Upper support assembly control method and upper support assembly

Abstract

The invention discloses an upper support assembly control method and an upper support assembly, and relates to the technical field of vehicle damping adjusting.The upper support assembly control method comprises the steps that the rigidity of the upper support assembly is adjusted to the corresponding preset rigidity according to a driving mode; the rigidity of the upper supporting assembly is corrected on the basis of the preset rigidity according to the vertical vibration working condition of the vehicle, and first rigidity is obtained; and correcting the rigidity of the upper support assembly on the basis of the first rigidity according to the actual driving condition to obtain second rigidity. According to the technical scheme, the corresponding preset rigidity is obtained by selecting the driving mode, so that different driving styles are obtained, the rigidity of the upper supporting assembly is actively adjusted according to the running state of the vehicle and the road surface state under the driving styles, and then active adjustment of the rigidity and damping of the active vehicle is achieved; and the vehicle has the technical effects of excellent controllability and riding comfort.

Description

Technical Field

[0001] The invention relates to the technical field of vehicle damping adjustment, and in particular to an upper support assembly control method and an upper support assembly. Background Art

[0002] Among the many performances of automobiles, there are contradictions between many of them. For example, there is a contradiction between the handling stability and ride comfort of automobiles. A harder suspension system has good handling but poor comfort. A softer suspension can well alleviate the impact of the wheels on the body, with good comfort but poor handling. If you want to develop a car model with better handling stability, you have to sacrifice the ride comfort of the vehicle to a large extent; if you want to develop a car model with better ride comfort, you have to sacrifice the ride comfort of the vehicle to a large extent. At the same time, a car model with better handling stability requires a larger shock absorber damping; while a car model with better comfort requires a smaller damping shock absorber. Damping characteristics under different road surfaces and working conditions; if you want a vehicle to have both excellent handling stability and ride comfort, it has become a difficult problem in automobile development.

[0003] An existing upper connection assembly and a method for improving vehicle performance using the same use magnetic fluid to achieve stiffness changes in the upper connection assembly. This method has high material costs, slow response, and cannot change the damping of the shock absorber. It is impossible to achieve active control of vehicle stiffness and damping, thereby achieving excellent handling and ride comfort of the vehicle. Summary of the invention

[0004] The main purpose of the present invention is to propose an upper support assembly control method and an upper support assembly, and in particular to a support assembly control method, which aims to make the stiffness and damping of the upper support assembly actively controllable, thereby making the vehicle stiffness and damping actively controllable, so as to achieve excellent handling and ride comfort of the vehicle.

[0005] To achieve the above object, the present invention proposes a control method for an upper support assembly, wherein the upper support assembly comprises: a housing, a metal bracket, an excitation coil and a power supply;

[0006] The shell has an installation cavity with an opening at one end in the vertical direction, and the opening is used for the shock absorber piston rod to pass through; the metal bracket is movably installed in the installation cavity along the vertical direction, and is used to be fixedly connected to the end of the shock absorber piston rod; and the excitation coil is arranged around the vertical axis, and the two sides in the vertical direction are respectively fixedly connected to the metal bracket and the shell; the power supply is electrically connected to the excitation coil, so that the excitation coil generates an Ampere force in the vertical direction and acts on the metal bracket;

[0007] The upper support assembly control method comprises:

[0008] adjusting the stiffness of the upper support assembly to a corresponding preset stiffness according to the driving mode;

[0009] According to the vertical vibration working condition of the vehicle, the stiffness of the upper support assembly is corrected on the basis of the preset stiffness to obtain a first stiffness;

[0010] The second stiffness is obtained by correcting the stiffness of the upper support assembly based on the first stiffness according to actual driving conditions.

[0011] In one embodiment, the driving mode includes a comfort mode and an operating mode, the preset stiffness includes a first preset stiffness and a second preset stiffness, the comfort mode corresponds to the first preset stiffness, the operating mode corresponds to the second preset stiffness, and the first preset stiffness is smaller than the second preset stiffness.

[0012] In one embodiment, the upper support assembly further includes a detection module for detecting the motion state of the vehicle;

[0013] The step of correcting the stiffness of the upper support assembly based on the preset stiffness according to the vertical vibration working condition of the vehicle to obtain the first stiffness comprises:

[0014] Obtain the shock absorber compression speed Vs and the vehicle body vertical jump speed V measured by the detection module us ;

[0015] Calculating the first stiffness according to a preset formula;

[0016] The stiffness of the upper support assembly is adjusted to a first stiffness.

