Method, device and equipment for controlling consistency variation of suspension stiffness of multi-wheel vehicle

Abstract

The application discloses a kind of multi-wheel vehicle suspension stiffness consistency change control method, device and equipment, wherein, method includes: according to the maximum change of each wheel suspension stiffness in task cycle and the target change of each wheel suspension stiffness, determine the theoretical change multiple of each wheel suspension stiffness, and then calculate and determine the expected change multiple of each wheel suspension stiffness;According to the target change of suspension stiffness and the expected change multiple of suspension stiffness, determine the execution change of each wheel suspension stiffness, and then determine the suspension transient stiffness of each wheel current time, control realizes the suspension transient stiffness change of each wheel to the time required for the suspension steady-state target stiffness of each wheel to be consistent.This application ensures that the time required for the suspension stiffness of each wheel to reach its suspension steady-state target stiffness is equal, solves the problem that the execution time of the suspension steady-state target stiffness of each wheel is inconsistent due to the inconsistent change of the suspension transient stiffness of each wheel to its steady-state target stiffness.

Description

Technical Field

[0001] This invention relates to the field of automotive suspension technology, and in particular to a method, device, and equipment for controlling the uniform variation of stiffness in multi-wheel vehicle suspension. Background Technology

[0002] In modern vehicle design, extremely high demands are placed on vehicle comfort and handling. Among these, controlling the lifting stiffness of the vehicle body or frame is a crucial aspect. In practical applications, to meet diverse usage needs, such as navigating complex terrain and maintaining vehicle stability and safety, real-time dynamic control of the lifting stiffness of the vehicle body or frame is required.

[0003] However, in multi-wheeled vehicles, the independent configuration of the lifting stiffness control devices for each wheel leads to several issues during the lifting stiffness control process. When a vehicle travels in different terrain environments, the terrain conditions faced by each wheel may vary, requiring the lifting stiffness control devices for each wheel to dynamically adjust according to their respective environmental conditions. However, because the adjustment speeds of each wheel may differ, the lifting control devices of the vehicle body or frame cannot simultaneously achieve their target stiffness.

[0004] For example, when a vehicle travels on uneven ground, the left and right wheels may face different terrain heights, resulting in varying stresses on the vehicle body or frame. In this situation, if the stiffness control devices for the left and right wheels adjust their stiffness independently, a significant difference in stiffness between the two wheels can occur within a short period. This could cause the vehicle body or frame's stiffness control devices to fail to reach their target stiffness simultaneously, thus affecting the vehicle's stability and ride comfort. Summary of the Invention

[0005] In view of the above-mentioned defects or improvement needs of the prior art, the purpose of the present invention is to provide a method, device and equipment for controlling the uniform variation of suspension stiffness in multi-wheel vehicles.

[0006] To achieve this objective, the present invention adopts the following technical solution:

[0007] This invention provides a method for controlling the uniformity of suspension stiffness variation in multi-wheel vehicles, comprising:

[0008] Based on the maximum change in suspension stiffness of each wheel and the target change in suspension stiffness of each wheel during the mission period, the theoretical change factor of suspension stiffness of each wheel is calculated and determined.

[0009] Based on the target change in suspension stiffness and the theoretical change factor of suspension stiffness, determine the expected change factor of suspension stiffness for each wheel;

[0010] Based on the target change in suspension stiffness and the expected change factor in suspension stiffness, the actual change in suspension stiffness of each wheel is determined, thereby determining the current transient stiffness of each wheel and controlling the time required for the transient stiffness of each wheel to change to the steady-state target stiffness of each wheel to be consistent.

[0011] Furthermore, the step of calculating and determining the theoretical change factor of suspension stiffness for each wheel based on the maximum change in suspension stiffness of each wheel and the target change in suspension stiffness of each wheel during the task cycle includes:

[0012] The theoretical increase factor of suspension stiffness for each wheel is determined by the ratio of the absolute value of the target change in suspension stiffness for each wheel and the maximum increase in suspension stiffness for each wheel during the mission period.

