Stiffness and damping force joint control method, device, equipment and readable storage medium

Abstract

A method, device, equipment, and readable storage medium for combined stiffness and damping force control relate to the field of vehicle suspension control technology. The method comprises obtaining a vehicle's driving mode and speed; determining a target stiffness and damping force adjustment strategy based on the correspondence between the driving mode and vehicle speed and a preset stiffness and damping force adjustment strategy; and, based on the target stiffness and damping force adjustment strategy, controlling the opening and closing of solenoid valves in multi-chamber air springs on the vehicle and controlling the damping force of multiple continuously adjustable shock absorbers on the vehicle. This application effectively achieves combined stiffness and damping force adjustment control to ensure vehicle comfort and handling smoothness.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle suspension control, and in particular to a method, device, equipment and readable storage medium for joint control of stiffness and damping force. Background Art

[0002] Stiffness and damping force are two important parameters that affect the performance of a vehicle's suspension system. In other words, both have a direct impact on the comfort and handling smoothness of the vehicle. Stiffness refers to the spring stiffness of the suspension system, which determines the degree of deformation and rebound speed of the vehicle when subjected to force; while damping force refers to the damping effect of the suspension system on spring vibration, which affects the rebound speed and energy consumption of the suspension system.

[0003] In related technologies, multiple levels of stiffness adjustment can be achieved through dual-chamber and triple-chamber air springs, and different levels of damping force adjustment can be achieved through multiple continuously adjustable shock absorbers. However, when adjusting the comfort and handling smoothness of the entire vehicle, only the stiffness or the damping force is often adjusted separately without considering the coordinated relationship between the two, which may lead to problems with the vehicle's comfort or handling smoothness during driving. For example, if only the stiffness is increased without increasing the damping force, the vehicle's suspension may be too stiff on bumpy roads, thereby affecting ride comfort. For another example, if only the damping force is increased without increasing the stiffness, the vehicle may have an overly soft suspension when turning or braking suddenly, which may lead to body roll or unstable braking, thus affecting handling smoothness. Therefore, how to effectively achieve the combined adjustment and control of stiffness and damping force is an issue that needs to be solved urgently. Summary of the Invention

[0004] The present application provides a method, device, equipment and readable storage medium for joint control of stiffness and damping force, which can effectively realize the joint adjustment and control of stiffness and damping force to ensure the comfort and smooth handling of the entire vehicle.

[0005] In a first aspect, an embodiment of the present application provides a method for jointly controlling stiffness and damping force, comprising the following steps:

[0006] Obtain the driving mode and speed of the vehicle;

[0007] determining a target stiffness and damping force adjustment strategy based on a correspondence between the driving mode and the vehicle speed and a preset stiffness and damping force adjustment strategy;

[0008] According to the target stiffness and damping force adjustment strategy, the solenoid valve in the multi-chamber air spring on the whole vehicle is controlled to be opened and closed, and the damping force of multiple continuously adjustable shock absorbers on the whole vehicle is controlled.

[0009] In conjunction with the first aspect, in one embodiment, the multi-chamber air spring is a three-chamber air spring, the number of the continuously adjustable shock absorbers is four, and the preset stiffness and damping force adjustment strategies include a first adjustment strategy, a second adjustment strategy, a third adjustment strategy, a fourth adjustment strategy, a fifth adjustment strategy, and a sixth adjustment strategy;

[0010] The first adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air spring so that the stiffness is at a first stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers to be at the first damping force level;

[0011] The second adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air springs so that the stiffness is at the second stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers to the first damping force level;

[0012] The third adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air spring to make the stiffness at the second stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers at the second damping force level;

[0013] The fourth adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air springs to adjust the stiffness to the third stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers to the second damping force level;

[0014] The fifth adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air springs to adjust the stiffness to the third stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers to the third damping force level;

[0015] The sixth adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air springs to adjust the stiffness to the fourth stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers to the third damping force level;

[0016] Among them, the order of stiffness levels from low to high is the first stiffness level, the second stiffness level, the third stiffness level and the fourth stiffness level, and the order of damping force levels from low to high is the first damping force level, the second damping force level and the third damping force level.

[0017] In conjunction with the first aspect, in one embodiment, determining the target stiffness and damping force adjustment strategy based on the correspondence between the driving mode and the vehicle speed and the preset stiffness and damping force adjustment strategy includes:

[0018] When the driving mode is comfortable and the vehicle speed is less than a first speed threshold, the first adjustment strategy is used as the target stiffness and damping force adjustment strategy;

[0019] When the driving mode is comfortable and the vehicle speed is not less than the first speed threshold, the second adjustment strategy is used as the target stiffness and damping force adjustment strategy;

[0020] When the driving mode is standard and the vehicle speed is less than the second speed threshold, the third adjustment strategy is used as the target stiffness and damping force adjustment strategy;

[0021] When the driving mode is standard and the vehicle speed is not less than the second speed threshold, the fourth adjustment strategy is used as the target stiffness and damping force adjustment strategy;

[0022] When the driving mode is sport and the vehicle speed is less than the third speed threshold, the fifth adjustment strategy is used as the target stiffness and damping force adjustment strategy;

[0023] When the driving mode is sport and the vehicle speed is not less than the third speed threshold, the sixth adjustment strategy is used as the target stiffness and damping force adjustment strategy.

[0024] In combination with the first aspect, in one embodiment, the preset stiffness and damping force adjustment strategy also includes a seventh adjustment strategy; the seventh adjustment strategy includes controlling the opening and closing state of the solenoid valve in the three-chamber air spring so that the stiffness is the fourth stiffness level, and controlling the damping force of the four continuously adjustable shock absorbers to be the maximum damping force.

[0025] In combination with the first aspect, in one embodiment, the method further includes:

[0026] Obtain the vehicle's braking deceleration, acceleration, deceleration bump signal, and vehicle suspension status;

[0027] When the braking deceleration is greater than or equal to the deceleration threshold or the acceleration is greater than or equal to the acceleration threshold, the sixth adjustment strategy is used as the target stiffness and damping force adjustment strategy;

[0028] When the deceleration bump signal is a preset value, the third adjustment strategy is used as the target stiffness and damping force adjustment strategy;

[0029] When the vehicle suspension state is that the vehicle is located on a rough road and the suspension is in a maximum compression state or a maximum extension state, the seventh adjustment strategy is used as the target stiffness and damping force adjustment strategy.

[0030] In combination with the first aspect, in one embodiment, the preset stiffness and damping force adjustment strategy also includes an eighth adjustment strategy; the eighth adjustment strategy includes controlling the opening and closing state of the solenoid valve in the three-chamber air spring so that the stiffness is the fourth stiffness level, and controlling the damping force of the two outer continuously adjustable shock absorbers to be the maximum damping force and controlling the damping force level of the two inner continuously adjustable shock absorbers to be the third damping force level.