[0017] In one embodiment, the step of calculating the first stiffness according to a preset formula includes:

[0018] According to the shock absorber compression speed Vs and the vehicle body vertical jump speed V us Calculate the damping control rate ζ;

[0019] Calculating the suspension system stiffness ratio r according to the damping control rate ζ;

[0020] The first stiffness is obtained according to the suspension system stiffness ratio r.

[0021] In one embodiment, the upper support assembly further includes a road condition recognition module for detecting the flatness of the road surface;

[0022] The step of correcting the stiffness of the upper support assembly based on the first stiffness according to the actual driving situation to obtain the second stiffness is:

[0023] After receiving the bump-crossing signal sent by the road condition recognition module, the stiffness of the upper support assembly is adjusted to the second stiffness K1.

[0024] In one embodiment, the upper support assembly further includes a detection module for detecting the motion state of the vehicle;

[0025] The step of correcting the stiffness of the upper support assembly based on the first stiffness according to the actual driving situation to obtain the second stiffness is:

[0026] After receiving the turning signal sent by the detection module, the stiffness of the upper support assembly is adjusted to the second stiffness K2.

[0027] In one embodiment, the upper support assembly further includes a detection module for detecting the motion state of the vehicle;

[0028] The step of correcting the stiffness of the upper support assembly based on the first stiffness according to the actual driving situation to obtain the second stiffness is:

[0029] After receiving the speed change signal sent by the detection module, the stiffness of the upper support assembly is adjusted to the second stiffness K3.

[0030] In one embodiment, the upper support assembly further includes a road condition recognition module and a detection module, which are used to detect the road surface flatness and the vehicle's motion state respectively; the driving road condition includes: a bump crossing road condition, a turning road condition, and a speed change road condition, which correspond to a bump crossing signal, a turning signal, and a speed change signal respectively;

[0031] The step of correcting the stiffness of the upper support assembly based on the first stiffness according to the actual driving situation to obtain the second stiffness is:

[0032] Acquire at least two of the ridge crossing signal, the turning signal, and the speed change signal, and acquire a final adjustment parameter according to a preset priority;

[0033] adjusting the stiffness to the second stiffness according to the final adjustment parameter;

[0034] Among them, the preset priorities include the turn signal, the speed change signal, and the bump crossing signal set from high to low.

[0035] The present invention also proposes an upper support assembly, which includes: a shell, a metal bracket, an excitation coil and a power supply; the shell has an installation cavity with an opening at one end in the vertical direction, and the opening is used for the shock absorber piston rod to pass through; the metal bracket is movably installed in the installation cavity along the vertical direction, and is used to be fixedly connected to the end of the shock absorber piston rod; and the excitation coil is arranged around the vertical axis, and is fixedly connected to the metal bracket and the shell on both sides in the vertical direction; the power supply is electrically connected to the excitation coil, so that the excitation coil generates an Ampere force in the vertical direction and acts on the metal bracket.

[0036] In one embodiment, the upper support assembly further includes a road condition recognition module, a detection module and a control device, wherein the road condition recognition module is used to detect the flatness of the road surface; the detection module is used to detect the motion state of the vehicle; the control device is electrically connected to the power supply to adjust the direction and magnitude of the current passed from the power supply to the excitation coil; the control device is electrically connected to the road condition recognition module, the detection module and the power supply;

[0037] The control device and an upper support assembly control program for the upper support assembly stored on the control device and operable on the control device, wherein the upper support assembly control program is configured as steps of an upper support assembly control method.

[0038] The technical solution of the present invention obtains the corresponding preset stiffness by adopting a selected driving mode, thereby obtaining different driving styles. Under the driving style, the stiffness of the upper support assembly is actively adjusted according to the vehicle's operating state and road conditions, thereby achieving active adjustment of active vehicle stiffness and damping, so that the vehicle has the technical effect of excellent handling and ride comfort. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying creative work.

