Stiffness and damping force combined control method, apparatus and device, medium, and product

Abstract

A stiffness and damping force combined control method, comprising: acquiring a driving mode and a vehicle speed of a vehicle; determining a target stiffness and damping force adjustment strategy on the basis of a correspondence between the driving mode and vehicle speed and a preset stiffness and damping force adjustment strategy; and on the basis of the target stiffness and damping force adjustment strategy, controlling the opening and closing of solenoid valves in a multi-chamber air spring on the vehicle and controlling damping forces of a plurality of continuously adjustable shock absorbers on the vehicle. Also disclosed are a stiffness and damping force combined control apparatus, a stiffness and damping force combined control device, a computer readable storage medium, and a computer program product.

Description

Stiffness and damping force joint control method, device, equipment, medium and product Cross-reference to Related Applications

[0001] This application claims priority to Chinese Patent Application No. 202410879442.1, filed on July 2, 2024, the entire contents of which are incorporated herein by reference. TECHNICAL FIELD

[0002] The present disclosure relates to the technical field of vehicle suspension control, and in particular, relates to a stiffness and damping force joint control method, device, equipment, medium and product. BACKGROUND

[0003] Stiffness and damping force are two important parameters that affect the performance of a vehicle suspension system, that is, both have a direct impact on vehicle comfort and handling smoothness. 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 when the spring vibrates, which affects the rebound speed and energy consumption of the suspension system.

[0004] In related technologies, multiple levels of stiffness adjustment can be achieved through double-cavity air springs and triple-cavity air springs, and different sizes of damping force adjustment can be achieved through multiple continuously adjustable shock absorbers. However, when adjusting the vehicle comfort and handling smoothness, only stiffness or damping force is usually adjusted individually, without considering the coordination between the two, which may result in poor comfort or handling smoothness of the vehicle during driving. For example, if only stiffness is increased without increasing damping force, the suspension of the vehicle on a bumpy road may become too stiff, affecting ride comfort; for another example, if only damping force is increased without increasing stiffness, the suspension of the vehicle may become too soft when turning or sudden braking, causing body roll or unstable braking, thereby affecting handling smoothness. Therefore, how to effectively achieve joint adjustment and control of stiffness and damping force is a problem that needs to be solved. SUMMARY

[0005] The present disclosure provides a stiffness and damping force joint control method, device, equipment, medium and product, which can effectively achieve joint adjustment and control of stiffness and damping force to ensure vehicle comfort and handling smoothness.

[0006] According to a first aspect of the present disclosure, a stiffness and damping force joint control method is provided, comprising: obtaining a driving mode and a vehicle speed of a vehicle; determining a target stiffness and damping force adjustment strategy according to a correspondence relationship between the driving mode and the vehicle speed and a preset stiffness and damping force adjustment strategy; and performing on-off control on electromagnetic valves in multi-cavity air springs on the vehicle and damping force control on a plurality of continuously adjustable shock absorbers on the vehicle according to the target stiffness and damping force adjustment strategy.

[0007] According to a second aspect of the present disclosure, a stiffness and damping force joint control device is provided, comprising: a data acquisition module configured to obtain a driving mode and a vehicle speed of a vehicle; a strategy determination module configured to determine a target stiffness and damping force adjustment strategy according to a correspondence relationship between the driving mode and the vehicle speed and a preset stiffness and damping force adjustment strategy; and a joint control module configured to perform on-off control on electromagnetic valves in multi-cavity air springs on the vehicle and damping force control on a plurality of continuously adjustable shock absorbers on the vehicle according to the target stiffness and damping force adjustment strategy.

[0008] According to a third aspect of the present disclosure, a stiffness and damping force joint control device is provided, comprising a processor, a memory, and a stiffness and damping force joint control program stored in the memory and executable by the processor, wherein the stiffness and damping force joint control program, when executed by the processor, implements the steps of the stiffness and damping force joint control method as described above.