[0031] In combination with the first aspect, in one embodiment, the method further includes:

[0032] Get the vehicle's turning status;

[0033] When the vehicle is in a turning state of entering a curve or exiting a curve, the sixth adjustment strategy is used as the target stiffness and damping force adjustment strategy;

[0034] When the vehicle is in a turning state of being in a curve, the eighth adjustment strategy is used as the target stiffness and damping force adjustment strategy.

[0035] In a second aspect, an embodiment of the present application provides a device for combined stiffness and damping force control, comprising:

[0036] A data acquisition module, which is used to obtain the driving mode and speed of the vehicle;

[0037] a strategy determination module, configured to determine a target stiffness and damping force adjustment strategy based on a correspondence between the driving mode and the vehicle speed and a preset stiffness and damping force adjustment strategy;

[0038] A joint control module is used to control the opening and closing of the solenoid valves in the multi-chamber air springs on the entire vehicle and to control the damping force of multiple continuously adjustable shock absorbers on the entire vehicle according to the target stiffness and damping force adjustment strategy.

[0039] In conjunction with the second aspect, in one embodiment, the multi-chamber air spring is a three-chamber air spring, the number of the continuously adjustable shock absorbers is four, and the preset stiffness and damping force adjustment strategies include a first adjustment strategy, a second adjustment strategy, a third adjustment strategy, a fourth adjustment strategy, a fifth adjustment strategy, and a sixth adjustment strategy;

[0040] The first adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air spring so that the stiffness is at a first stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers to be at the first damping force level;

[0041] The second adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air springs so that the stiffness is at the second stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers to the first damping force level;

[0042] The third adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air spring to make the stiffness at the second stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers at the second damping force level;

[0043] The fourth adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air springs to adjust the stiffness to the third stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers to the second damping force level;

[0044] The fifth adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air springs to adjust the stiffness to the third stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers to the third damping force level;

[0045] The sixth adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air springs to adjust the stiffness to the fourth stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers to the third damping force level;

[0046] Among them, the order of stiffness levels from low to high is the first stiffness level, the second stiffness level, the third stiffness level and the fourth stiffness level, and the order of damping force levels from low to high is the first damping force level, the second damping force level and the third damping force level.

[0047] In conjunction with the second aspect, in one implementation, the policy determination module is specifically configured to:

[0048] When the driving mode is comfortable and the vehicle speed is less than a first speed threshold, the first adjustment strategy is used as the target stiffness and damping force adjustment strategy;

[0049] When the driving mode is comfortable and the vehicle speed is not less than the first speed threshold, the second adjustment strategy is used as the target stiffness and damping force adjustment strategy;

[0050] When the driving mode is standard and the vehicle speed is less than the second speed threshold, the third adjustment strategy is used as the target stiffness and damping force adjustment strategy;

[0051] When the driving mode is standard and the vehicle speed is not less than the second speed threshold, the fourth adjustment strategy is used as the target stiffness and damping force adjustment strategy;

[0052] When the driving mode is sport and the vehicle speed is less than the third speed threshold, the fifth adjustment strategy is used as the target stiffness and damping force adjustment strategy;

[0053] When the driving mode is sport and the vehicle speed is not less than the third speed threshold, the sixth adjustment strategy is used as the target stiffness and damping force adjustment strategy.

[0054] In combination with the second aspect, in one embodiment, the preset stiffness and damping force adjustment strategy also includes a seventh adjustment strategy; the seventh adjustment strategy includes controlling the opening and closing state of the solenoid valve in the three-chamber air spring so that the stiffness is the fourth stiffness level, and controlling the damping force of the four continuously adjustable shock absorbers to be the maximum damping force.

[0055] In combination with the second aspect, in one embodiment, the data acquisition module is also used to obtain the braking deceleration, acceleration, deceleration bump signal and suspension state of the whole vehicle; the strategy determination module is also used to: when the braking deceleration is greater than or equal to the deceleration threshold or the acceleration is greater than or equal to the acceleration threshold, the sixth adjustment strategy is used as the target stiffness and damping force adjustment strategy; when the deceleration bump signal is a preset value, the third adjustment strategy is used as the target stiffness and damping force adjustment strategy; when the suspension state of the whole vehicle is that the whole vehicle is located on a rugged road and the suspension is in the maximum compression state or the maximum tension state, the seventh adjustment strategy is used as the target stiffness and damping force adjustment strategy.

[0056] In combination with the second aspect, in one embodiment, the preset stiffness and damping force adjustment strategy also includes an eighth adjustment strategy; the eighth adjustment strategy includes controlling the opening and closing state of the solenoid valve in the three-chamber air spring so that the stiffness is the fourth stiffness level, and controlling the damping force of the two outer continuously adjustable shock absorbers to be the maximum damping force and controlling the damping force level of the two inner continuously adjustable shock absorbers to be the third damping force level.

[0057] In combination with the second aspect, in one embodiment, the data acquisition module is also used to obtain the turning state of the entire vehicle; the strategy determination module is also used to: when the turning state of the entire vehicle is entering a curve or the turning state of the entire vehicle is exiting a curve, use the sixth adjustment strategy as the target stiffness and damping force adjustment strategy; when the turning state of the entire vehicle is in a curve, use the eighth adjustment strategy as the target stiffness and damping force adjustment strategy.

[0058] In the third aspect, an embodiment of the present application provides a stiffness and damping force joint control device, which includes a processor, a memory, and a stiffness and damping force joint control program stored in the memory and executable by the processor, wherein when the stiffness and damping force joint control program is executed by the processor, the steps of the stiffness and damping force joint control method as described above are implemented.

[0059] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, on which a stiffness and damping force joint control program is stored, wherein when the stiffness and damping force joint control program is executed by a processor, the steps of the aforementioned stiffness and damping force joint control method are implemented.

[0060] The beneficial effects of the technical solutions provided in the embodiments of the present application include:

[0061] The target stiffness and damping force adjustment strategy is determined by the correspondence between vehicle information including driving mode and vehicle speed and the preset stiffness and damping force adjustment strategy; then, according to the target stiffness and damping force adjustment strategy, the solenoid valve in the multi-chamber air spring is opened and closed and the damping force of multiple continuously adjustable shock absorbers is controlled, so as to achieve the joint adjustment of stiffness and damping force, thereby effectively ensuring the comfort and handling smoothness of the entire vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0062] Figure 1 This is a flow chart of an embodiment of the method for combined control of stiffness and damping force of the present application;

[0063] Figure 2 This is a schematic structural diagram of a three-chamber air spring involved in an embodiment of the present application;

[0064] Figure 3 This is a functional module diagram of an embodiment of the stiffness and damping force combined control device of the present application;

[0065] Figure 4 Schematic diagram of the hardware structure of the stiffness and damping force joint control device involved in the embodiment of the present application. DETAILED DESCRIPTION

[0066] In order to enable those skilled in the art to better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. 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 are within the scope of protection of this application.

[0067] In order to make the objectives, technical solutions and advantages of this application clearer, the implementation methods of this application will be further described in detail below with reference to the accompanying drawings.

[0068] In a first aspect, an embodiment of the present application provides a method for jointly controlling stiffness and damping force.