[0013] The theoretical reduction factor of suspension stiffness for each wheel is determined by calculating the ratio between the absolute value of the target change in suspension stiffness for each wheel and the maximum reduction in suspension stiffness for each wheel during the mission period.

[0014] Furthermore, the step of calculating and determining the theoretical change factor of suspension stiffness for each wheel based on the maximum change in suspension stiffness of each wheel during the task cycle and the target change in suspension stiffness of each wheel includes the following:

[0015] Based on the allowable variation of suspension stiffness of each wheel, determine the maximum increase in suspension stiffness of each wheel during the task cycle and the maximum decrease in suspension stiffness of each wheel during the task cycle.

[0016] Furthermore, the target change in suspension stiffness of each wheel is the difference between the steady-state target stiffness of the suspension of each wheel and the transient stiffness of the suspension at the previous moment.

[0017] Furthermore, the step of determining the expected change factor of suspension stiffness for each wheel based on the target change in suspension stiffness and the theoretical change factor of suspension stiffness includes:

[0018] Based on the absolute value of the target change in suspension stiffness of each wheel, the maximum increase in suspension stiffness of each wheel during the mission period, and the theoretical increase factor of suspension stiffness of each wheel, the expected increase factor of suspension stiffness for each wheel is calculated:

[0019]

[0020] Based on the absolute value of the target change in suspension stiffness of each wheel, the maximum increase in suspension stiffness of each wheel during the mission period, and the theoretical increase factor of suspension stiffness of each wheel, the expected increase factor of suspension stiffness for each wheel is calculated:

[0021]

[0022] Where, s1(i) up Let B1(i) be the desired increase factor for the suspension stiffness of the i-th wheel. down To reduce the suspension stiffness of the i-th wheel by a certain factor, G i Let G(k-1) be the steady-state target stiffness of the suspension for the i-th wheel. i Let B(i) be the transient stiffness of the suspension for the i-th wheel at time k-1. up Let B(i) be the theoretical factor that increases the suspension stiffness of the i-th wheel. down The theoretical reduction factor for the suspension stiffness of the i-th wheel.

[0023] Further, the step of determining the actual change in suspension stiffness of each wheel based on the target change in suspension stiffness and the expected change factor in suspension stiffness, and then determining the transient stiffness of the suspension at the current moment for each wheel, includes:

[0024] Based on the expected increase factor of suspension stiffness, the expected decrease factor of suspension stiffness, and the target change in suspension stiffness, determine the actual change in suspension stiffness for each wheel:

[0025]

[0026] Where, ΔG(i) updown The change in suspension stiffness is applied to the i-th wheel.

[0027] Furthermore, the step of determining the actual change in suspension stiffness of each wheel based on the target change in suspension stiffness and the expected change factor in suspension stiffness, and then determining the transient stiffness of the suspension at the current moment for each wheel, further includes:

[0028] Based on the change in suspension stiffness of each wheel, determine the transient suspension stiffness of each wheel at the current moment:

[0029] G(k) i =G(k-1) i +ΔG(i) updown ;

[0030] Where, C(k) i Let be the suspension transient stiffness of the i-th wheel at time k.

[0031] The present invention also provides a multi-wheel vehicle suspension stiffness consistency variation control device, comprising:

[0032] The first module is used to calculate and determine the theoretical change factor of the suspension stiffness of each wheel based on the maximum change in suspension stiffness of each wheel and the target change in suspension stiffness of each wheel during the task cycle.

[0033] The second module is used to determine the expected change factor of suspension stiffness for each wheel based on the target change amount of suspension stiffness and the theoretical change factor of suspension stiffness.

[0034] The third module is used to determine the actual change in suspension stiffness of each wheel based on the target change in suspension stiffness and the expected change factor in suspension stiffness, thereby determining the current transient stiffness of each wheel and controlling the time required for the transient stiffness of each wheel to change to the steady-state target stiffness of each wheel to be consistent.