[0009] According to a fourth aspect of the present disclosure, a computer readable storage medium is provided, wherein the computer readable storage medium stores a stiffness and damping force joint control program, and the stiffness and damping force joint control program, when executed by a processor, implements the steps of the stiffness and damping force joint control method as described above.

[0010] According to a fifth aspect of the present disclosure, a computer program product is provided, comprising a computer program, wherein the computer program, when executed by a processor, is configured to load and execute the steps of the stiffness and damping force joint control method as described above. BRIEF DESCRIPTION OF DRAWINGS

[0011] FIG. 1 is a flowchart of a stiffness and damping force joint control method according to some embodiments of the present disclosure;

[0012] FIG. 2 is a structural diagram of a three-cavity air spring according to some embodiments of the present disclosure;

[0013] FIG. 3 is a functional module diagram of a stiffness and damping force joint control device according to some embodiments of the present disclosure; and

[0014] FIG. 4 is a schematic diagram of a hardware structure of a stiffness and damping force combined control device according to some embodiments of the present disclosure. DETAILED DESCRIPTION

[0015] In order to better understand the present disclosure, the technical solutions in the embodiments of the present disclosure will be clearly and completely described below with reference to the accompanying drawings. It should be apparent that the described embodiments are only a part of the embodiments of the present disclosure, but not all. Based on the embodiments in the present disclosure, all other embodiments obtained by those skilled in the art without creative work fall within the scope of the present disclosure.

[0016] In order to make the objects, technical solutions and advantages of the present disclosure clearer, the embodiments of the present disclosure will be further described in detail below with reference to the accompanying drawings.

[0017] In a first aspect, the present disclosure provides a stiffness and damping force combined control method. Referring to FIG. 1, FIG. 1 is a schematic diagram of a stiffness and damping force combined control method according to some embodiments of the present disclosure. As shown in FIG. 1, the stiffness and damping force combined control method includes the following steps S10-S30.

[0018] In step S10, the driving mode of the vehicle and the vehicle speed are obtained.

[0019] In some embodiments, before the stiffness and damping force are jointly adjusted and controlled by the multi-cavity air spring and the continuously adjustable shock absorber, the current operating condition is determined according to the target information such as the driving mode of the vehicle and the vehicle speed, so as to represent the required stiffness and damping force of the vehicle by the operating condition. The driving mode includes but is not limited to the comfort mode, the standard mode and the sports mode. It should be noted that the above is only a presentation of the embodiments, and the driving mode can be classified according to the actual needs, which is not limited herein. In addition, the target information can also include braking information, acceleration information, etc., which can be determined according to the actual needs, which is not limited herein.

[0020] In step S20, the target stiffness and damping force adjustment strategy is determined according to the correspondence between the driving mode, the vehicle speed and the preset stiffness and damping force adjustment strategy.

[0021] It can be understood that the requirements of different driving modes and vehicle speeds on stiffness and damping force are often different, and therefore different driving modes and different sizes of vehicle speeds are classified and combined in some embodiments of the present disclosure to form different operating conditions; different combinations of stiffness and damping force are determined according to different operating conditions to form different preset stiffness and damping force adjustment strategies. Therefore, the target stiffness and damping force adjustment strategy can be determined according to the correspondence between the current vehicle driving mode and vehicle speed and the preset stiffness and damping force adjustment strategy.

[0022] In step S30: the solenoid valves in the multi-cavity air spring on the vehicle are controlled according to the target stiffness and damping force adjustment strategy, and the damping force of the continuous adjustable shock absorber on the vehicle is controlled.

[0023] In some embodiments, 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-cavity air spring on the vehicle and the damping force of each continuous adjustable shock absorber on the vehicle are controlled according to the target stiffness and damping force adjustment strategy, thereby realizing the joint adjustment control of stiffness and damping force, and effectively ensuring the comfort and handling smoothness of the vehicle.