[0069] In one embodiment, referring to Figure 1 , Figure 1 This is a flow chart of an embodiment of the method for combined control of stiffness and damping force of this application. Figure 1 As shown in Figure 2, the joint control method of stiffness and damping force includes:

[0070] Step S10: Acquire the driving mode and speed of the vehicle.

[0071] For example, in this embodiment, before the combined stiffness and damping force adjustment and control is performed using the multi-chamber air spring and continuously adjustable shock absorber, the current operating condition is determined based on target information such as the vehicle's driving mode and speed. This operating condition is then used to characterize the required stiffness and damping force for the vehicle. Driving modes include, but are not limited to, comfort, standard, and sport modes. It should be noted that the above is merely an example, and further categorization of driving modes can be performed based on actual needs, without limitation here. Furthermore, target information can also include braking information, acceleration information, and other information, which can be determined based on actual needs and without limitation here.

[0072] Step S20: determining a target stiffness and damping force adjustment strategy according to a correspondence between the driving mode and the vehicle speed and a preset stiffness and damping force adjustment strategy.

[0073] For example, it is understood that different driving modes and vehicle speeds often require different stiffness and damping forces. Therefore, this embodiment categorizes and combines different driving modes and vehicle speeds to form different operating conditions. Different stiffness and damping force combinations are then determined based on these operating conditions to form different preset stiffness and damping force adjustment strategies. Therefore, this embodiment can determine the target stiffness and damping force adjustment strategy based on the correspondence between the current vehicle driving mode and speed and the preset stiffness and damping force adjustment strategy.

[0074] Step S30: According to the target stiffness and damping force adjustment strategy, the solenoid valves in the multi-chamber air springs on the vehicle are controlled to open and close, and the damping force of the multiple continuously adjustable shock absorbers on the vehicle is controlled to be damped.

[0075] For example, in this embodiment, after determining the target stiffness and damping force adjustment strategy corresponding to the current vehicle operating condition, the opening and closing states of the solenoid valves in the multi-chamber air springs on the vehicle and the damping forces of each continuously adjustable shock absorber on the vehicle will be controlled simultaneously according to the target stiffness and damping force adjustment strategy, thereby realizing the joint adjustment control of the stiffness and damping force, thereby effectively ensuring the comfort and handling smoothness of the vehicle.

[0076] Furthermore, in one embodiment, the multi-chamber air spring is a three-chamber air spring, the number of the continuously adjustable shock absorbers is four, and the preset stiffness and damping force adjustment strategies include a first adjustment strategy, a second adjustment strategy, a third adjustment strategy, a fourth adjustment strategy, a fifth adjustment strategy, and a sixth adjustment strategy;

[0077] The first adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air spring so that the stiffness is at a first stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers to be at the first damping force level;

[0078] The second adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air springs so that the stiffness is at the second stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers to the first damping force level;

[0079] The third adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air spring to make the stiffness at the second stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers at the second damping force level;

[0080] The fourth adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air springs to adjust the stiffness to the third stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers to the second damping force level;

[0081] The fifth adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air springs to adjust the stiffness to the third stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers to the third damping force level;

[0082] The sixth adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air springs to adjust the stiffness to the fourth stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers to the third damping force level;

[0083] Among them, the order of stiffness levels from low to high is the first stiffness level, the second stiffness level, the third stiffness level and the fourth stiffness level, and the order of damping force levels from low to high is the first damping force level, the second damping force level and the third damping force level.

[0084] In this embodiment, the preset stiffness and damping force adjustment strategy also includes a seventh adjustment strategy and an eighth adjustment strategy; the seventh adjustment strategy includes controlling the opening and closing state of the solenoid valve in the three-chamber air spring so that the stiffness is the fourth stiffness level, and controlling the damping force of the four continuously adjustable shock absorbers to be the maximum damping force; the eighth adjustment strategy includes controlling the opening and closing state of the solenoid valve in the three-chamber air spring so that the stiffness is the fourth stiffness level, and controlling the damping force of the two outer continuously adjustable shock absorbers to be the maximum damping force and controlling the damping force level of the two inner continuously adjustable shock absorbers to be the third damping force level.

[0085] For example, it is understood that a single-chamber air spring plus a continuously adjustable shock absorber can only adjust the damping force, but not the spring stiffness. Therefore, a multi-chamber air spring plus multiple continuously adjustable shock absorbers can achieve adjustment of spring stiffness and damping force. It should be noted that the multi-chamber air spring can be a dual-chamber air spring or a triple-chamber air spring, depending on actual needs and is not limited here. Furthermore, the number of continuously adjustable shock absorbers can be determined based on actual needs, for example, the preferred number of continuously adjustable shock absorbers can be set to four.

[0086] The following examples will use a three-chamber air spring and four continuously adjustable shock absorbers as examples to illustrate the method and principle of joint control of stiffness and damping force. Figure 2 As shown, the three-chamber air spring includes air chamber 1, air chamber 2 and air chamber 3, air chamber 1 is the main chamber, air chamber 2 and air chamber 3 are auxiliary chambers, and the volume V1 of air chamber 1 is greater than the volume V2 of air chamber 2 and greater than the volume V3 of air chamber 3; each three-chamber air spring contains two solenoid valves for stiffness control (the solenoid valves are normally open switch valves): the solenoid valve controlling the air chamber 1 and the air chamber 2 is defined as valve 1, and the solenoid valve controlling the air chamber 1 and the air chamber 3 is defined as valve 2, and valve 1 has a total of 4 valves: left front valve 1, right front valve 1, left rear valve 1 and right rear valve 1, and valve 2 also has a total of 4 valves: left front valve 2, right front valve 2, left rear valve 2 and right rear valve 2.

[0087] It should be understood that the connectivity between chambers 1, 2, and 3 can be controlled by controlling the opening and closing states of valves 1 and / or 2, thereby achieving different adjustable volumes of the air spring and, consequently, different stiffness adjustments. Specifically, when valves 1 and 2 are both open, the adjustable volume of the air spring is V1 + V2 + V3, corresponding to the first stiffness level; when valve 1 is open and valve 2 is closed, the adjustable volume of the air spring is V1 + V2, corresponding to the second stiffness level; when valve 1 is closed and valve 2 is open, the adjustable volume of the air spring is V1 + V3, corresponding to the third stiffness level; and when valves 1 and 2 are both closed, the adjustable volume of the air spring is V1, corresponding to the fourth stiffness level. It should be understood that the larger the adjustable volume of the air spring, the lower the stiffness of the air spring; therefore, the order of the air spring stiffness levels, from highest to lowest, is: fourth stiffness level > third stiffness level > second stiffness level > first stiffness level.

[0088] In addition, the first damping force level may preferably correspond to soft, the second damping force level may preferably correspond to medium, and the third damping force level may preferably correspond to hard; it should be noted that the three levels of soft, medium and hard may respectively correspond to a specific value, or may respectively correspond to a range. For example, the damping force corresponding to soft may be either a specific value X1 or a range [X1, X2]. The specific presentation form may be determined according to actual needs and is not limited here. In addition, for the same damping force level, the specific values ​​or ranges corresponding to different adjustment strategies may be different, which can be determined specifically through calibration.

