Whole vehicle rigidity adjusting system, whole vehicle rigidity adjusting method and vehicle

Abstract

The invention relates to a whole vehicle rigidity adjusting system, a whole vehicle rigidity adjusting method and a vehicle. The whole vehicle rigidity adjusting system comprises a suspension detection assembly and a rigidity adjusting assembly, wherein the suspension detection assembly can obtain parameter information of a suspension; the tire rigidity adjusting assembly can adjust the rigidity of the tire; and the control piece is connected to the suspension detection assembly and the tire rigidity adjusting assembly, and the control piece can calculate the rigidity of the suspension according to the parameter information of the suspension and control the tire rigidity adjusting assembly to adjust the rigidity of the tire based on the rigidity of the suspension. According to the whole vehicle rigidity adjusting system, the tires and the suspension can always keep a good rigidity ratio under different working conditions, and the comfort of the whole vehicle is improved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, and in particular to a whole vehicle stiffness adjustment system, a whole vehicle stiffness adjustment method and a vehicle. Background Art

[0002] With the rapid development of social economy, vehicles have gradually become a common means of transportation for people, and people's requirements for vehicle comfort during driving have gradually increased. As the only part of the vehicle in contact with the ground, the stiffness of the tire directly affects the road feedback and grip. The suspension system is responsible for supporting the vehicle body, absorbing road impact and keeping the wheels in contact with the ground. Under different driving conditions, such as high-speed driving, turning, and bumpy roads, the stiffness ratio of the tire to the suspension will affect the vehicle's handling, stability, and ride comfort.

[0003] However, due to changes in driving conditions such as load, road conditions or external temperature, the stiffness ratio of traditional tire and suspension system designs often changes significantly, reducing the comfort of the entire vehicle. Summary of the invention

[0004] Based on this, it is necessary to provide a vehicle stiffness adjustment system, a vehicle stiffness adjustment method and a vehicle to address the above technical problems, so as to improve the comfort of the vehicle.

[0005] A first aspect of the present application provides a vehicle stiffness adjustment system, which includes: a suspension detection component, which can obtain parameter information of the suspension; a tire stiffness adjustment component, which is connected to the tire and can adjust the stiffness of the tire; and a control component, which is connected to the suspension detection component and the tire stiffness adjustment component, and can obtain the stiffness of the suspension according to the parameter information of the suspension and control the tire stiffness adjustment component to adjust the stiffness of the tire based on the stiffness of the suspension.

[0006] The above-mentioned vehicle stiffness adjustment system obtains the parameter information of the suspension through the suspension detection component, calculates the stiffness of the suspension according to the parameter information of the suspension through the control component, obtains the ideal stiffness of the tire through the preset stiffness ratio of the tire and the suspension, controls the operation of the tire stiffness adjustment component based on the stiffness of the suspension through the control component, and adjusts the stiffness of the tire to the ideal stiffness through the tire stiffness adjustment component, so that under different working conditions, the tire and the suspension can always maintain a good stiffness ratio, thereby improving the comfort of the whole vehicle.

[0007] In one embodiment, the suspension detection component includes a displacement sensor, which is arranged on the suspension and connected to the control component. The displacement sensor is used to detect the displacement of the suspension, and the control component can obtain the stiffness of the suspension according to the displacement.

[0008] In one embodiment, the suspension detection component includes an air pressure sensor, which is connected to the suspension. The air pressure sensor is connected to the control component, and the air pressure sensor is used to detect the air pressure of the suspension. The control component can obtain the stiffness of the suspension based on the air pressure.

[0009] In one of the embodiments, the vehicle stiffness adjustment system further includes a weight sensor, which is connected to a control component and is used to detect the loading weight of the vehicle. The control component can obtain the stiffness of the suspension according to the loading weight.

[0010] In one embodiment, the tire stiffness adjustment assembly includes an inflation and deflation unit connected to the tire and a control component, the inflation and deflation unit is used to inflate or deflate the tire, and the control component can control the inflation and deflation unit to inflate or deflate the tire according to the stiffness of the suspension.

[0011] In one of the embodiments, the tire stiffness adjustment assembly also includes a tire pressure sensor, which is arranged on the tire and is used to detect the tire pressure of the tire. The control component is connected to the tire pressure sensor and the control component can obtain the stiffness of the tire according to the tire pressure and control the opening or closing of the inflation and deflation unit according to the stiffness of the tire.