[0024] It should be noted that for the continuous adjustable shock absorber, the control of the damping force can be realized by adjusting the opening degree of the proportional valve of the shock absorber. The proportional valve arranged in the continuous adjustable shock absorber can be a positive proportional valve or a negative proportional valve, and the opening degree of the proportional valve can be controlled by current. For example, taking the positive proportional valve as an example, the greater the current corresponding to the proportional valve, the smaller the opening degree of the positive proportional valve, and therefore the smaller the flow rate of the liquid (such as oil) in the shock absorber, and the greater the corresponding damping force. Therefore, when controlling the damping force, for each continuous adjustable shock absorber, the opening degree of the proportional valve of the continuous adjustable shock absorber is adjusted according to the target stiffness and damping force adjustment strategy to control the damping force of the continuous adjustable shock absorber.

[0025] In some embodiments, the multi-cavity air spring is a three-cavity air spring, and the adjustment of the stiffness can be realized by controlling the opening and closing of the solenoid valve in the three-cavity air spring according to the target stiffness and damping force adjustment strategy to adjust the adjustable volume of the three-cavity air spring, wherein different adjustable volumes correspond to different stiffnesses.

[0026] In some embodiments, the multi-cavity air spring is a three-cavity air spring, the number of continuous adjustable shock absorbers is four, and the preset stiffness and damping force adjustment strategy includes at least one of the following strategies: 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.

[0027] The first adjustment strategy includes controlling the opening and closing states of the electromagnetic valves in the three-cavity air spring to make the stiffness be at a first stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers to be at a first damping force level.

[0028] The second adjustment strategy includes controlling the opening and closing states of the electromagnetic valves in the three-cavity air spring to make the stiffness be at a second stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers to be at a first damping force level.

[0029] The third adjustment strategy includes controlling the opening and closing states of the electromagnetic valves in the three-cavity air spring to make the stiffness be at a second stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers to be at a second damping force level.

[0030] The fourth adjustment strategy includes controlling the opening and closing states of the electromagnetic valves in the three-cavity air spring to make the stiffness be at a third stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers to be at a second damping force level.

[0031] The fifth adjustment strategy includes controlling the opening and closing states of the electromagnetic valves in the three-cavity air spring to make the stiffness be at a third stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers to be at a third damping force level.

[0032] The sixth adjustment strategy includes controlling the opening and closing states of the electromagnetic valves in the three-cavity air spring to make the stiffness be at a fourth stiffness level, and controlling the damping force levels of the four continuously adjustable shock absorbers to be at a third damping force level.

[0033] The stiffness levels are in the order of the first stiffness level, the second stiffness level, the third stiffness level and the fourth stiffness level from low to high, and the damping force levels are in the order of the first damping force level, the second damping force level and the third damping force level from low to high.

[0034] In some embodiments, the preset stiffness and damping force adjustment strategies further include a seventh adjustment strategy and an eighth adjustment strategy; the seventh adjustment strategy includes controlling the opening and closing states of the electromagnetic valves in the three-cavity air spring to make the stiffness be at a fourth stiffness level, and controlling the damping forces of the four continuously adjustable shock absorbers to be at a maximum damping force; the eighth adjustment strategy includes controlling the opening and closing states of the electromagnetic valves in the three-cavity air spring to make the stiffness be at a fourth stiffness level, and controlling the damping forces of the two continuously adjustable shock absorbers on the outside to be at a maximum damping force and controlling the damping force levels of the two continuously adjustable shock absorbers on the inside to be at a third damping force level.

[0035] It can be understood that the single-cavity air spring plus the continuously adjustable shock absorber can only adjust the damping force of different sizes, but cannot adjust the spring stiffness of different sizes, and the multi-cavity air spring plus multiple continuously adjustable shock absorbers can realize the adjustment of the spring stiffness and the damping force of different sizes. It should be noted that the multi-cavity air spring can be a double-cavity air spring or a three-cavity air spring, and the specific determination can be made according to actual needs, which is not limited here. In addition, the number of continuously adjustable shock absorbers can be determined according to actual needs, for example, the number of continuously adjustable shock absorbers can be preferably set to 4.