[0089] Therefore, by combining different stiffness levels and damping force levels, stiffness and damping force adjustment strategies such as the first adjustment strategy, the second adjustment strategy, the third adjustment strategy, the fourth adjustment strategy, the fifth adjustment strategy, the sixth adjustment strategy, the seventh adjustment strategy and the eighth adjustment strategy corresponding to different working conditions are constructed.

[0090] Among them, the first adjustment strategy includes controlling the opening and closing state of the solenoid valve in the three-chamber air spring so that the stiffness is the first stiffness level, and controlling the damping force level of the four continuously adjustable shock absorbers to be the first damping force level; the second adjustment strategy includes controlling the opening and closing state of the solenoid valve in the three-chamber air spring so that the stiffness is the second stiffness level, and controlling the damping force level of the four continuously adjustable shock absorbers to be the first damping force level; the third adjustment strategy includes controlling the opening and closing state of the solenoid valve in the three-chamber air spring so that the stiffness is the second stiffness level, and controlling the damping force level of the four continuously adjustable shock absorbers to be the second damping force level; the fourth adjustment strategy includes controlling the opening and closing state of the solenoid valve in the three-chamber air spring so that the stiffness is the third stiffness level, and controlling the damping force level of the four continuously adjustable shock absorbers to be the second damping force level; the fifth adjustment strategy includes controlling The opening and closing states of the solenoid valves in the three-chamber air springs are controlled so that the stiffness is at the third stiffness level, and the damping force levels of the four continuously adjustable shock absorbers are controlled to be at the third damping force level; the sixth adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air springs so that the stiffness is at the fourth stiffness level, and the damping force levels of the four continuously adjustable shock absorbers are controlled to be at the third damping force level; the seventh adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air springs so that the stiffness is at the fourth stiffness level, and the damping force of the four continuously adjustable shock absorbers is controlled to be at the maximum damping force; the eighth adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air springs so that the stiffness is at the fourth stiffness level, and the damping force of the two outer continuously adjustable shock absorbers is controlled to be at the maximum damping force and the damping force level of the two inner continuously adjustable shock absorbers is controlled to be at the third damping force level.

[0091] Furthermore, in one embodiment, determining the target stiffness and damping force adjustment strategy based on the correspondence between the driving mode and the vehicle speed and the preset stiffness and damping force adjustment strategy includes:

[0092] When the driving mode is comfortable and the vehicle speed is less than a first speed threshold, the first adjustment strategy is used as the target stiffness and damping force adjustment strategy;

[0093] When the driving mode is comfortable and the vehicle speed is not less than the first speed threshold, the second adjustment strategy is used as the target stiffness and damping force adjustment strategy;

[0094] When the driving mode is standard and the vehicle speed is less than the second speed threshold, the third adjustment strategy is used as the target stiffness and damping force adjustment strategy;

[0095] When the driving mode is standard and the vehicle speed is not less than the second speed threshold, the fourth adjustment strategy is used as the target stiffness and damping force adjustment strategy;

[0096] When the driving mode is sport and the vehicle speed is less than the third speed threshold, the fifth adjustment strategy is used as the target stiffness and damping force adjustment strategy;

[0097] When the driving mode is sport and the vehicle speed is not less than the third speed threshold, the sixth adjustment strategy is used as the target stiffness and damping force adjustment strategy.

[0098] For example, in this embodiment, the specific values ​​of the first speed threshold, the second speed threshold, and the third speed threshold can be determined according to actual needs, and the three can be the same or different. For example, all three can be set to 120 km / h. Taking the first speed threshold, the second speed threshold, and the third speed threshold as 120 km / h as an example, the operating condition where the driving mode is comfortable and the vehicle speed is less than 120 km / h can be determined as the first operating condition; the operating condition where the driving mode is comfortable and the vehicle speed is ≥120 km / h can be determined as the second operating condition; the operating condition where the driving mode is standard and the vehicle speed is less than 120 km / h can be determined as the third operating condition; the operating condition where the driving mode is standard and the vehicle speed is ≥120 km / h can be determined as the fourth operating condition; the operating condition where the driving mode is sport and the vehicle speed is less than 120 km / h can be determined as the fifth operating condition; and the operating condition where the driving mode is sport and the vehicle speed is ≥120 km / h can be determined as the sixth operating condition.

[0099] In this embodiment, when the operating condition is the first operating condition, the first adjustment strategy is used as the target stiffness and damping force adjustment strategy, that is, the target stiffness and damping force adjustment strategy is to control the opening and closing states of the solenoid valves in the three-chamber air spring so that the stiffness is the first stiffness level, and to control the damping force level of the four continuously adjustable shock absorbers to the first damping force level. Specifically, if the driving mode is comfort and the vehicle speed is less than 120 km / h, the four valves 1 and the four valves 2 are controlled to open so that the adjustable volume of the air spring is (V1+V2+V3), thereby making the air spring stiffness of the entire vehicle the first stiffness level, and at the same time controlling the damping force of the four continuously adjustable shock absorbers to be soft, so as to ensure that both vehicle comfort and handling smoothness are taken into account in comfort mode. It should be noted that how to adjust the damping force in the continuously adjustable shock absorber is common knowledge in the art and will not be described in detail here for the sake of brevity.

[0100] When the operating condition is the second condition, the second adjustment strategy is used as the target stiffness and damping force adjustment strategy, that is, the target stiffness and damping force adjustment strategy is to control the opening and closing state of the solenoid valve in the three-chamber air spring so that the stiffness is the second stiffness level, and the damping force level of the four continuously adjustable shock absorbers is controlled to be the first damping force level; specifically, if the driving mode is comfortable and the vehicle speed is ≥120km / h, the four valves 1 are controlled to be open and the four valves 2 are closed so that the adjustable volume of the air spring is (V1+V2), thereby making the air spring stiffness of the whole vehicle the second stiffness level, and at the same time, the damping force of the four continuously adjustable shock absorbers is controlled to be soft, so as to ensure that both the comfort and handling smoothness of the whole vehicle are taken into account in the comfort mode and at high speed.

[0101] When the operating condition is the third condition, the third adjustment strategy is used as the target stiffness and damping force adjustment strategy, that is, the target stiffness and damping force adjustment strategy is to control the opening and closing state of the solenoid valve in the three-chamber air spring so that the stiffness is the second stiffness level, and the damping force level of the four continuously adjustable shock absorbers is controlled to be the second damping force level; specifically, if the driving mode is standard and the vehicle speed is less than 120km / h, the four valves 1 are controlled to be open and the four valves 2 are closed, so that the adjustable volume of the air spring of the vehicle is (V1+V2), and the air spring stiffness is thereby made the second stiffness level, and the damping force of the four continuously adjustable shock absorbers is controlled to be medium, so as to ensure that both the comfort and handling smoothness of the vehicle are taken into account in the standard mode.