[0012] In one embodiment, the inflation and deflation unit includes an air source and a control valve, the air source is connected to the tire inflation hole through the control valve, the control valve is connected to a control member, and the control member can control the opening and closing of the control valve according to the stiffness of the tire.

[0013] In one of the embodiments, the inflation and deflation unit has an inflation state and a deflated state; in the inflation state, the control valve and the air source are opened, the air inlet of the control valve is connected to the air outlet of the control valve, the air inlet of the control valve is connected to the air source, the air outlet of the control valve is connected to the tire inflation hole, and the air source can transport the gas to the tire through the control valve and the tire inflation hole in sequence; in the deflated state, the control valve is opened, the air inlet of the control valve is connected to the tire inflation hole, and the air outlet of the control valve is connected to the outside world, so that the gas is discharged from the tire inflation hole through the control valve.

[0014] A second aspect of the present application provides a vehicle stiffness adjustment method, which is implemented by a vehicle stiffness adjustment system as described above, including: obtaining suspension parameter information through a suspension detection component and transmitting it to a control component; calculating the stiffness of the suspension and the ideal stiffness of the tire through the control component; and adjusting the stiffness of the tire to the ideal stiffness through a tire stiffness adjustment component.

[0015] A third aspect of the present application provides a vehicle, the vehicle comprising the vehicle stiffness adjustment system as described above. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] FIG. 1 is a schematic diagram of a vehicle stiffness adjustment system in an embodiment of the present application.

[0017] FIG. 2 is a schematic flow chart of a vehicle stiffness adjustment method in an embodiment of the present application.

[0018] Description of reference numerals:

[0019] 100. Vehicle stiffness adjustment system; 10. Suspension detection component; 11. Displacement sensor; 12. Air pressure sensor; 20. Tire stiffness adjustment component; 21. Air source; 22. Control valve; 23. Tire pressure sensor; 30. Control component; 40. Weight sensor; 200. Suspension; 300. Tire. DETAILED DESCRIPTION

[0020] In order to make the above-mentioned purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are described in detail below in conjunction with the accompanying drawings. In the following description, many specific details are set forth to facilitate a full understanding of the present application. However, the present application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without violating the connotation of the present application, so the present application is not limited by the specific embodiments disclosed below.

[0021] In the description of the present application, it should be understood that if the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. appear, the orientation or position relationship indicated by these terms is based on the orientation or position relationship shown in the accompanying drawings, which is only for the convenience of describing the present application and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application.

[0022] In addition, if the terms "first" or "second" appear, these terms are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of this application, if the term "plurality" appears, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0023] In this application, unless otherwise clearly specified and limited, if the terms "installed", "connected", "connected", "fixed" and the like appear, these terms should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integrated connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0024] In the present application, unless otherwise clearly specified and limited, if there is a description that a first feature is "above" or "below" a second feature, etc., or similar descriptions appear, it may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. Moreover, the first feature being "above", "above" and "above" the second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. The first feature being "below", "below" and "below" the second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0025] It should be noted that if an element is referred to as being "fixed to" or "disposed on" another element, it may be directly on the other element or there may be a central element. If an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be a central element at the same time. If any, the terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used in this application are for illustrative purposes only and do not represent the only implementation method.

[0026] Referring to FIG. 1 , FIG. 1 shows a schematic diagram of a vehicle stiffness adjustment system 100 in an embodiment of the present application. In some embodiments, the vehicle stiffness adjustment system 100 includes a suspension detection component 10, a tire stiffness adjustment component 20, and a control component 30. The suspension detection component 10 is disposed on the suspension 200, and the suspension detection component 10 can obtain parameter information of the suspension 200 (such as the displacement, air pressure, etc. of the suspension 200) and transmit the parameter information of the suspension 200 to the control component 30.

[0027] The tire stiffness adjustment assembly 20 is connected to the tire 300 and can adjust the stiffness of the tire 300 . For example, the tire stiffness adjustment assembly 20 adjusts the stiffness of the tire 300 by changing the air pressure of the tire 300 .

[0028] The control component 30 is connected to the suspension detection component 10 and the tire stiffness adjustment component 20. The control component 30 can calculate the stiffness of the suspension 200 according to the parameter information of the suspension 200 obtained by the suspension 200 test component and control the tire stiffness adjustment component 20 to adjust the stiffness of the tire 300 based on the stiffness of the suspension 200, so that there can be a good stiffness ratio between the tire 300 and the suspension 200.

