness curve is divided into displacement intervals with a preset displacement amount. For example, the displacement interval is divided at 0.2 mm / point (the purpose is to ensure the operation speed and curve smoothness). Then, a visual human-computer interaction interface is implemented by means of the signal processing, analysis toolboxes and GUI in MATLAB, and the force values corresponding to each displacement interval are calculated, such as Figure 4 . In this way, the accuracy of the suspension stiffness curve is improved, and data processing becomes more convenient.

[0065] Step S104: Obtain an optimized suspension stiffness curve according to the interpolated non-linear segment and the interpolated linear segment.

[0066] In an embodiment, the obtaining an optimized suspension stiffness curve according to the interpolated non-linear segment and the interpolated linear segment includes:

[0067] Obtain the displacement amount and force corresponding to the optimized suspension stiffness curve according to the interpolated non-linear segment, the interpolated linear segment and the displacement interval.

[0068] Specifically, according to the non-linear segment, linear segment after interpolation operation, and new displacement interval obtained in steps S102 and S103, a visual human-computer interaction interface can be implemented with the signal processing, analysis toolbox, and GUI in MATLAB to obtain an optimized suspension stiffness curve, such as Figure 5 , and automatically output an optimized suspension stiffness curve file, such as Figure 6 , for subsequent simulation stage analysis, which helps to better optimize the design of suspension system components.

[0069] In summary, in the vehicle suspension stiffness curve optimization method provided by the above embodiments, first, the suspension stiffness curve is divided into a non-linear segment and a linear segment, then a cubic Hermite polynomial interpolation operation is performed on the non-linear segment, a linear polynomial interpolation operation is performed on the linear segment, and an optimized suspension stiffness curve is obtained according to the non-linear segment after interpolation operation and the linear segment after interpolation operation, which can improve the accuracy of the suspension stiffness curve, thereby improving the consistency between the suspension system simulation and the actual working conditions, and helping to better optimize the design of suspension system components in the future.

[0070] Based on the same inventive concept as the foregoing embodiments, an embodiment of the present invention provides a vehicle suspension stiffness curve optimization device, as Figure 7 shown. The vehicle suspension stiffness curve optimization device includes: a processor 110 and a memory 111 for storing a computer program that can run on the processor 110; wherein, Figure 7 The processor 110 shown in Figure 7 does not refer to the number of processors 110 being one, but only refers to the positional relationship of the processor 110 relative to other devices. In actual applications, the number of processors 110 can be one or more; similarly,

[0071] The memory 111 shown in Figure 7 has the same meaning, that is, it only refers to the positional relationship of the memory 111 relative to other devices. In actual applications, the number of memories 111 can be one or more. When the processor 110 is used to run the computer program, the vehicle suspension stiffness curve optimization method is implemented.

[0071] The vehicle suspension stiffness curve optimization device may further include: at least one network interface 112. Each component in the vehicle suspension stiffness curve optimization device is coupled together through a bus system 113. It can be understood that the bus system 113 is used to realize the connection and communication between these components. In addition to the data bus, the bus system 113 also includes a power bus, a control bus, and a status signal bus. However, for the sake of clarity, in Figure 7 all kinds of buses are labeled as the bus system 113.

[0072] Among them, the memory 111 can be a volatile memory or a non-volatile memory, or can include both volatile and non-volatile memories. Among them, the non-volatile memory can be a read-only memory (ROM, Read Only Memory), a programmable read-only memory (PROM, Programmable Read-Only Memory), an erasable programmable read-only memory (EPROM, Erasable Programmable Read-Only Memory), an electrically erasable programmable read-only memory (EEPROM, Electrically Erasable Programmable Read-Only Memory), a ferromagnetic random access memory (FRAM, ferromagnetic random access memory), a flash memory (Flash Memory), a magnetic surface memory, an optical disc, or a compact disc read-only memory (CD-ROM, Compact Disc Read-Only Memory); the magnetic surface memory can be a disk memory or a tape memory. The volatile memory can be a random access memory (RAM, Random Access Memory), which is used as an external cache. By way of example but not limitation, many forms of RAM are available, such as a static random access memory (SRAM, Static Random Access Memory), a synchronous static random access memory (SSRAM, Synchronous Static Random Access Memory), a dynamic random access memory (DRAM, Dynamic Random Access Memory), a synchronous dynamic random access memory (SDRAM, Synchronous Dynamic Random Access Memory), a double data rate synchronous dynamic random access memory (DDR SDRAM, Double Data Rate Synchronous Dynamic Random Access Memory), an enhanced synchronous dynamic random access memory (ESDRAM, Enhanced Synchronous Dynamic Random Access Memory), a sync link dynamic random access memory (SLDRAM, SyncLink Dynamic Random Access Memory), and a direct rambus random access memory (DRRAM, Direct Rambus Random Access Memory).The memory 111 described in the embodiments of the present invention is intended to include but not limited to these and any other suitable types of memories.