[0040] Figure 1 A schematic structural diagram of an embodiment of an upper support assembly provided by the present invention;

[0041] Figure 2 A schematic flow chart of a first embodiment of an upper support assembly control method provided by the present invention;

[0042] Figure 3 A schematic flow chart of a second embodiment of the upper support assembly control method provided by the present invention;

[0043] Figure 4 A schematic flow chart of a third embodiment of the upper support assembly control method provided by the present invention;

[0044] Figure 5 A schematic flow chart of a fourth embodiment of an upper support assembly control method provided by the present invention;

[0045] Figure 6 A schematic flow chart of a fifth embodiment of the upper support assembly control method provided by the present invention;

[0046] Figure 7 A schematic flow chart of a sixth embodiment of the upper support assembly control method provided by the present invention;

[0047] Figure 8 A schematic flow chart of a seventh embodiment of the upper support assembly control method provided by the present invention.

[0048] Description of Figure Numbers:

[0049] 100. Upper support assembly; 1. Shell; 2. Metal bracket; 3. Excitation coil.

[0050] The realization of the purpose, functional features and advantages of the present invention will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0051] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0052] It should be noted that if the embodiments of the present invention involve directional indications (such as up, down, left, right, front, back, etc.), the directional indications are only used to explain the relative position relationship, movement status, etc. between the components in a certain specific posture. If the specific posture changes, the directional indication will also change accordingly.

[0053] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the present invention, the descriptions of "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of technical features indicated. Therefore, the features limited to "first" and "second" may explicitly or implicitly include at least one of the features. In addition, if "and / or" or "and / or" appears in the full text, its meaning includes three parallel solutions. Taking "A and / or B" as an example, it includes solution A, solution B, or solutions that satisfy both A and B. In addition, the technical solutions between the various embodiments can be combined with each other, but it must be based on the ability of ordinary technicians in this field to implement. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0054] An existing upper connection assembly and a method for improving vehicle performance using the same use magnetic fluid to achieve stiffness changes in the upper connection assembly. This method has high material costs, slow response, and cannot change the damping of the shock absorber. It is impossible to achieve active control of vehicle stiffness and damping, thereby achieving excellent handling and ride comfort of the vehicle.

[0055] The invention provides a control method for an upper support assembly.

[0056] See also Figure 1-2 In one embodiment of the present invention, the upper support assembly control method, the upper support assembly 100 includes: a shell 1, a metal bracket 2, an excitation coil 3 and a power supply; the shell 1 has an installation cavity with an opening at one end in the vertical direction, and the opening is used for the shock absorber piston rod to pass through; the metal bracket 2 is movably installed in the installation cavity along the vertical direction, and is used to be fixedly connected to the end of the shock absorber piston rod; and the excitation coil 3 is arranged around the vertical axis, and the two sides in the vertical direction are respectively fixedly connected to the metal bracket 2 and the shell 1; the power supply is electrically connected to the excitation coil 3, so that the excitation coil 3 generates an Ampere force in the vertical direction and acts on the metal bracket 2; wherein elastic parts are arranged on both sides of the metal bracket 2 in the vertical direction, when the excitation coil 3 is not energized, the stiffness of the upper support assembly 100 is constant and cannot be adjusted, and after the excitation coil 3 is energized, the elastic part on one side of the metal bracket 2 in the vertical direction is more easily compressed, and the other side is more easily stretched, thereby achieving the effect of adjusting the stiffness. Furthermore, since the metal bracket 2 is used to be fixedly connected to the end of the shock absorber piston rod, the Ampere force of the excitation coil 3 on the metal bracket 2 indirectly acts on the end of the shock absorber piston rod, which helps or hinders the movement of the shock absorber piston rod, which is equivalent to indirectly adjusting the stiffness of the shock absorber, and then adjusting the stiffness of the vehicle as a whole, so that the vehicle has excellent handling and ride comfort. Among them, the stiffness of the upper support assembly 100 is achieved by adjusting the magnitude and direction of the current.

[0057] The upper support assembly control method steps are as follows: Figure 2 , Figure 2 It is a flow chart of a first embodiment of an upper support assembly control method of the present invention.

[0058] The upper support assembly control method comprises:

[0059] S1: adjusting the stiffness of the upper support assembly 100 to a corresponding preset stiffness according to the driving mode;

[0060] S2: According to the vertical vibration condition of the vehicle, the stiffness of the upper support assembly 100 is corrected on the basis of the preset stiffness to obtain a first stiffness;

[0061] S3: According to the actual driving situation, the stiffness of the upper support assembly 100 is modified on the basis of the first stiffness to obtain a second stiffness.