[0029] Typically, the relationship between the parameter information of the suspension 200 and the stiffness of the suspension 200 is obtained by performing static testing, dynamic testing, and computer simulation on the vehicle, so that the control component 30 can calculate and obtain the stiffness value of the suspension 200 through the parameter information of the suspension 200.

[0030] The parameter information of the suspension 200 is obtained through the suspension detection component 10, the stiffness of the suspension 200 is obtained according to the parameter information of the suspension 200 through the control component 30, the operation of the tire stiffness adjustment component 20 is controlled based on the stiffness of the suspension 200 through the control component 30, and the stiffness of the tire 300 is adjusted through the tire stiffness adjustment component 20, so that under different working conditions, the vehicle stiffness adjustment system 100 enables the tire 300 and the suspension 200 to always maintain a good stiffness ratio, thereby improving the comfort of the whole vehicle.

[0031] In a feasible embodiment, the suspension detection component 10 includes a displacement sensor 11, which is arranged on the suspension 200. The displacement sensor 11 is connected to the control component 30. The displacement sensor 11 is used to detect the displacement of the suspension 200. The control component 30 can calculate and obtain the stiffness of the suspension 200 based on the displacement.

[0032] When the displacement of the suspension 200 is positive, the stiffness of the suspension 200 tends to increase. At this time, in order to ensure that the suspension 200 and the tire 300 have a preset stiffness ratio, the tire stiffness adjustment assembly 20 is controlled to operate to increase the stiffness of the tire 300 until the stiffness ratio of the tire 300 and the suspension 200 meets the preset stiffness ratio. When the displacement of the suspension 200 is negative, the stiffness of the suspension 200 tends to decrease. At this time, in order to ensure that the suspension 200 and the tire 300 have a preset stiffness ratio, the tire stiffness adjustment assembly 20 is controlled to operate to reduce the stiffness of the tire 300 until the stiffness ratio of the tire 300 and the suspension 200 meets the preset stiffness ratio.

[0033] It should be noted that the present application may select different preset stiffness ratios according to different vehicle models and vehicle driving conditions. For example, if the vehicle is a sedan, the preset stiffness ratio is about 1:2; if the vehicle is a sports vehicle, the preset stiffness ratio is about 1:1; if the vehicle is an off-road vehicle, the preset stiffness ratio is between 1:2 and 1:3.

[0034] In a feasible embodiment, the suspension detection component 10 includes an air pressure sensor 12, which is connected to the suspension 200 and connected to the control component 30. The air pressure sensor 12 is used to detect the air pressure of the suspension 200, and the control component 30 can calculate the stiffness of the suspension 200 based on the air pressure.

[0035] When the air pressure of the suspension 200 increases, the stiffness of the suspension 200 tends to increase. At this time, in order to ensure that the suspension 200 and the tire 300 have a preset stiffness ratio, the tire stiffness adjustment assembly 20 is controlled to operate to increase the stiffness of the tire 300 until the stiffness ratio of the tire 300 and the suspension 200 meets the preset stiffness ratio. When the air pressure of the suspension 200 decreases, the stiffness of the suspension 200 tends to decrease. At this time, in order to ensure that the suspension 200 and the tire 300 have a preset stiffness ratio, the tire stiffness adjustment assembly 20 is controlled to operate to reduce the stiffness of the tire 300 until the stiffness ratio of the tire 300 and the suspension 200 meets the preset stiffness ratio.

[0036] In a feasible embodiment, the vehicle stiffness adjustment system 100 further includes a weight sensor 40, which is connected to the control component 30. The weight sensor 40 is used to detect the loading weight of the vehicle. The control component 30 can obtain the stiffness of the suspension 200 according to the loading weight.

[0037] When the load mass increases, the stiffness of the suspension 200 tends to increase. At this time, in order to ensure that the suspension 200 and the tire 300 have a preset stiffness ratio, the tire stiffness adjustment component 20 is controlled to operate to increase the stiffness of the tire 300 until the stiffness ratio of the tire 300 and the suspension 200 meets the preset stiffness ratio. When the load mass decreases, the stiffness of the suspension 200 tends to decrease. At this time, in order to ensure that the suspension 200 and the tire 300 have a preset stiffness ratio, the tire stiffness adjustment component 20 is controlled to operate to reduce the stiffness of the tire 300 until the stiffness ratio of the tire 300 and the suspension 200 meets the preset stiffness ratio. It should be noted that the weight sensor 40 in this application is only one of the methods for obtaining the vehicle load mass, and the vehicle load mass measurement device in the related art can be applied to this application.