[0035] The present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the multi-wheel vehicle suspension stiffness consistency change control method.

[0036] The present invention also provides a computer-readable storage medium storing computer instructions that cause the computer to execute the multi-wheel vehicle suspension stiffness consistency variation control method.

[0037] The beneficial effects of this invention are:

[0038] This invention provides a method, apparatus, and device for controlling the consistent change of suspension stiffness in multi-wheel vehicles. The method includes: calculating and determining the theoretical change factor of suspension stiffness for each wheel based on the maximum change in suspension stiffness of each wheel and the target change in suspension stiffness of each wheel within a task period; determining the expected change factor of suspension stiffness for each wheel based on the target change factor and the theoretical change factor; determining the actual change in suspension stiffness for each wheel based on the target change factor and the expected change factor, thereby determining the transient stiffness of suspension for each wheel at the current moment, and controlling the time required for the transient stiffness of suspension for each wheel to change to the steady-state target stiffness of suspension for each wheel to be consistent.

[0039] This invention ensures that the time required for each wheel's suspension stiffness to reach its steady-state target stiffness is equal, guaranteeing the consistency of suspension stiffness changes for each wheel. It solves the problem of inconsistent execution of the steady-state target stiffness for each wheel due to the different rates of change in the transient stiffness of each wheel's suspension to its steady-state target stiffness.

[0040] Additional aspects and advantages of this application will be set forth in part in the description which follows, and will become apparent from the description or may be learned by practice of this application. Attached Figure Description

[0041] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein:

[0042] Figure 1 This is a flowchart of the method for controlling the consistency of multi-wheel vehicle suspension stiffness variation in this embodiment of the invention;

[0043] Figure 2 This is a schematic diagram of a multi-wheel vehicle suspension stiffness consistency change control device in an embodiment of the present invention;

[0044] Figure 3 This is a schematic diagram of an electronic device in an embodiment of the present invention. Detailed Implementation

[0045] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0046] In the description of this invention, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0047] Those skilled in the art will understand that, unless otherwise stated, the singular forms “a,” “an,” “the,” and “the” used herein may also include the plural forms. It should be further understood that the word “comprising” as used in the specification of this application means the presence of the stated features, integers, steps, operations, elements, and / or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or combinations thereof.

[0048] It will be understood by those skilled in the art that, unless otherwise defined, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains. It should also be understood that terms such as those defined in general dictionaries should be understood to have the same meaning as in the context of the prior art, and should not be interpreted in an idealized or overly formal sense unless specifically defined as in the embodiments of this application.

[0049] This embodiment provides a method, device, and equipment for controlling the uniform variation of suspension stiffness in multi-wheeled vehicles, which is applied to the suspension stiffness control of multi-wheeled vehicles.

[0050] The flowchart of the multi-wheel vehicle suspension stiffness consistency change control method provided in this embodiment is as follows: Figure 1 As shown, it includes steps S10-S30.

[0051] In this embodiment, based on the allowable variation of suspension stiffness of each wheel, the maximum increase in suspension stiffness of each wheel during the task period and the maximum decrease in suspension stiffness of each wheel during the task period are determined.

[0052] Specifically, based on the maximum increase in suspension stiffness of each wheel per unit time, the maximum increase in suspension stiffness of each wheel during the task cycle is calculated and confirmed:

[0053]

[0054] Where, ΔG(i) upmax Let ΔG(i) be the maximum increase in suspension stiffness of the i-th wheel during the task cycle. upmaxone Let ΔT be the maximum increase in suspension stiffness of the i-th wheel per unit time, ΔT be the task period, and Δt be the unit time.

[0055] Based on the maximum reduction in suspension stiffness of each wheel per unit time, calculate and determine the maximum reduction in suspension stiffness of each wheel during the task cycle:

[0056]

[0057] Where, ΔG(i) downmax Let ΔG(i) be the maximum reduction in suspension stiffness of the i-th wheel during the task cycle. downmaxone This represents the maximum reduction in suspension stiffness of the i-th wheel per unit time.