[0036] For the convenience of description, hereinafter, the method and principle of the stiffness and damping force combined control will be explained by taking the three-cavity air spring and four continuously adjustable shock absorbers as an example. Referring to FIG. 2, the three-cavity air spring includes air chamber 1, air chamber 2 and air chamber 3, air chamber 1 is the main cavity, air chamber 2 and air chamber 3 are the auxiliary cavities, and the volume V1 of air chamber 1 > the volume V2 of air chamber 2 > the volume V3 of air chamber 3. Each three-cavity air spring contains two electromagnetic valves (the electromagnetic valve is a normally open valve) for stiffness control: the electromagnetic valve controlling between air chamber 1 and air chamber 2 can be defined as valve 1, and the electromagnetic valve controlling between air chamber 1 and air chamber 3 can be defined as valve 2. Valve 1 can include 4 valves: left front valve 1, right front valve 1, left rear valve 1 and right rear valve 1, and valve 2 can also include 4 valves: left front valve 2, right front valve 2, left rear valve 2 and right rear valve 2.

[0037] It should be understood that the connectivity between air chamber 1, air chamber 2 and air chamber 3 can be controlled by controlling the opening and closing states of valve 1 and / or valve 2 to obtain an air spring adjustable volume of different sizes, thereby realizing the adjustment of the stiffness of different sizes. In some embodiments, when valve 1 and valve 2 are both in the open state, the air spring adjustable volume is V1+V2+V3, which corresponds to the first stiffness level; when valve 1 is in the open state and valve 2 is in the closed state, the air spring adjustable volume is V1+V2, which corresponds to the second stiffness level; when valve 1 is in the closed state and valve 2 is in the open state, the air spring adjustable volume is V1+V3, which corresponds to the third stiffness level; when valve 1 and valve 2 are both in the closed state, the air spring adjustable volume is V1, which corresponds to the fourth stiffness level. It should be understood that the larger the air spring adjustable volume, the lower the air spring stiffness; therefore, the order of the air spring stiffness level from high to low is in turn the fourth stiffness level > the third stiffness level > the second stiffness level > the first stiffness level.

[0038] In some embodiments, the first damping force level corresponds to soft, the second damping force level corresponds to medium, and the third damping force level corresponds to hard. It should be noted that the three levels of soft, medium and hard can correspond to a specific value respectively, or can correspond to a range respectively, for example, the damping force corresponding to soft can be a specific value X1, or a range [X1, X2], and the specific presentation form can be determined according to actual requirements, which is not limited herein. In addition, for the same damping force level, the specific value or range corresponding to different adjustment strategies can be different, which can be determined by calibration.

[0039] Therefore, different 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 by different combinations between different stiffness levels and damping force levels.

[0040] In some embodiments, the first adjustment strategy includes controlling the opening and closing state of the electromagnetic valve in the three-cavity air spring to make the stiffness be 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 electromagnetic valve in the three-cavity air spring to make the stiffness be 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 electromagnetic valve in the three-cavity air spring to make the stiffness be 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 electromagnetic valve in the three-cavity air spring to make the stiffness be 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 state of the electromagnetic valve in the three-cavity air spring to make the stiffness be the third stiffness level, and controlling the damping force level of the four continuously adjustable shock absorbers to be the third damping force level; the sixth adjustment strategy includes controlling the opening and closing state of the electromagnetic valve in the three-cavity air spring to make the stiffness be the fourth stiffness level, and controlling the damping force level of the four continuously adjustable shock absorbers to be the third damping force level; the seventh adjustment strategy includes controlling the opening and closing state of the electromagnetic valve in the three-cavity air spring to make the stiffness be 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 electromagnetic valve in the three-cavity air spring to make the stiffness be the fourth stiffness level, and controlling the damping force of the two continuously adjustable shock absorbers on the outside to be the maximum damping force and controlling the damping force level of the two continuously adjustable shock absorbers on the inside to be the third damping force level.