[0038] In some embodiments, the tire stiffness adjustment assembly 20 includes an inflation and deflation unit, which is connected to the tire 300 and the control component 30. The inflation and deflation unit is used to inflate or deflate the tire 300. The control component 30 can control the inflation and deflation of the tire 300 by the inflation and deflation unit according to the stiffness of the suspension 200.

[0039] Generally, tire pressure is one of the factors that affect the stiffness of the tire 300. The tire 300 is inflated by an inflation and deflation unit to increase the tire pressure of the tire 300 so as to increase the stiffness of the tire 300. The tire 300 is deflated by an inflation and deflation unit to reduce the tire pressure of the tire 300 so as to reduce the stiffness of the tire 300. Thus, the stiffness of the tire 300 is adjusted by inflating and deflation of the tire 300.

[0040] Specifically, when the stiffness of the suspension 200 increases, the tire 300 is inflated by the inflation and deflation unit, so that the stiffness of the tire 300 increases accordingly; when the stiffness of the suspension 200 decreases, the tire 300 is deflated by the inflation and deflation unit, so that the stiffness of the tire 300 decreases accordingly.

[0041] In other embodiments, the tire stiffness adjustment assembly 20 may also adjust the stiffness of the tire 300 by adjusting the shape of the tire 300, changing the air chamber structure of the tire 300, using a tire 300 material with variable stiffness characteristics, and the like.

[0042] In a feasible embodiment, the tire stiffness adjustment component 20 also includes a tire pressure sensor 23, which is arranged on the tire 300 and is used to detect the tire pressure of the tire 300. The control component 30 is connected to the tire pressure sensor 23 and the control component 30 can obtain the stiffness of the tire 300 according to the tire pressure and control the opening or closing of the inflation and deflation unit according to the stiffness of the tire 300.

[0043] Generally, the relationship between the tire pressure of the tire 300 and the stiffness of the tire 300 is obtained by means of a theoretical model of the tire 300, static testing and dynamic testing of the tire 300, and computer simulation, so that the control component 30 can calculate and obtain the stiffness value of the tire 300 through the tire pressure of the tire 300. When the control component 30 controls the tire stiffness adjustment component 20 to adjust the tire 300, it can be determined whether the stiffness of the tire 300 is adjusted to the preset stiffness through the tire pressure transmitted by the tire pressure sensor 23, thereby improving the adjustment accuracy of the tire stiffness adjustment component 20 to ensure that the stiffness ratio of the tire 300 and the suspension 200 is the preset stiffness ratio, thereby improving driving comfort.

[0044] Specifically, when the control component 30 determines that the stiffness of the tire 300 is not within the preset stiffness through the tire pressure transmitted by the tire pressure sensor 23, the control component 30 controls the inflation and deflation unit to open, and inflates or deflates the tire 300 through the inflation and deflation unit. When the control component 30 determines that the stiffness of the tire 300 reaches the preset stiffness through the tire pressure transmitted by the tire pressure sensor 23, the control component 30 controls the inflation and deflation unit to close, and the inflation and deflation unit no longer adjusts the tire 300.

[0045] In a feasible embodiment, the inflation and deflation unit includes an air source 21 and a control valve 22, the output air nozzle of the air source 21 is connected to the inflation hole of the tire 300 through the control valve 22, the air source 21 and the control valve 22 are both connected to the control member 30, and the control member 30 can control the opening and closing of the air source 21 and the control valve 22 according to the stiffness of the tire 300. Optionally, the air source 21 is a regulating air pump, which can generate high-pressure gas, thereby quickly and effectively injecting gas into the interior of the tire 300 to increase the internal tire pressure of the tire 300.

[0046] When the stiffness of the tire 300 determined by the tire pressure transmitted by the tire pressure sensor 23 is not within the preset stiffness, the control component 30 controls the air source 21 and the control valve 22 to open to inflate or deflate the tire 300. When the control component 30 determines that the stiffness of the tire 300 determined by the tire pressure transmitted by the tire pressure sensor 23 reaches the preset stiffness, the control component 30 controls the air source 21 and the control valve 22 to close and stop inflating or deflation of the tire 300.