[0062] The technical solution of the present invention selects the comfort mode and the operation mode according to the driving mode. According to the two different modes, the preset stiffness includes a first preset stiffness and a second preset stiffness. The comfort mode corresponds to the first preset stiffness, and the operation mode corresponds to the second preset stiffness. The first preset stiffness is smaller than the second preset stiffness. In different modes, the vehicle will obtain different operating parameters during operation. The operating parameters include the parameters of the vertical vibration working condition of the vehicle. According to the vertical vibration working condition of the vehicle, the stiffness of the upper support assembly 100 is corrected on the basis of the preset stiffness to obtain the first stiffness; and real-time adjustment is performed according to the actual road conditions and the vehicle operation status to improve the response speed of the upper connection assembly and change the damping size of the shock absorber. Active controllable vehicle stiffness and damping are achieved, thereby achieving excellent handling and ride comfort of the vehicle.

[0063] In order to timely correct the stiffness of the upper support assembly 100 according to the vehicle's motion state, the vehicle is tested to detect the vehicle's motion state.

[0064] The upper support assembly control method steps are as follows: Figure 3 , Figure 3 It is a flow chart of a second embodiment of an upper support assembly control method of the present invention.

[0065] The upper support assembly 100 further includes a detection module for detecting the motion state of the vehicle;

[0066] The step of correcting the stiffness of the upper support assembly 100 based on the preset stiffness according to the vertical vibration working condition of the vehicle to obtain the first stiffness includes:

[0067] S21: Acquire the shock absorber compression speed Vs and the vehicle body vertical jump speed Vus measured by the detection module;

[0068] S22: Calculating the first stiffness according to a preset formula;

[0069] S23: Adjusting the stiffness of the upper support assembly 100 to a first stiffness.

[0070] The first stiffness is calculated by the parameters detected by the detection module, and the calculation steps are as follows:

[0071] The upper support assembly control method steps are as follows: Figure 4 , Figure 4 It is a flow chart of a third embodiment of an upper support assembly control method of the present invention.

[0072] The step of calculating the first stiffness according to a preset formula comprises:

[0073] S221: calculating a damping control rate ζ according to the shock absorber compression speed Vs and the vehicle body vertical jump speed Vus;

[0074] S222: Calculating the stiffness ratio r of the suspension system according to the damping control rate ζ;

[0075] S223: Obtaining the first stiffness according to the suspension system stiffness ratio r.

[0076] The upper support assembly control method is selective before selecting the driving mode in the first step, and is timely in adjusting the first stiffness according to the operating status, so as to be predictive in order to correct the second stiffness based on the first stiffness according to the actual driving situation.

[0077] The upper support assembly control method steps are as follows: Figure 5 , Figure 5 It is a flow chart of a fourth embodiment of an upper support assembly control method of the present invention.

[0078] The upper support assembly 100 also includes a road condition recognition module for detecting the flatness of the road surface;

[0079] The step of correcting the stiffness of the upper support assembly 100 based on the first stiffness according to the actual driving situation to obtain the second stiffness is:

[0080] S31: After receiving the bump-crossing signal sent by the road condition recognition module, the stiffness of the upper support assembly 100 is adjusted to the second stiffness K1.

[0081] After the detection module determines that the vehicle has passed the bump, the vehicle returns to the first stiffness.

[0082] The upper support assembly control method steps are as follows: Figure 6 , Figure 6 It is a flow chart of a fifth embodiment of an upper support assembly control method of the present invention.

[0083] The upper support assembly 100 further includes a detection module for detecting the motion state of the vehicle;

[0084] The step of correcting the stiffness of the upper support assembly 100 based on the first stiffness according to the actual driving situation to obtain the second stiffness is:

[0085] S32: After receiving the turning signal sent by the detection module, the stiffness of the upper support assembly 100 is adjusted to the second stiffness K2.

[0086] After the detection module determines that the vehicle has completed the turn, the vehicle resumes the first stiffness.

[0087] The upper support assembly control method steps are as follows: Figure 7 , Figure 7 It is a flow chart of a sixth embodiment of an upper support assembly control method of the present invention.

[0088] The upper support assembly 100 further includes a detection module for detecting the motion state of the vehicle;

[0089] The step of correcting the stiffness of the upper support assembly 100 based on the first stiffness according to the actual driving situation to obtain the second stiffness is:

[0090] S33: After receiving the speed change signal sent by the detection module, the stiffness of the upper support assembly 100 is adjusted to the second stiffness K3.