[0102] When the operating condition is the fourth condition, the fourth adjustment strategy is used as the target stiffness and damping force adjustment strategy, that is, the target stiffness and damping force adjustment strategy is to control the opening and closing state of the solenoid valve in the three-chamber air spring so that the stiffness is the third stiffness level, and the damping force level of the four continuously adjustable shock absorbers is controlled to be the second damping force level; specifically, if the driving mode is standard and the vehicle speed is ≥120km / h, the four valves 1 are controlled to be closed and the four valves 2 are controlled to be open, so that the adjustable volume of the air spring of the whole vehicle is (V1+V3), and thus the air spring stiffness of the whole vehicle is the third stiffness level, and at the same time, the damping force of the four continuously adjustable shock absorbers is controlled to be medium, so as to ensure that the comfort and handling smoothness of the whole vehicle are taken into account in the standard mode and at high speed.

[0103] When the operating condition is the fifth condition, the fifth adjustment strategy is used as the target stiffness and damping force adjustment strategy, that is, the target stiffness and damping force adjustment strategy is to control the opening and closing state of the solenoid valve in the three-chamber air spring so that the stiffness is the third stiffness level, and the damping force level of the four continuously adjustable shock absorbers is controlled to be the third damping force level; specifically, if the driving mode is sport and the vehicle speed is less than 120km / h, the four valves 1 are controlled to be closed and the four valves 2 are controlled to be open, so that the adjustable volume of the air spring of the whole vehicle is (V1+V3), and thus the air spring stiffness of the whole vehicle is the third stiffness level, and at the same time, the damping force of the four continuously adjustable shock absorbers is controlled to be hard, so as to ensure that both the comfort and handling smoothness of the whole vehicle are taken into account in the sport mode.

[0104] When the operating condition is the sixth condition, the sixth adjustment strategy is used as the target stiffness and damping force adjustment strategy, that is, the target stiffness and damping force adjustment strategy is to control the opening and closing state of the solenoid valve in the three-chamber air spring so that the stiffness is the fourth stiffness level, and the damping force level of the four continuously adjustable shock absorbers is controlled to be the third damping force level; specifically, if the driving mode is sport and the vehicle speed is ≥120km / h, the four valves 1 and the four valves 2 are controlled to be closed so that the adjustable volume of the air spring of the whole vehicle is (V1), thereby making the air spring stiffness of the whole vehicle the fourth stiffness level, and at the same time controlling the damping force of the four continuously adjustable shock absorbers to be hard, so as to ensure the smoothness of the vehicle's handling in sport mode and at high speed.

[0105] Furthermore, in one embodiment, the method further includes:

[0106] Obtain the vehicle's braking deceleration, acceleration, deceleration bump signal, and vehicle suspension status;

[0107] When the braking deceleration is greater than or equal to the deceleration threshold or the acceleration is greater than or equal to the acceleration threshold, the sixth adjustment strategy is used as the target stiffness and damping force adjustment strategy;

[0108] When the deceleration bump signal is a preset value, the third adjustment strategy is used as the target stiffness and damping force adjustment strategy;

[0109] When the vehicle suspension state is that the vehicle is located on a rough road and the suspension is in a maximum compression state or a maximum extension state, the seventh adjustment strategy is used as the target stiffness and damping force adjustment strategy.

[0110] For purposes of illustration, it should be noted that the specific values ​​for the deceleration threshold and acceleration threshold can be determined based on actual needs and are not limited herein. Since different acceleration and deceleration scenarios typically require different stiffness and damping force, this embodiment defines the seventh operating condition for stiffness and damping force adjustment in braking scenarios as the braking deceleration ≥ the deceleration threshold; the eighth operating condition for stiffness and damping force adjustment in acceleration scenarios as the acceleration ≥ the acceleration threshold; and the ninth operating condition for stiffness and damping force adjustment in preview control scenarios as the condition where a deceleration bump signal (i.e., the deceleration bump signal is a preset value) is received from the forward-looking binocular camera or lidar. It should be noted that the reception of a deceleration bump signal can be determined by the setting state of the deceleration bump signal. For example, when a deceleration bump signal is received, the deceleration bump signal can be set to 1; if no deceleration bump signal is received, the deceleration bump signal can be set to 0, with "1" representing the preset value. However, the above is merely an example embodiment, and adaptive adjustments can be made based on actual needs.

[0111] Furthermore, rough roads typically place higher stiffness and damping requirements than flat roads. Therefore, the vehicle suspension state includes both the road surface state and the suspension state. Specifically, when the road surface is rough, this embodiment defines the operating condition where the suspension of the vehicle on the rough road is in a maximum compression state or a maximum tension state as the tenth operating condition. It should be understood that when the vehicle travels on a rough road, wheel acceleration can be calculated based on the acceleration information collected by the vehicle body acceleration sensor and the height information collected by the height sensor. This wheel acceleration can then be used to determine whether the vehicle suspension is in a maximum compression state or a maximum tension state.

[0112] Exemplarily, in this embodiment, when the operating condition is the seventh condition, the sixth adjustment strategy is used as the target stiffness and damping force adjustment strategy, that is, the target stiffness and damping force adjustment strategy is to control the opening and closing state of the solenoid valve in the three-chamber air spring so that the stiffness is the fourth stiffness level, and the damping force level of the four continuously adjustable shock absorbers is controlled to be the third damping force level; specifically, if the braking deceleration ≥ the deceleration threshold, the four valves 1 and the four valves 2 are controlled to be closed so that the adjustable volume of the air spring of the entire vehicle is (V1), thereby making the air spring stiffness of the entire vehicle the fourth stiffness level, and at the same time controlling the damping force of the four continuously adjustable shock absorbers to be hard to suppress braking nodding, thereby improving the smoothness of vehicle handling.

[0113] When the operating condition is the eighth condition, the sixth adjustment strategy is used as the target stiffness and damping force adjustment strategy, that is, the target stiffness and damping force adjustment strategy is to control the opening and closing state of the solenoid valve in the three-chamber air spring so that the stiffness is the fourth stiffness level, and the damping force level of the four continuously adjustable shock absorbers is controlled to be the third damping force level; specifically, if the acceleration ≥ the acceleration threshold, the four valves 1 and the four valves 2 are controlled to be closed so that the adjustable volume of the air spring of the whole vehicle is (V1), thereby making the air spring stiffness of the whole vehicle the fourth stiffness level, and at the same time controlling the damping force of the four continuously adjustable shock absorbers to be hard to suppress acceleration head lift, thereby improving the handling smoothness of the whole vehicle.

[0114] When the operating condition is the ninth condition, the third adjustment strategy is used as the target stiffness and damping force adjustment strategy, that is, the target stiffness and damping force adjustment strategy is to control the opening and closing state of the solenoid valve in the three-chamber air spring so that the stiffness is the second stiffness level, and the damping force level of the four continuously adjustable shock absorbers is controlled to be the second damping force level; specifically, if a speed bump signal is received from the forward-looking binocular camera or lidar, the four valves 1 are controlled to open and the four valves 2 are closed so that the adjustable volume of the air spring of the entire vehicle is (V1+V2), thereby making the air spring stiffness of the entire vehicle the second stiffness level, and at the same time controlling the damping force of the four continuously adjustable shock absorbers to be medium, thereby ensuring that the vehicle can take into account the smoothness of handling while comfortably passing the speed bump.