[0041] In some embodiments, the target stiffness and damping force adjustment strategy is determined according to the correspondence between the driving mode and the preset stiffness and damping force adjustment strategy and the vehicle speed, comprising:

[0042] when the driving mode is the comfort and the vehicle speed is less than the first speed threshold, the first adjustment strategy is taken as the target stiffness and damping force adjustment strategy;

[0043] when the driving mode is the comfort and the vehicle speed is not less than the first speed threshold, the second adjustment strategy is taken as the target stiffness and damping force adjustment strategy;

[0044] when the driving mode is the standard and the vehicle speed is less than the second speed threshold, the third adjustment strategy is taken as the target stiffness and damping force adjustment strategy;

[0045] when the driving mode is the standard and the vehicle speed is not less than the second speed threshold, the fourth adjustment strategy is taken as the target stiffness and damping force adjustment strategy;

[0046] when the driving mode is the sport and the vehicle speed is less than the third speed threshold, the fifth adjustment strategy is taken as the target stiffness and damping force adjustment strategy; and

[0047] when the driving mode is the sport and the vehicle speed is not less than the third speed threshold, the sixth adjustment strategy is taken as the target stiffness and damping force adjustment strategy.

[0048] In some embodiments, the specific values of the first speed threshold, the second speed threshold and the third speed threshold can be determined according to actual requirements, and the three can be the same or can be different, for example, all of the three are set to 120 km / h. Taking the example that the first speed threshold, the second speed threshold and the third speed threshold are all 120 km / h, the working condition that the driving mode is the comfort and the vehicle speed < 120 km / h is determined as the first working condition; the working condition that the driving mode is the comfort and the vehicle speed ≥ 120 km / h is determined as the second working condition; the working condition that the driving mode is the standard and the vehicle speed < 120 km / h is determined as the third working condition; the working condition that the driving mode is the standard and the vehicle speed ≥ 120 km / h is determined as the fourth working condition; the working condition that the driving mode is the sport and the vehicle speed < 120 km / h is determined as the fifth working condition; and the working condition that the driving mode is the sport and the vehicle speed ≥ 120 km / h is determined as the sixth working condition.

[0049] In some embodiments, when the operating condition is the first operating condition, the first adjustment strategy is used as the target stiffness and damping force adjustment strategy, i.e., the target stiffness and damping force adjustment strategy controls the opening and closing states of the electromagnetic valves in the three-cavity air spring to make the stiffness be the first stiffness level, and controls the damping force levels of the four continuously adjustable shock absorbers to be the first damping force level. For example, if the driving mode is comfort and the vehicle speed is < 120 km / h, the four valve 1 and the four valve 2 are controlled to be open, so that the air spring adjustable volume is (V1+V2+V3), so that the vehicle air spring stiffness is the first stiffness level, and the damping force of the four continuously adjustable shock absorbers is soft, so as to ensure that the vehicle comfort and handling smoothness are considered in the 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 for the sake of brevity, it will not be described here.

[0050] When the operating condition is the second operating condition, the second adjustment strategy is used as the target stiffness and damping force adjustment strategy, i.e., the target stiffness and damping force adjustment strategy controls the opening and closing states of the electromagnetic valves in the three-cavity air spring to make the stiffness be the second stiffness level, and controls the damping force levels of the four continuously adjustable shock absorbers to be the first damping force level. In some embodiments, if the driving mode is comfort and the vehicle speed is ≥ 120 km / h, the four valve 1 is controlled to be open and the four valve 2 is controlled to be closed, so that the air spring adjustable volume is (V1+V2), so that the vehicle air spring stiffness is the second stiffness level, and the damping force of the four continuously adjustable shock absorbers is soft, so as to ensure that the vehicle comfort and handling smoothness are considered in the comfort mode and high speed.