[0058] S10. Based on the maximum change in suspension stiffness of each wheel and the target change in suspension stiffness of each wheel during the mission period, calculate and determine the theoretical change factor of suspension stiffness of each wheel.

[0059] Among them, the target change in suspension stiffness of each wheel is the difference between the steady-state target stiffness of the suspension of each wheel and the transient stiffness of the suspension at the previous moment.

[0060] Furthermore, based on the absolute value of the target change in suspension stiffness of each wheel and the maximum increase in suspension stiffness of each wheel during the mission period, the theoretical increase factor of suspension stiffness for each wheel is determined by ratio calculation:

[0061]

[0062] Based on the absolute value of the target change in suspension stiffness for each wheel and the maximum reduction in suspension stiffness for each wheel during the mission period, the theoretical reduction factor of suspension stiffness for each wheel is determined by ratio calculation:

[0063]

[0064] Where, B(i) up Let B(i) be the theoretical factor that increases the suspension stiffness of the i-th wheel. down To theoretically reduce the suspension stiffness of the i-th wheel by a factor, G i Let G(k-1) be the steady-state target stiffness of the suspension for the i-th wheel. i Let be the suspension transient stiffness of the i-th wheel at time k-1.

[0065] Furthermore, it can be understood that G in the above two calculation formulas i -G(k-1) i Let be the target change in suspension stiffness for the i-th wheel. In this embodiment, the steady-state target suspension stiffness of each wheel is obtained according to the vehicle dynamics plan.

[0066] S20. Determine the expected change factor of suspension stiffness for each wheel based on the target change factor of suspension stiffness and the theoretical change factor of suspension stiffness.

[0067] Based on the absolute value of the target change in suspension stiffness of each wheel, the maximum increase in suspension stiffness of each wheel during the mission period, and the theoretical increase factor of suspension stiffness of each wheel, the expected increase factor of suspension stiffness for each wheel is calculated:

[0068]

[0069] Based on the absolute value of the target change in suspension stiffness of each wheel, the maximum increase in suspension stiffness of each wheel during the mission period, and the theoretical increase factor of suspension stiffness of each wheel, the expected increase factor of suspension stiffness for each wheel is calculated:

[0070]

[0071] Where, B1(i) up Let B1(i) be the desired increase factor for the suspension stiffness of the i-th wheel. down The desired reduction factor for the suspension stiffness of the i-th wheel.

[0072] S30. Based on the target change in suspension stiffness and the expected change factor in suspension stiffness, determine the actual change in suspension stiffness for each wheel, and then determine the current transient stiffness of each wheel's suspension, controlling the time required for the transient stiffness of each wheel's suspension to change to the steady-state target stiffness of each wheel's suspension to be consistent.

[0073] Specifically, S301, based on the expected increase factor of suspension stiffness, the expected decrease factor of suspension stiffness, and the target change in suspension stiffness, determine the actual change in suspension stiffness for each wheel:

[0074]

[0075] Where, ΔG(i) updown The change in suspension stiffness is applied to the i-th wheel.

[0076] From the formula for calculating the change in suspension stiffness of each wheel, we can derive:

[0077]

[0078] The desired increase in suspension stiffness for each wheel is B1(i). up Substituting the calculation formula into the above formula and simplifying, we get:

[0079]

[0080] Furthermore:

[0081]

[0082] Similarly, for:

[0083]

[0084] It can be deduced that:

[0085]

[0086] That is:

[0087]

[0088] In this embodiment, the value of the change in suspension stiffness of each wheel is less than the maximum change in suspension stiffness of each wheel during the task cycle (wherein, the maximum change in suspension stiffness includes the maximum increase in suspension stiffness and the maximum decrease in suspension stiffness).