[0091] After the detection module determines that the vehicle has completed the speed change, the vehicle returns to the first stiffness.

[0092] When a vehicle needs to turn, change speed, and go over a bump at the same time, priorities need to be set for driving safety. Specifically:

[0093] The upper support assembly control method steps are as follows: Figure 8 , Figure 8 It is a flow chart of a seventh embodiment of an upper support assembly control method of the present invention.

[0094] The upper support assembly 100 further includes a road condition recognition module and a detection module, which are used to detect the road surface flatness and the vehicle's motion state respectively; the driving road condition includes: a bump crossing road condition, a turning road condition, and a speed change road condition, which correspond to a bump crossing signal, a turning signal, and a speed change signal respectively;

[0095] The step of correcting the stiffness of the upper support assembly 100 based on the first stiffness according to the actual driving situation to obtain the second stiffness is:

[0096] S341: Acquire at least two of the ridge crossing signal, the turning signal, and the speed change signal, and acquire a final adjustment parameter according to a preset priority;

[0097] S342: adjusting the stiffness to the second stiffness according to the final adjustment parameter;

[0098] Among them, the preset priorities include the turn signal, the speed change signal, and the bump crossing signal set from high to low.

[0099] The present invention also proposes an upper support assembly 100, which includes: a shell 1, a metal bracket 2, an excitation coil 3 and a power supply; the shell 1 has an installation cavity with an opening at one end in the vertical direction, and the opening is used for the shock absorber piston rod to pass through; the metal bracket 2 is movably installed in the installation cavity along the vertical direction, and is used to be fixedly connected to the end of the shock absorber piston rod; and the excitation coil 3 is arranged around the vertical axis, and is fixedly connected to the metal bracket 2 and the shell 1 on both sides in the vertical direction; the power supply is electrically connected to the excitation coil 3, so that the excitation coil 3 generates an Ampere force in the vertical direction and acts on the metal bracket 2.

[0100] The upper support assembly 100 further includes a road condition recognition module, a detection module and a control device, wherein the road condition recognition module is used to detect the flatness of the road surface; the detection module is used to detect the motion state of the vehicle; the control device is electrically connected to the power supply to adjust the direction and magnitude of the current passed from the power supply to the excitation coil 3; the control device is electrically connected to the road condition recognition module, the detection module and the power supply;

[0101] The control device and an upper support assembly 100 control program stored on the control device and operable on the control device for the upper support assembly 100 , wherein the upper support assembly 100 control program of the upper support assembly 100 is configured as steps of an upper support assembly control method.

[0102] The upper support assembly control method comprises:

[0103] adjusting the stiffness of the upper support assembly 100 to a corresponding preset stiffness according to the driving mode;

[0104] According to the vertical vibration working condition of the vehicle, the stiffness of the upper support assembly 100 is corrected on the basis of the preset stiffness to obtain a first stiffness;

[0105] The second stiffness is obtained by correcting the stiffness of the upper support assembly 100 based on the first stiffness according to the actual driving situation.

[0106] The above description is only an exemplary embodiment of the present invention, and does not limit the patent scope of the present invention. All equivalent structural changes made by using the contents of the present invention specification and drawings under the technical concept of the present invention, or directly / indirectly applied in other related technical fields are included in the patent protection scope of the present invention.

Claims

1. A method for controlling an upper support assembly, characterized in that: The upper support assembly comprises: A housing having a mounting cavity with an opening at one end in the vertical direction, wherein the opening is used for the piston rod of the shock absorber to pass through; a metal bracket, movably mounted in the mounting cavity along a vertical direction, and used for fixedly connecting with the end of the shock absorber piston rod; and The excitation coil is arranged around the vertical axis, and the two sides in the vertical direction are respectively fixedly connected to the metal bracket and the shell; A power source electrically connected to the excitation coil so that the excitation coil generates an Ampere force in a vertical direction and acts on the metal bracket; The upper support assembly control method comprises: adjusting the stiffness of the upper support assembly to a corresponding preset stiffness according to the driving mode; According to the vertical vibration working condition of the vehicle, the stiffness of the upper support assembly is corrected on the basis of the preset stiffness to obtain a first stiffness; The second stiffness is obtained by correcting the stiffness of the upper support assembly based on the first stiffness according to actual driving conditions.