[0047] Specifically, the inflation and deflation unit has an inflation state and a deflation state. In the inflation state, the control valve 22 and the air source 21 are opened, the air inlet of the control valve 22 is connected to the air outlet of the control valve 22, the air inlet of the control valve 22 is connected to the air source 21, and the air outlet of the control valve 22 is connected to the inflation hole of the tire 300. The air source 21 can sequentially transport gas to the tire 300 through the control valve 22 and the inflation hole of the tire 300, thereby inflating the tire 300, so that the rigidity of the tire 300 is improved.

[0048] In the deflated state, the control valve 22 is opened, the air inlet of the control valve 22 is connected to the inflation hole of the tire 300, and the air outlet of the control valve 22 is connected to the outside, so that the gas is discharged from the inflation hole of the tire 300 through the control valve 22, thereby deflating the tire 300 and reducing the stiffness of the tire 300.

[0049] In conjunction with FIG. 1 and FIG. 2 , the present application provides a vehicle stiffness adjustment method on the other hand. The vehicle stiffness adjustment method is implemented by the vehicle stiffness adjustment system 100 in the above embodiment, and includes the following steps:

[0050] S10, obtaining parameter information of the suspension 200 through the suspension detection component 10 and transmitting it to the control component 30.

[0051] Specifically, the displacement sensor 11 and the air pressure sensor 12 respectively detect the displacement amount and air pressure information of the suspension 200 , obtain parameter information of the suspension 200 and transmit it to the control component 30 .

[0052] S20, the stiffness of the suspension 200 and the ideal stiffness of the tire 300 are calculated by the control component 30.

[0053] Specifically, the control component 30 calculates the stiffness of the suspension 200 through parameter information of the suspension 200, calculates the actual stiffness of the tire 300 through the tire pressure obtained by the tire pressure sensor 23, and calculates the ideal stiffness of the tire 300 according to a preset stiffness ratio.

[0054] S30, adjusting the stiffness of the tire 300 to an ideal stiffness through the tire stiffness adjustment assembly 20.

[0055] Specifically, the control member 30 controls the tire stiffness adjustment assembly 20 to adjust the stiffness of the tire 300 according to the ideal stiffness of the tire 300, so that the tire 300 and the suspension 200 reach a preset stiffness ratio, thereby improving driving comfort.

[0056] Optionally, the control component 30 calculates the ideal stiffness of the tire 300 according to the preset stiffness ratio, and then calculates the ideal tire pressure according to the relationship between the tire pressure of the tire 300 and the stiffness of the tire 300, and inflates or deflates the tire 300 to the ideal tire pressure through the inflation and deflation unit.

[0057] Specifically in this embodiment, when the weight sensor 40 detects an increase in the loading mass of the whole vehicle, when the displacement sensor 11 detects that the displacement of the suspension 200 is negative, or when the air pressure sensor 12 detects that the air pressure of the suspension 200 increases, the stiffness of the suspension 200 increases. At this time, the control component 30 analyzes and calculates the stiffness of the tire 300 corresponding to the stiffness of the suspension 200 and the tire pressure of the tire 300 corresponding to the stiffness. The control component 30 controls the solenoid valve to open and inflate the tire 300 through the air source 21. When the tire pressure obtained by the tire pressure sensor 23 reaches the tire pressure of the tire 300 calculated by the control component 30, the control component 30 controls the solenoid valve to close and stops inflating the tire 300.

[0058] When the weight sensor 40 detects that the loading mass of the whole vehicle is reduced, when the displacement sensor 11 detects that the displacement of the suspension 200 is positive, or when the air pressure sensor 12 detects that the air pressure of the suspension 200 is reduced, the stiffness of the suspension 200 is reduced. At this time, the control component 30 analyzes and calculates the stiffness of the tire 300 corresponding to the stiffness of the suspension 200 and the tire pressure of the tire 300 corresponding to the stiffness. The control component 30 controls the solenoid valve to open and deflate the tire 300 through the solenoid valve. When the tire pressure obtained by the tire pressure sensor 23 reaches the tire pressure of the tire 300 calculated by the control component 30, the control component 30 controls the solenoid valve to close and stop deflating the tire 300.

[0059] By means of the vehicle stiffness adjustment method, the tire 300 and the suspension 200 maintain a constant and good preset stiffness ratio, thereby ensuring good vehicle body acceleration and dynamic load, thereby ensuring excellent driving comfort of the vehicle.