[0073] The memory 111 in the embodiments of the present invention is used to store various types of data to support the operation of the vehicle suspension stiffness curve optimization device. Examples of such data include: any computer programs for operating on the vehicle suspension stiffness curve optimization device, such as operating systems and application programs; contact data; phone book data; messages; pictures; videos, etc. Among them, the operating system contains various system programs, such as the framework layer, the core library layer, the driver layer, etc., for implementing various basic services and processing hardware-based tasks. The application programs can include various application programs, such as a media player (MediaPlayer), a browser (Browser), etc., for implementing various application services. Here, the program for implementing the method of the embodiments of the present invention can be included in the application programs.

[0074] Based on the same inventive concept as the foregoing embodiments, this embodiment also provides a vehicle, which includes the vehicle suspension stiffness curve optimization device as described above.

[0075] Based on the same inventive concept as the foregoing embodiments, this embodiment also provides a computer storage medium, in which a computer program is stored. The computer storage medium can be a ferromagnetic random access memory (FRAM), a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), a flash memory (FlashMemory), a magnetic surface memory, an optical disc, or a compact disc read-only memory (CD-ROM), etc.; it can also be various devices including one or any combination of the above memories, such as a mobile phone, a computer, a tablet device, a personal digital assistant, etc. When the computer program stored in the computer storage medium is run by a processor, the vehicle suspension stiffness curve optimization method as described above is implemented. For the specific step flow implemented when the computer program is executed by the processor, please refer to Figure 1 the description of the illustrated embodiments, which will not be repeated here.

[0076] The technical features of the above-described embodiments can be combined arbitrarily. For the sake of brevity of description, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered as falling within the scope described in this specification.

[0077] In this text, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion. In addition to the listed elements, it may also include other elements not expressly listed.

[0078] As described above, this is only the specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present invention can easily think of changes or substitutions, which should all be covered within the protection scope of the present invention. Therefore, the protection scope of the present invention should be subject to the protection scope of the claims.

Claims

1. A method for optimizing the vehicle mount stiffness curve, characterized in that, Including: Dividing the suspension stiffness curve into a non-linear segment and a linear segment; Performing a cubic Hermite polynomial interpolation operation on the non-linear segment; Performing a linear polynomial interpolation operation on the linear segment; Obtaining an optimized suspension stiffness curve based on the interpolated non-linear segment and the interpolated linear segment; Before dividing the suspension stiffness curve into a non-linear segment and a linear segment, it includes: Obtaining the initial data of the suspension system; Obtaining the initial inflection point value of the suspension stiffness curve according to the initial data; Obtaining the rubber change segment and the rigid body critical segment of the suspension stiffness curve according to the initial inflection point value of the suspension stiffness curve; Obtaining the non-linear segment and the linear segment of the suspension stiffness curve according to the rubber change segment and the rigid body critical segment of the suspension stiffness curve; Wherein, the rubber change segment corresponds to the non-linear segment, the rigid body critical segment corresponds to the linear segment, and the rigid body critical segment includes the connection line of the last two initial inflection point values at the front and rear ends of the suspension stiffness curve.

2. The vehicle mount stiffness curve optimization method according to claim 1, wherein The performing a cubic Hermite polynomial interpolation operation on the non-linear segment includes: Dividing the non-linear segment into displacement intervals with a preset displacement amount.

3. The vehicle mount stiffness curve optimization method according to claim 1, characterized in that The performing a linear polynomial interpolation operation on the linear segment includes: Dividing the linear segment into displacement intervals with a preset displacement amount.

4. The vehicle mount stiffness curve optimization method according to claim 2 or 3, characterized in that The obtaining an optimized suspension stiffness curve according to the interpolated non-linear segment and the interpolated linear segment includes: Obtaining the displacement amount and force corresponding to the optimized suspension stiffness curve according to the interpolated non-linear segment, the interpolated linear segment and the displacement interval.

5. A vehicle mount stiffness curve optimization device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the vehicle suspension stiffness curve optimization method according to any one of claims 1 to 4.

6. A vehicle, characterized in that, The vehicle includes the vehicle suspension stiffness curve optimization device according to claim 5.

7. A computer storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the steps of the vehicle suspension stiffness curve optimization method according to any one of claims 1 to 4.

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