[0089] Specifically, for wheels whose steady-state target stiffness is greater than or equal to their previous instantaneous stiffness, the value of the change in suspension stiffness is less than or equal to the maximum increase in suspension stiffness during the task cycle; for wheels whose steady-state target stiffness is less than their previous instantaneous stiffness, the value of the change in suspension stiffness is less than or equal to the maximum decrease in suspension stiffness during the task cycle. This avoids the problem of suspension stiffness changes exceeding the allowable change capacity during the task execution cycle, leading to wheel suspension damage and the risk of reduced service life.

[0090] Furthermore, in this embodiment, the ratio of the target change in suspension stiffness of each wheel to its actual change in suspension stiffness is the same:

[0091]

[0092] Therefore, the time required for each wheel's suspension stiffness to reach its steady-state target stiffness is equal, ensuring the consistency of the suspension stiffness change of each wheel and avoiding the problem that the speed of change from transient suspension stiffness to steady-state target stiffness of each wheel is inconsistent, which would lead to the problem that the steady-state target stiffness of each wheel is not executed at the same time.

[0093] Furthermore, after calculating and determining the change in suspension stiffness of each wheel, the transient stiffness of the suspension at the current moment can be determined.

[0094] S302. Based on the change in suspension stiffness of each wheel, determine the transient suspension stiffness of each wheel at the current moment:

[0095] G(k) i =G(k-1) i +ΔG(i) updown ;

[0096] Where, G(k) i Let be the suspension transient stiffness of the i-th wheel at time k.

[0097] like Figure 2 As shown, this embodiment also provides a multi-wheel vehicle suspension stiffness consistency change control device, including a first module 21, a second module 22 and a third module 23.

[0098] The first module 21 is used to calculate and determine the theoretical change factor of the suspension stiffness of each wheel based on the maximum change in suspension stiffness of each wheel and the target change in suspension stiffness of each wheel during the task cycle.

[0099] The second module 22 is used to determine the expected change factor of suspension stiffness for each wheel based on the target change factor of suspension stiffness and the theoretical change factor of suspension stiffness.

[0100] The third module 23 is used to determine the actual change in suspension stiffness of each wheel based on the target change in suspension stiffness and the expected change factor of suspension stiffness, thereby determining the current transient stiffness of each wheel and controlling the time required for the transient stiffness of each wheel to change to the steady-state target stiffness of each wheel.

[0101] It should be noted that the multi-wheel vehicle suspension stiffness consistency change control device provided in this embodiment can be a computer program (including program code) running on a computer device. For example, the multi-wheel vehicle suspension stiffness consistency change control device is an application program that can be used to execute the corresponding steps in the above-described method provided in this application embodiment.

[0102] In some feasible implementations, the multi-wheel vehicle suspension stiffness consistency change control device provided in this embodiment can be implemented using a combination of hardware and software. As an example, the multi-wheel vehicle suspension stiffness consistency change control device in this application embodiment can be a processor in the form of a hardware decoding processor, which is programmed to execute the multi-wheel vehicle suspension stiffness consistency change control method provided in this application embodiment. For example, the processor in the form of a hardware decoding processor can be one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), programmable logic devices (PLDs), complex programmable logic devices (CPLDs), field-programmable gate arrays (FPGAs), or other electronic components.

[0103] In some feasible implementations, the multi-wheel vehicle suspension stiffness consistency change control device provided in this embodiment can be implemented in software. It can be software in the form of programs and plug-ins, and includes a series of modules to implement the multi-wheel vehicle suspension stiffness consistency change control method provided in this embodiment of the invention.

[0104] The multi-wheel vehicle suspension stiffness consistency change control device provided in this embodiment calculates and determines the theoretical change factor of suspension stiffness for each wheel based on the maximum change in suspension stiffness of each wheel and the target change in suspension stiffness of each wheel within the task cycle; determines the expected change factor of suspension stiffness for each wheel based on the target change factor and the theoretical change factor; determines the actual change in suspension stiffness for each wheel based on the target change factor and the expected change factor; and then determines the transient stiffness of suspension for each wheel at the current moment, thereby controlling the time required for the transient stiffness of suspension for each wheel to change to the steady-state target stiffness of suspension for each wheel to be consistent.