[0051] When the operating condition is the third operating condition, the third adjustment strategy is used as the target stiffness and damping force adjustment strategy, i.e., the target stiffness and damping force adjustment strategy controls the opening and closing states of the electromagnetic valves in the three-cavity air spring to make the stiffness be the second stiffness level, and controls the damping force levels of the four continuously adjustable shock absorbers to be the second damping force level. In some embodiments, if the driving mode is standard and the vehicle speed is < 120 km / h, the four valve 1 is controlled to be open and the four valve 2 is controlled to be closed, so that the vehicle air spring adjustable volume is (V1+V2), so that the air spring stiffness is the second stiffness level, and the damping force of the four continuously adjustable shock absorbers is medium, so as to ensure that the vehicle comfort and handling smoothness are considered in the standard mode.

[0052] When the operating condition is the fourth operating condition, a fourth adjustment strategy is used as the target stiffness and damping force adjustment strategy, i.e., the target stiffness and damping force adjustment strategy controls the opening and closing states of the electromagnetic valves in the three-cavity air spring, so that the stiffness is the third stiffness level, and the damping force levels of the four continuously adjustable shock absorbers are the second damping force level. In some embodiments, if the driving mode is standard and the vehicle speed is greater than or equal to 120 km / h, 4 valves 1 are controlled to be closed and 4 valves 2 are controlled to be opened, so that the adjustable volume of the vehicle air spring is (V1+V3), so that the stiffness of the vehicle air spring is the third stiffness level, and the damping force of the four continuously adjustable shock absorbers is controlled to be medium, so as to ensure that the vehicle comfort and handling smoothness are considered in the standard mode and high speed.

[0053] When the operating condition is the fifth operating condition, a fifth adjustment strategy is used as the target stiffness and damping force adjustment strategy, i.e., the target stiffness and damping force adjustment strategy controls the opening and closing states of the electromagnetic valves in the three-cavity air spring, so that the stiffness is the third stiffness level, and the damping force levels of the four continuously adjustable shock absorbers are the third damping force level. In some embodiments, if the driving mode is sport and the vehicle speed is less than 120 km / h, 4 valves 1 are controlled to be closed and 4 valves 2 are controlled to be opened, so that the adjustable volume of the vehicle air spring is (V1+V3), so that the stiffness of the vehicle air spring is the third stiffness level, and the damping force of the four continuously adjustable shock absorbers is controlled to be hard, so as to ensure that the vehicle comfort and handling smoothness are considered in the sport mode.

[0054] When the operating condition is the sixth operating condition, a sixth adjustment strategy is used as the target stiffness and damping force adjustment strategy, i.e., the target stiffness and damping force adjustment strategy controls the opening and closing states of the electromagnetic valves in the three-cavity air spring, so that the stiffness is the fourth stiffness level, and the damping force levels of the four continuously adjustable shock absorbers are the third damping force level. In some embodiments, if the driving mode is sport and the vehicle speed is greater than or equal to 120 km / h, 4 valves 1 and 4 valves 2 are controlled to be closed, so that the adjustable volume of the vehicle air spring is (V1), so that the stiffness of the vehicle air spring is the fourth stiffness level, and the damping force of the four continuously adjustable shock absorbers is controlled to be hard, so as to ensure that the vehicle handling smoothness is considered in the sport mode and high speed.

[0055] In some embodiments, the method further comprises the following steps:

[0056] Obtaining the braking deceleration, acceleration acceleration, deceleration bump signal and vehicle suspension state of the vehicle;

[0057] When the braking deceleration is greater than or equal to the deceleration threshold or the acceleration 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;

[0058] When the deceleration bump signal is a preset value, the third adjustment strategy is used as the target stiffness and damping force adjustment strategy; and

[0059] When the whole vehicle suspension state is that the whole vehicle is on the rugged road and the suspension is in the maximum compression state or the maximum stretching state, the seventh adjustment strategy is taken as the target stiffness and damping force adjustment strategy.