[0115] When the operating condition is the tenth condition, the seventh adjustment strategy is used as the target stiffness and damping force adjustment strategy, that is, the target stiffness and damping force adjustment strategy is to control the opening and closing state of the solenoid valve in the three-chamber air spring so that the stiffness is the fourth stiffness level, and the damping force of the four continuously adjustable shock absorbers is controlled to be the maximum damping force; specifically, if the suspension of a vehicle traveling on a rugged road is in the maximum compression or maximum extension state, the four valves 1 and the four valves 2 are controlled to be closed so that the adjustable volume of the air spring of the entire vehicle is (V1), thereby making the air spring stiffness of the entire vehicle the fourth stiffness level, and at the same time, the damping force of the four continuously adjustable shock absorbers is controlled to be adjusted to the hardest to slow down the impact sound of the buffer block of the entire vehicle and reduce noise.

[0116] Furthermore, in one embodiment, the method further includes:

[0117] Get the vehicle's turning status;

[0118] When the vehicle is in a turning state of entering a curve or exiting a curve, the sixth adjustment strategy is used as the target stiffness and damping force adjustment strategy;

[0119] When the vehicle is in a turning state of being in a curve, the eighth adjustment strategy is used as the target stiffness and damping force adjustment strategy.

[0120] For example, it is understood that different turning states of the vehicle (e.g., whether the vehicle is entering a curve, in the middle of a curve, or exiting a curve) generally require different stiffness and damping forces. Specifically, when the vehicle is turning, the turning state of the vehicle can be determined based on the change in steering angular velocity, thereby determining the vehicle's current operating condition. Specifically, if the steering angular velocity changes, indicating that the vehicle is entering a curve, the operating condition of the vehicle entering the curve is determined as the eleventh operating condition. When the steering angular velocity approaches zero, indicating that the vehicle is in the curve, the operating condition of the vehicle in the curve is determined as the twelfth operating condition. When the steering angular velocity changes again, indicating that the vehicle is exiting the curve, the operating condition of the vehicle exiting the curve is determined as the thirteenth operating condition.

[0121] Specifically, when the operating condition is the eleventh condition, the sixth adjustment strategy is used as the target stiffness and damping force adjustment strategy, that is, the target stiffness and damping force adjustment strategy is to control the opening and closing state of the solenoid valve in the three-chamber air spring so that the stiffness is the fourth stiffness level, and the damping force level of the four continuously adjustable shock absorbers is controlled to be the third damping force level; specifically, if the whole vehicle is entering a curve, the four valves 1 and the four valves 2 are controlled to be closed so that the adjustable volume of the air spring of the whole vehicle is (V1), thereby making the air spring stiffness of the whole vehicle the fourth stiffness level, and at the same time controlling the damping force of the four continuously adjustable shock absorbers to be hard, so as to ensure the smoothness and comfort of the handling when the whole vehicle enters a curve.

[0122] When the operating condition is the twelfth condition, the eighth adjustment strategy is used as the target stiffness and damping force adjustment strategy, that is, the target stiffness and damping force adjustment strategy is to control the opening and closing state of the solenoid valve in the three-chamber air spring so that the stiffness is the fourth stiffness level, and the damping force of the two outer continuously adjustable shock absorbers is controlled to be the maximum damping force and the damping force level of the two inner continuously adjustable shock absorbers is controlled to be the third damping force level; if the whole vehicle is in a curve, the four valves 1 and the four valves 2 are controlled to be closed so that the adjustable volume of the air spring of the whole vehicle is (V1), thereby making the air spring stiffness of the whole vehicle the fourth stiffness level, and at the same time, the damping force of the two outer continuously adjustable shock absorbers is controlled to be the hardest, and the damping force of the two inner continuously adjustable shock absorbers is consistent with that when entering the curve, so as to suppress the roll of the whole vehicle, thereby ensuring the smoothness of the vehicle's handling in the curve.

[0123] When the operating condition is the thirteenth condition, the sixth adjustment strategy is used as the target stiffness and damping force adjustment strategy, that is, the target stiffness and damping force adjustment strategy is to control the opening and closing state of the solenoid valve in the three-chamber air spring so that the stiffness is the fourth stiffness level, and the damping force level of the four continuously adjustable shock absorbers is controlled to be the third damping force level; specifically, if the whole vehicle is exiting a curve, the four valves 1 and the four valves 2 are controlled to be closed so that the adjustable volume of the air spring of the whole vehicle is (V1), thereby making the air spring stiffness of the whole vehicle the fourth stiffness level, and at the same time, the damping force of the two outer continuously adjustable shock absorbers is controlled to be adjusted from the hardest to be consistent with the damping force of the two inner continuously adjustable shock absorbers, so as to ensure the smoothness and comfort of the control of the whole vehicle when exiting a curve.

[0124] This shows that this embodiment improves vehicle handling smoothness by increasing stiffness and damping force to suppress roll, nose-up, and nose-down, while simultaneously improving vehicle comfort by reducing stiffness and damping force. In summary, this embodiment perfectly embodies vehicle comfort and handling smoothness through matching and adjusting stiffness and damping force under different operating conditions.

[0125] In a second aspect, an embodiment of the present application also provides a device for jointly controlling stiffness and damping force.

[0126] In one embodiment, referring to Figure 3 , Figure 3 This is a functional module diagram of an embodiment of the stiffness and damping force combined control device of this application. Figure 3 As shown, the stiffness and damping force combined control device includes:

[0127] A data acquisition module, which is used to obtain the driving mode and speed of the vehicle;

[0128] a strategy determination module, configured to determine a target stiffness and damping force adjustment strategy based on a correspondence between the driving mode and the vehicle speed and a preset stiffness and damping force adjustment strategy;

[0129] A joint control module is used to control the opening and closing of the solenoid valves in the multi-chamber air springs on the entire vehicle and to control the damping force of multiple continuously adjustable shock absorbers on the entire vehicle according to the target stiffness and damping force adjustment strategy.

[0130] Furthermore, in one embodiment, the multi-chamber air spring is a three-chamber air spring, the number of the continuously adjustable shock absorbers is four, and the preset stiffness and damping force adjustment strategies include a first adjustment strategy, a second adjustment strategy, a third adjustment strategy, a fourth adjustment strategy, a fifth adjustment strategy, and a sixth adjustment strategy;

[0131] The first adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air spring so that the stiffness is at a first stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers to be at the first damping force level;

[0132] The second adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air springs so that the stiffness is at the second stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers to the first damping force level;

[0133] The third adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air spring to make the stiffness at the second stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers at the second damping force level;

[0134] The fourth adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air springs to adjust the stiffness to the third stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers to the second damping force level;

[0135] The fifth adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air springs to adjust the stiffness to the third stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers to the third damping force level;

[0136] The sixth adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air springs to adjust the stiffness to the fourth stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers to the third damping force level;

[0137] Among them, the order of stiffness levels from low to high is the first stiffness level, the second stiffness level, the third stiffness level and the fourth stiffness level, and the order of damping force levels from low to high is the first damping force level, the second damping force level and the third damping force level.