[0105] This embodiment also provides an electronic 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, it implements the multi-wheel vehicle suspension stiffness consistency change control method of this embodiment.

[0106] Figure 3 This is a schematic diagram of the structure of an electronic device according to an embodiment of this application, such as... Figure 3As shown, the electronic device 1000 in this embodiment may include: a processor 1001, a network interface 1004, and a memory 1005. Furthermore, the electronic device 1000 may also include: a user interface 1003, and at least one communication bus 1002. The communication bus 1002 is used to implement communication between these components. The user interface 1003 may include a display screen and a keyboard; optionally, the user interface 1003 may also include a standard wired interface or a wireless interface. The network interface 1004 may optionally include a standard wired interface or a wireless interface (such as a Wi-Fi interface). The memory 1004 may be a high-speed RAM or non-volatile memory, such as at least one disk storage device. The memory 1005 may optionally be at least one storage device located remotely from the processor 1001. Figure 3 As shown, the memory 1005, which is a computer-readable storage medium, may include an operating system, a network communication module, a user interface module, and a device control application.

[0107] like Figure 3 In the illustrated electronic device 1000, the network interface 1004 provides network communication functionality; the user interface 1003 is primarily used to provide an input interface for the user; and the processor 1001 can be used to call the device control application stored in the memory 1005 to achieve:

[0108] Based on the maximum change in suspension stiffness of each wheel and the target change in suspension stiffness of each wheel during the mission period, the theoretical change factor of suspension stiffness of each wheel is calculated and determined.

[0109] Based on the target change in suspension stiffness and the theoretical change factor of suspension stiffness, determine the expected change factor of suspension stiffness for each wheel.

[0110] Based on the target change in suspension stiffness and the expected change factor in suspension stiffness, the actual change in suspension stiffness of each wheel is determined, thereby determining the current transient stiffness of each wheel and controlling the time required for the transient stiffness of each wheel to change to the steady-state target stiffness of each wheel to be consistent.

[0111] It should be understood that in some feasible implementations, the processor 1001 described above may be a central processing unit (CPU), which may also be other general-purpose processors, DSPs, ASICs, FPGAs, or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor or any conventional processor. The memory may include read-only memory and random access memory, and provides instructions and data to the processor. A portion of the memory may also include non-volatile random access memory. For example, the memory may also store device type information.

[0112] In practice, the electronic device 1000 can execute the implementation methods provided by each step of the charging method described above through its built-in functional modules. For details, please refer to the implementation methods provided by each step.

[0113] This application also provides a computer-readable storage medium storing a computer program that is executed by a processor to implement the various steps in the vehicle charging method described above. For details, please refer to the implementation methods provided for each of the above steps, which will not be repeated here.

[0114] It should be understood that although the steps in the flowcharts of the accompanying figures are shown sequentially as indicated by the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the accompanying figures may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times, and their execution order is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the sub-steps or stages of other steps.