[0060] It should be noted that the specific values of the deceleration threshold and the acceleration threshold can be determined according to actual needs, and are not limited herein. Since the requirements of different acceleration and deceleration scenarios for stiffness and damping force are usually different, for the stiffness and damping force adjustment in the braking scenario, the working condition of the braking deceleration ≥ the deceleration threshold can be determined as the seventh working condition, for the stiffness and damping force adjustment in the acceleration scenario, the working condition of the acceleration acceleration ≥ the acceleration threshold can be determined as the eighth working condition, and for the stiffness and damping force adjustment in the preview control scenario, the working condition of receiving the deceleration hump signal (i.e., the deceleration hump signal is a preset value) sent by the front-view binocular camera or the laser radar can be determined as the ninth working condition. It should be noted that whether the deceleration hump signal is received can be determined by the setting state of the deceleration hump signal, for example, when the deceleration hump signal is received, the deceleration hump signal can be set to 1, and if the deceleration hump signal is not received, the deceleration hump signal is set to 0, and then "1" is the preset value. However, the above is only a presentation of an embodiment, and can be adaptively adjusted according to actual needs.

[0061] The whole vehicle suspension state can include a road surface state and a suspension state. It should be noted that the requirement for stiffness and damping force of the rugged road is usually higher than that of the flat road, and in some embodiments, when the road surface state is the rugged road, the working condition of the suspension state of the vehicle on the rugged road being in the maximum compression state or the maximum stretching state can be determined as the tenth working condition. It should be understood that when the vehicle is driving on the rugged road, the wheel acceleration can be calculated according to the acceleration information collected by the vehicle body acceleration sensor and the height information collected by the height sensor, and then the vehicle suspension is determined whether it is in the maximum compression state or the maximum stretching state according to the wheel acceleration.

[0062] In some embodiments, when the running working condition is the seventh working condition, the sixth adjustment strategy is taken 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 electromagnetic valve in the three-cavity air spring, so that the stiffness is the fourth stiffness level, and the damping force level of the four continuous adjustable shock absorbers is the third damping force level. For example, if the braking deceleration ≥ the deceleration threshold, 4 valves 1 and 4 valves 2 are controlled to be closed, so that the whole vehicle air spring adjustable volume is (V1), so that the whole vehicle air spring stiffness is the fourth stiffness level, and the damping force of the four continuous adjustable shock absorbers is controlled to be hard, so as to suppress the brake nodding, thereby improving the whole vehicle handling smoothness.

[0063] When the operating condition is the eighth operating condition, the sixth adjustment strategy is taken as the target stiffness and damping force adjustment strategy, that is, the target stiffness and damping force adjustment strategy controls the opening and closing states of the electromagnetic valves in the three-cavity air spring, so that the stiffness is the fourth stiffness level, and the damping force levels of the four continuously adjustable shock absorbers are the third damping force level. In some embodiments, if the acceleration acceleration ≥ acceleration threshold, control 4 valves 1 and 4 valves 2 are closed to make the whole vehicle air spring adjustable volume (V1), so that the whole vehicle air spring stiffness is the fourth stiffness level, and the damping force of the four continuously adjustable shock absorbers is hard to suppress the acceleration lift, thereby improving the vehicle handling comfort.

[0064] When the operating condition is the ninth operating condition, the third adjustment strategy is taken as the target stiffness and damping force adjustment strategy, that is, the target stiffness and damping force adjustment strategy controls the opening and closing states of the electromagnetic valves in the three-cavity air spring, so that the stiffness is the second stiffness level, and the damping force levels of the four continuously adjustable shock absorbers are the second damping force level. In some embodiments, if a deceleration hump signal is received from the front-view binocular camera or laser radar, 4 valves 1 are opened and 4 valves 2 are closed to make the whole vehicle air spring adjustable volume (V1+V2), so that the whole vehicle air spring stiffness is the second stiffness level, and the damping force of the four continuously adjustable shock absorbers is medium, thereby ensuring that the vehicle can balance the handling comfort when passing the deceleration hump.