[0138] Furthermore, in one embodiment, the policy determination module is specifically configured to:

[0139] When the driving mode is comfortable and the vehicle speed is less than a first speed threshold, the first adjustment strategy is used as the target stiffness and damping force adjustment strategy;

[0140] When the driving mode is comfortable and the vehicle speed is not less than the first speed threshold, the second adjustment strategy is used as the target stiffness and damping force adjustment strategy;

[0141] When the driving mode is standard and the vehicle speed is less than the second speed threshold, the third adjustment strategy is used as the target stiffness and damping force adjustment strategy;

[0142] When the driving mode is standard and the vehicle speed is not less than the second speed threshold, the fourth adjustment strategy is used as the target stiffness and damping force adjustment strategy;

[0143] When the driving mode is sport and the vehicle speed is less than the third speed threshold, the fifth adjustment strategy is used as the target stiffness and damping force adjustment strategy;

[0144] When the driving mode is sport and the vehicle speed is not less than the third speed threshold, the sixth adjustment strategy is used as the target stiffness and damping force adjustment strategy.

[0145] Furthermore, in one embodiment, the preset stiffness and damping force adjustment strategy further includes a seventh adjustment strategy;

[0146] The seventh adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air spring so that the stiffness is at the fourth stiffness level, and controlling the damping force of the four continuously adjustable shock absorbers to be the maximum damping force.

[0147] Furthermore, in one embodiment, the data acquisition module is also used to obtain the braking deceleration, acceleration, deceleration bump signal and suspension state of the whole vehicle; the strategy determination module is also used to: when the braking deceleration is greater than or equal to the deceleration threshold or the acceleration is greater than or equal to the acceleration threshold, use the sixth adjustment strategy as the target stiffness and damping force adjustment strategy; when the deceleration bump signal is a preset value, use the third adjustment strategy as the target stiffness and damping force adjustment strategy; when the suspension state of the whole vehicle is that the whole vehicle is located on a rugged road and the suspension is in the maximum compression state or the maximum tension state, use the seventh adjustment strategy as the target stiffness and damping force adjustment strategy.

[0148] Furthermore, in one embodiment, the preset stiffness and damping force adjustment strategy further includes an eighth adjustment strategy;

[0149] The eighth adjustment strategy includes controlling the opening and closing states of the solenoid valve in the three-chamber air spring so that the stiffness is the fourth stiffness level, and controlling the damping force of the two outer continuously adjustable shock absorbers to be the maximum damping force and controlling the damping force level of the two inner continuously adjustable shock absorbers to be the third damping force level.

[0150] Furthermore, in one embodiment, the data acquisition module is also used to obtain the turning state of the entire vehicle; the strategy determination module is also used to: when the turning state of the entire vehicle is entering a curve or the turning state of the entire vehicle is exiting a curve, use the sixth adjustment strategy as the target stiffness and damping force adjustment strategy; when the turning state of the entire vehicle is in a curve, use the eighth adjustment strategy as the target stiffness and damping force adjustment strategy.

[0151] Among them, the functional implementation of each module in the above-mentioned stiffness and damping force joint control device corresponds to the various steps in the above-mentioned stiffness and damping force joint control method embodiment, and their functions and implementation processes will not be repeated here one by one.

[0152] On the third aspect, an embodiment of the present application provides a device for jointly controlling stiffness and damping force. The device for jointly controlling stiffness and damping force may be a personal computer (PC), a laptop computer, a server, or other device with data processing capabilities.

[0153] Reference Figure 4 , Figure 4 Schematic diagram of the hardware structure of the stiffness and damping force joint control device involved in the embodiment of the present application. In the embodiment of the present application, the stiffness and damping force joint control device may include a processor, a memory, a communication interface and a communication bus.

[0154] The communication bus may be of any type and is used to interconnect the processor, memory, and communication interface.

[0155] Communication interfaces include input / output (I / O) interfaces, physical interfaces, and logical interfaces, used to interconnect components within the stiffness and damping force combined control device, as well as interfaces used to interconnect the stiffness and damping force combined control device with other devices (such as other computing devices or user devices). Physical interfaces can be Ethernet, fiber optic, or ATM interfaces; user devices can be displays, keyboards, and other devices.

[0156] The memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0157] The processor may be a general-purpose processor that can call a stiffness and damping force combined control program stored in a memory and execute the stiffness and damping force combined control method provided in the embodiments of the present application. For example, the general-purpose processor may be a central processing unit (CPU). The method executed when the stiffness and damping force combined control program is called can refer to the various embodiments of the stiffness and damping force combined control method of the present application and will not be repeated here.

[0158] Those skilled in the art will understand that Figure 4 The hardware structure shown in the figure does not constitute a limitation to the present application and may include more or fewer components than shown in the figure, or a combination of certain components, or a different arrangement of components.

[0159] In a fourth aspect, an embodiment of the present application also provides a computer-readable storage medium.

[0160] The readable storage medium of the present application stores a stiffness and damping force joint control program, wherein when the stiffness and damping force joint control program is executed by a processor, the steps of the stiffness and damping force joint control method as described above are implemented.

[0161] Among them, the method implemented when the stiffness and damping force joint control program is executed can refer to the various embodiments of the stiffness and damping force joint control method of this application, and will not be repeated here.

[0162] It should be noted that the serial numbers of the above-mentioned embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.

[0163] The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings 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 limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods, products or devices. The terms "first", "second" and "third" are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit the "first", "second" and "third" to different types.

[0164] In the description of the embodiments of this application, the words "exemplary," "for example," or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary," "for example," or "for example" in the embodiments of this application should not be construed as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary," "for example," or "for example" is intended to present the relevant concepts in a concrete manner.

[0165] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; “and / or” in the text is merely a description of the association relationship of associated objects, indicating that three relationships may exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, “multiple” refers to two or more than two.

[0166] In some processes described in the embodiments of the present application, multiple operations or steps are included that appear in a specific order. However, it should be understood that these operations or steps may not be performed in the order in which they appear in the embodiments of the present application or may be performed in parallel. The sequence numbers of the operations are only used to distinguish between different operations, and the sequence numbers themselves do not represent any order of execution. In addition, these processes may include more or fewer operations, and these operations or steps may be performed in sequence or in parallel, and these operations or steps may be combined.

[0167] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus the necessary general hardware platform, of course, it can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes a number of instructions for enabling a terminal device to execute the methods described in each embodiment of the present application.