2. The upper support assembly control method according to claim 1, characterized in that: The driving mode includes a comfort mode and an operating mode, the preset stiffness includes a first preset stiffness and a second preset stiffness, the comfort mode corresponds to the first preset stiffness, the operating mode corresponds to the second preset stiffness, and the first preset stiffness is smaller than the second preset stiffness.

3. The upper support assembly control method according to claim 1, characterized in that: The upper support assembly further includes a detection module for detecting the motion state of the vehicle; The step of correcting the stiffness of the upper support assembly based on the preset stiffness according to the vertical vibration working condition of the vehicle to obtain the first stiffness comprises: Obtain the shock absorber compression speed Vs and the vehicle body vertical jump speed V measured by the detection module us ; Calculating the first stiffness according to a preset formula; The stiffness of the upper support assembly is adjusted to a first stiffness.

4. The upper support assembly control method according to claim 3, characterized in that: The step of calculating the first stiffness according to a preset formula comprises: According to the shock absorber compression speed Vs and the vehicle body vertical jump speed V us Calculate the damping control rate ζ; Calculating the suspension system stiffness ratio r according to the damping control rate ζ; The first stiffness is obtained according to the suspension system stiffness ratio r.

5. The upper support assembly control method according to claim 1, characterized in that: The upper support assembly also includes a road condition recognition module for detecting the flatness of the road surface; The step of correcting the stiffness of the upper support assembly based on the first stiffness according to the actual driving situation to obtain the second stiffness is: After receiving the bump-crossing signal sent by the road condition recognition module, the stiffness of the upper support assembly is adjusted to the second stiffness K1.

6. The upper support assembly control method according to claim 1, characterized in that: The upper support assembly further includes a detection module for detecting the motion state of the vehicle; The step of correcting the stiffness of the upper support assembly based on the first stiffness according to the actual driving situation to obtain the second stiffness is: After receiving the turning signal sent by the detection module, the stiffness of the upper support assembly is adjusted to the second stiffness K2.

7. The upper support assembly control method according to claim 1, characterized in that: The upper support assembly further includes a detection module for detecting the motion state of the vehicle; The step of correcting the stiffness of the upper support assembly based on the first stiffness according to the actual driving situation to obtain the second stiffness is: After receiving the speed change signal sent by the detection module, the stiffness of the upper support assembly is adjusted to the second stiffness K3.

8. The upper support assembly control method according to claim 1, characterized in that: The upper support assembly further includes a road condition recognition module and a detection module, which are used to detect the road surface flatness and the vehicle's motion state respectively; the driving road condition includes: a bump crossing road condition, a turning road condition, and a speed change road condition, which correspond to a bump crossing signal, a turning signal, and a speed change signal respectively; The step of correcting the stiffness of the upper support assembly based on the first stiffness according to the actual driving situation to obtain the second stiffness is: Acquire at least two of the ridge crossing signal, the turning signal, and the speed change signal, and acquire a final adjustment parameter according to a preset priority; adjusting the stiffness to the second stiffness according to the final adjustment parameter; Among them, the preset priorities include the turn signal, the speed change signal, and the bump crossing signal set from high to low.

9. An upper support assembly, characterized in that: The upper support assembly comprises: A housing having a mounting cavity with an opening at one end in the vertical direction, wherein the opening is used for the piston rod of the shock absorber to pass through; a metal bracket, movably mounted in the mounting cavity along a vertical direction, and used for fixedly connecting with the end of the shock absorber piston rod; and The excitation coil is arranged around the vertical axis, and the two sides in the vertical direction are respectively fixedly connected to the metal bracket and the shell; A power source is electrically connected to the excitation coil so that the excitation coil generates an Ampere force in a vertical direction and acts on the metal bracket.

10. The upper support assembly according to claim 9, further comprising a road condition recognition module, a detection module and a control device, wherein the road condition recognition module is used to detect the flatness of the road surface; the detection module is used to detect the motion state of the vehicle; the control device is electrically connected to the power supply to adjust the direction and magnitude of the current passed from the power supply to the excitation coil; the control device is electrically connected to the road condition recognition module, the detection module and the power supply; The control device and an upper support assembly control program for the upper support assembly stored on the control device and executable on the control device, wherein the upper support assembly control program for the upper support assembly is configured to implement the steps of the upper support assembly control method as described in any one of claims 1 to 8.

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