[0115] The above description is only a partial embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A method for controlling the uniform variation of suspension stiffness in multi-wheeled vehicles, characterized in that, include: Based on the maximum change in suspension stiffness of each wheel and the target change in suspension stiffness of each wheel during the mission period, the theoretical change factor of suspension stiffness for each wheel is calculated and determined, including: calculating the theoretical increase factor of suspension stiffness for each wheel by the ratio of the absolute value of the target change in suspension stiffness of each wheel to the maximum increase in suspension stiffness of each wheel during the mission period; and calculating the theoretical decrease factor of suspension stiffness for each wheel by the ratio of the absolute value of the target change in suspension stiffness of each wheel to the maximum decrease in suspension stiffness of each wheel during the mission period. Based on the target change in suspension stiffness and the theoretical change factor of suspension stiffness, the expected change factor of suspension stiffness for each wheel is determined, including: calculating the expected increase factor of suspension stiffness for each wheel based on the absolute value of the target change in suspension stiffness for each wheel, the maximum increase in suspension stiffness for each wheel during the mission period, and the theoretical increase factor of suspension stiffness for each wheel. ； Based on the absolute value of the target change in suspension stiffness of each wheel, the maximum increase in suspension stiffness of each wheel during the mission period, and the theoretical increase factor of suspension stiffness of each wheel, the expected increase factor of suspension stiffness for each wheel is calculated: ； in, For the first The desired increase in suspension stiffness for each wheel is [number of factors]. For the first The desired reduction factor for the suspension stiffness of each wheel is... For the first The steady-state target stiffness of the suspension for each wheel. For the first One wheel The transient stiffness of the suspension at any given moment. For the first The theoretical increase in suspension stiffness of each wheel by a factor of [number]. For the first The theoretical reduction factor in suspension stiffness of each wheel; Based on the target change in suspension stiffness and the expected change factor in suspension stiffness, the actual change in suspension stiffness of each wheel is determined, thereby determining the current transient stiffness of each wheel and controlling the time required for the transient stiffness of each wheel to change to the steady-state target stiffness of each wheel to be consistent.

2. The method for controlling the uniform variation of multi-wheel vehicle suspension stiffness according to claim 1, characterized in that, Before the step of calculating and determining the theoretical change factor of suspension stiffness for each wheel based on the maximum change in suspension stiffness of each wheel and the target change in suspension stiffness of each wheel during the task cycle, the following steps are included: Based on the allowable variation of suspension stiffness of each wheel, determine the maximum increase in suspension stiffness of each wheel during the task cycle and the maximum decrease in suspension stiffness of each wheel during the task cycle.

3. The method for controlling the uniform variation of multi-wheel vehicle suspension stiffness according to claim 1, characterized in that, The target change in suspension stiffness for each wheel is the difference between the steady-state target stiffness of the suspension for each wheel and the transient stiffness of the suspension at the previous moment.

4. The method for controlling the uniform variation of multi-wheel vehicle suspension stiffness according to claim 1, characterized in that, The step of determining the actual change in suspension stiffness of each wheel based on the target change in suspension stiffness and the expected change factor in suspension stiffness, and then determining the transient stiffness of the suspension at the current moment for each wheel, includes: Based on the expected increase factor of suspension stiffness, the expected decrease factor of suspension stiffness, and the target change in suspension stiffness, determine the actual change in suspension stiffness for each wheel: ； in, For the first The amount of change in suspension stiffness of each wheel.

5. The method for controlling the uniform variation of suspension stiffness in multi-wheeled vehicles according to claim 1, characterized in that, The step of determining the actual change in suspension stiffness of each wheel based on the target change in suspension stiffness and the expected change factor in suspension stiffness, and then determining the transient stiffness of the suspension of each wheel at the current moment, further includes: Based on the change in suspension stiffness of each wheel, determine the transient suspension stiffness of each wheel at the current moment: ； in, For the first One wheel The transient stiffness of the suspension at any given moment.

6. A multi-wheel vehicle suspension stiffness consistency variation control device, used to implement the multi-wheel vehicle suspension stiffness consistency variation control method as described in any one of claims 1 to 5, characterized in that, include: The first module is used to calculate and determine the theoretical change factor of the suspension stiffness of each wheel based on the maximum change in suspension stiffness of each wheel and the target change in suspension stiffness of each wheel during the task cycle. The second module is used to determine the expected change factor of suspension stiffness for each wheel based on the target change amount of suspension stiffness and the theoretical change factor of suspension stiffness. The third module is used to determine the actual change in suspension stiffness of each wheel based on the target change in suspension stiffness and the expected change factor in suspension stiffness, thereby determining the current transient stiffness of each wheel and controlling the time required for the transient stiffness of each wheel to change to the steady-state target stiffness of each wheel to be consistent.

7. An electronic 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 multi-wheel vehicle suspension stiffness consistency variation control method as described in any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that cause the computer to perform the multi-wheel vehicle suspension stiffness consistency variation control method as described in any one of claims 1 to 5.

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