[0060] As the same concept, the present application also provides a vehicle, the vehicle includes a vehicle stiffness adjustment system 100, and the vehicle stiffness adjustment system 100 is the vehicle stiffness adjustment system 100 in the above embodiment. It should be noted that the present application does not limit the type of vehicle, such as passenger cars, trucks, buses or special vehicles.

[0061] The vehicle stiffness adjustment system 100 and the vehicle stiffness adjustment method coordinately design the stiffness of the tire 300, the vehicle mass and the stiffness of the suspension 200, and control the stiffness of the tire 300 through the control component 30, so that the tire 300 and the suspension 200 can maintain a constant and good preset stiffness ratio under different loading masses and operating conditions, thereby improving the comfort of the vehicle.

[0062] The technical features of the above-described embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0063] The above-described embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be construed as limiting the scope of the patent application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent application shall be subject to the attached claims.

Claims

1. A vehicle stiffness adjustment system, It is characterized in that The vehicle stiffness adjustment system comprises: A suspension detection component, wherein the suspension detection component can obtain parameter information of the suspension; a tire stiffness adjustment assembly connected to the tire and capable of adjusting the stiffness of the tire; and A control component is connected to the suspension detection component and the tire stiffness adjustment component, and the control component can calculate the stiffness of the suspension according to parameter information of the suspension and control the tire stiffness adjustment component to adjust the stiffness of the tire based on the stiffness of the suspension.

2. The vehicle stiffness adjustment system according to claim 1, It is characterized in that The suspension detection component includes a displacement sensor, which is arranged on the suspension and connected to the control component. The displacement sensor is used to detect the displacement of the suspension, and the control component can obtain the stiffness of the suspension according to the displacement.

3. The vehicle stiffness adjustment system according to claim 1, It is characterized in that The suspension detection component includes an air pressure sensor, which is connected to the suspension and connected to the control component. The air pressure sensor is used to detect the air pressure of the suspension, and the control component can obtain the stiffness of the suspension according to the air pressure.

4. The vehicle stiffness adjustment system according to claim 1, It is characterized in that The vehicle stiffness adjustment system also includes a weight sensor, which is connected to the control component and is used to detect the loading weight of the vehicle. The control component can obtain the stiffness of the suspension according to the loading weight.

5. The vehicle stiffness adjustment system according to claim 1, It is characterized in that The tire stiffness adjustment assembly includes an inflation and deflation unit, which is connected to the tire and the control component, and is used to inflate or deflate the tire. The control component can control the inflation and deflation unit to inflate or deflate the tire according to the stiffness of the suspension.

6. The vehicle stiffness adjustment system according to claim 5, It is characterized in that The tire stiffness adjustment component also includes a tire pressure sensor, which is arranged on the tire and is used to detect the tire pressure of the tire. The control component is connected to the tire pressure sensor and can obtain the stiffness of the tire according to the tire pressure and control the opening or closing of the inflation and deflation unit according to the stiffness of the tire.

7. The vehicle stiffness adjustment system according to claim 6, It is characterized in that The inflation and deflation unit comprises an air source and a control valve, the air source is connected to the tire inflation hole through the control valve, the control valve is connected to the control member, and the control member can control the opening and closing of the control valve according to the stiffness of the tire.

8. The vehicle stiffness adjustment system according to claim 7, It is characterized in that The inflation and deflation unit has an inflation state and a deflation state; In the inflation state, the control valve and the air source are opened, the air inlet of the control valve is connected to the air outlet of the control valve, the air inlet of the control valve is connected to the air source, the air outlet of the control valve is connected to the tire inflation hole, and the air source can sequentially deliver gas to the tire through the control valve and the tire inflation hole; In the deflated state, the control valve is opened, the air inlet of the control valve is connected to the tire inflation hole, and the air outlet of the control valve is connected to the outside, so that the gas is discharged from the tire inflation hole through the control valve.

9. A method for adjusting vehicle stiffness, It is characterized in that The vehicle stiffness adjustment method is implemented by the vehicle stiffness adjustment system according to any one of claims 1 to 8, comprising the following steps: Acquiring parameter information of the suspension through a suspension detection component and transmitting the information to a control component; The stiffness of the suspension and the ideal stiffness of the tires are calculated through the control elements; The tire stiffness is adjusted to the ideal stiffness by the tire stiffness adjustment assembly.

10. A vehicle, It is characterized in that The vehicle comprises a whole vehicle stiffness adjustment system as described in any one of claims 1-8.

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