[0168] The above are only preferred embodiments of the present application and do not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A method for joint control of stiffness and damping force, characterized in that: The following steps are involved: Obtain the driving mode and speed of the vehicle; determining a target stiffness and damping force adjustment strategy based on a correspondence between the driving mode and the vehicle speed and a preset stiffness and damping force adjustment strategy; According to the target stiffness and damping force adjustment strategy, the solenoid valve in the multi-chamber air spring on the vehicle is controlled to open and close, and the damping force of multiple continuously adjustable shock absorbers on the vehicle is controlled; The multi-chamber air spring is a three-chamber air spring, the number of the continuously adjustable shock absorbers is four, and the preset stiffness and damping force adjustment strategies include a first adjustment strategy, a second adjustment strategy, a third adjustment strategy, a fourth adjustment strategy, a fifth adjustment strategy, and a sixth adjustment strategy; The first adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air spring so that the stiffness is at a first stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers to be at the first damping force level; The second adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air springs so that the stiffness is at the second stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers to the first damping force level; The third adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air spring to make the stiffness at the second stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers at the second damping force level; The fourth adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air springs to adjust the stiffness to the third stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers to the second damping force level; The fifth adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air springs to adjust the stiffness to the third stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers to the third damping force level; The sixth adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air springs to adjust the stiffness to the fourth stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers to the third damping force level; Among them, the order of stiffness levels from low to high is the first stiffness level, the second stiffness level, the third stiffness level and the fourth stiffness level, and the order of damping force levels from low to high is the first damping force level, the second damping force level and the third damping force level; The preset stiffness and damping force adjustment strategy also includes an eighth adjustment strategy; The eighth adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air spring so that the stiffness is at the fourth stiffness level, controlling the damping force of the two outer continuously adjustable shock absorbers to the maximum damping force, and controlling the damping force level of the two inner continuously adjustable shock absorbers to the third damping force level; The method further comprises: Get the vehicle's turning status; When the vehicle is in a turning state of entering a curve or exiting a curve, the sixth adjustment strategy is used as the target stiffness and damping force adjustment strategy; When the vehicle is in a turning state of being in a curve, the eighth adjustment strategy is used as the target stiffness and damping force adjustment strategy.

2. The method for combined stiffness and damping force control according to claim 1, wherein: The determining of the target stiffness and damping force adjustment strategy according to the correspondence between the driving mode and the vehicle speed and the preset stiffness and damping force adjustment strategy includes: When the driving mode is comfortable and the vehicle speed is less than a first speed threshold, the first adjustment strategy is used as the target stiffness and damping force adjustment strategy; When the driving mode is comfortable and the vehicle speed is not less than the first speed threshold, the second adjustment strategy is used as the target stiffness and damping force adjustment strategy; When the driving mode is standard and the vehicle speed is less than the second speed threshold, the third adjustment strategy is used as the target stiffness and damping force adjustment strategy; When the driving mode is standard and the vehicle speed is not less than the second speed threshold, the fourth adjustment strategy is used as the target stiffness and damping force adjustment strategy; When the driving mode is sport and the vehicle speed is less than the third speed threshold, the fifth adjustment strategy is used as the target stiffness and damping force adjustment strategy; When the driving mode is sport and the vehicle speed is not less than the third speed threshold, the sixth adjustment strategy is used as the target stiffness and damping force adjustment strategy.

3. The method for combined stiffness and damping force control according to claim 1, wherein: The preset stiffness and damping force adjustment strategy also includes a seventh adjustment strategy; The seventh adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air spring so that the stiffness is at the fourth stiffness level, and controlling the damping force of the four continuously adjustable shock absorbers to be the maximum damping force.

4. The method for combined control of stiffness and damping force according to claim 3, wherein: The method further comprises: Obtain the vehicle's braking deceleration, acceleration, deceleration bump signal, and vehicle suspension status; When the braking deceleration is greater than or equal to the deceleration threshold or the acceleration is greater than or equal to the acceleration threshold, the sixth adjustment strategy is used as the target stiffness and damping force adjustment strategy; When the deceleration bump signal is a preset value, the third adjustment strategy is used as the target stiffness and damping force adjustment strategy; When the vehicle suspension state is that the vehicle is located on a rough road and the suspension is in a maximum compression state or a maximum extension state, the seventh adjustment strategy is used as the target stiffness and damping force adjustment strategy.

5. A stiffness and damping force combined control device, characterized in that: include: A data acquisition module, which is used to obtain the driving mode and speed of the vehicle; a strategy determination module, configured to determine a target stiffness and damping force adjustment strategy based on a correspondence between the driving mode and the vehicle speed and a preset stiffness and damping force adjustment strategy; a joint control module for controlling the opening and closing of the solenoid valves in the multi-chamber air springs on the vehicle and controlling the damping force of the multiple continuously adjustable shock absorbers on the vehicle according to the target stiffness and damping force adjustment strategy; The multi-chamber air spring is a three-chamber air spring, the number of the continuously adjustable shock absorbers is four, and the preset stiffness and damping force adjustment strategies include a first adjustment strategy, a second adjustment strategy, a third adjustment strategy, a fourth adjustment strategy, a fifth adjustment strategy, and a sixth adjustment strategy; The first adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air spring so that the stiffness is at a first stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers to be at the first damping force level; The second adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air springs so that the stiffness is at the second stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers to the first damping force level; The third adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air spring to make the stiffness at the second stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers at the second damping force level; The fourth adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air springs to adjust the stiffness to the third stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers to the second damping force level; The fifth adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air springs to adjust the stiffness to the third stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers to the third damping force level; The sixth adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air springs to adjust the stiffness to the fourth stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers to the third damping force level; Among them, the order of stiffness levels from low to high is the first stiffness level, the second stiffness level, the third stiffness level and the fourth stiffness level, and the order of damping force levels from low to high is the first damping force level, the second damping force level and the third damping force level; The preset stiffness and damping force adjustment strategy also includes an eighth adjustment strategy; The eighth adjustment strategy includes controlling the opening and closing states of the solenoid valves in the three-chamber air spring so that the stiffness is at the fourth stiffness level, controlling the damping force of the two outer continuously adjustable shock absorbers to the maximum damping force, and controlling the damping force level of the two inner continuously adjustable shock absorbers to the third damping force level; The data acquisition module is also used to obtain the turning state of the vehicle; when the turning state of the vehicle is entering a curve or the turning state of the vehicle is exiting a curve, the sixth adjustment strategy is used as the target stiffness and damping force adjustment strategy; when the turning state of the vehicle is in a curve, the eighth adjustment strategy is used as the target stiffness and damping force adjustment strategy.

6. A device for combined stiffness and damping force control, characterized in that: The stiffness and damping force joint control device includes a processor, a memory, and a stiffness and damping force joint control program stored in the memory and executable by the processor, wherein when the stiffness and damping force joint control program is executed by the processor, the steps of the stiffness and damping force joint control method as described in any one of claims 1 to 4 are implemented.

7. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a stiffness and damping force joint control program, wherein when the stiffness and damping force joint control program is executed by a processor, the steps of the stiffness and damping force joint control method according to any one of claims 1 to 4 are implemented.

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