[0065] When the operating condition is the tenth operating condition, the seventh adjustment strategy is taken as the target stiffness and damping force adjustment strategy, that is, the target stiffness and damping force adjustment strategy controls the opening and closing states of the electromagnetic valves in the three-cavity air spring, so that the stiffness is the fourth stiffness level, and the damping force of the four continuously adjustable shock absorbers is the maximum damping force. In some embodiments, if the vehicle suspension running on a rugged road is in a maximum compression or maximum stretch state, 4 valves 1 and 4 valves 2 are closed to make the whole vehicle air spring adjustable volume (V1), so that the whole vehicle air spring stiffness is the fourth stiffness level, and the damping force of the four continuously adjustable shock absorbers is adjusted to the hardest to reduce the impact sound of the vehicle bumper and reduce noise.

[0066] In some embodiments, the method further comprises the following steps:

[0067] Obtaining the whole vehicle turning state;

[0068] When the whole vehicle turning state is entering a curve or the whole vehicle turning state is driving out of a curve, the sixth adjustment strategy is taken as the target stiffness and damping force adjustment strategy; and

[0069] When the whole vehicle turning state is in a curve, the eighth adjustment strategy is taken as the target stiffness and damping force adjustment strategy.

[0070] It can be understood that the different turning states of the vehicle (such as whether the vehicle is entering a curve, is in a curve or is leaving a curve) have different requirements for stiffness and damping force. When the vehicle is turning, the turning state of the vehicle can be determined according to the change of the steering angular velocity, and then the current operating condition of the vehicle is determined. In some embodiments, if the steering angular velocity changes, it indicates that the vehicle is entering a curve, and the operating condition of the vehicle entering the curve is determined as the eleventh operating condition; when the steering angular velocity tends to 0, it indicates that the vehicle is in a curve, and the operating condition of the vehicle in the curve is determined as the twelfth operating condition; when the steering angular velocity changes again, it indicates that the vehicle is leaving the curve, and the operating condition of the vehicle leaving the curve is determined as the thirteenth operating condition.

[0071] In some embodiments, when the operating condition is the eleventh operating 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 controls the opening and closing states of the electromagnetic valves in the three-cavity air spring, so that the stiffness is the fourth stiffness level, and the damping force levels of the four continuously adjustable shock absorbers are the third damping force level. For example, if the vehicle is entering a curve, 4 valves 1 and 4 valves 2 are controlled to be closed, so that the adjustable volume of the vehicle air spring is (V1), so that the stiffness of the vehicle air spring is the fourth stiffness level, and the damping force of the four continuously adjustable shock absorbers is controlled to be hard, so as to ensure the handling smoothness and comfort when the vehicle enters the curve.

[0072] When the operating condition is the twelfth operating 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 controls the opening and closing states of the electromagnetic valves in the three-cavity air spring, so that the stiffness is the fourth stiffness level, and the damping force of the two continuously adjustable shock absorbers on the outside is the maximum damping force and the damping force level of the two continuously adjustable shock absorbers on the inside is the third damping force level. In some embodiments, if the vehicle is in a curve, 4 valves 1 and 4 valves 2 are controlled to be closed, so that the adjustable volume of the vehicle air spring is (V1), so that the stiffness of the vehicle air spring is the fourth stiffness level, and the damping force of the two continuously adjustable shock absorbers on the outside is controlled to be the hardest, and the damping force of the two continuously adjustable shock absorbers on the inside is consistent with that when entering the curve, so as to suppress the vehicle roll, thereby ensuring the handling smoothness of the vehicle in the curve.

[0073] When the operating condition is the thirteenth operating condition, the sixth adjustment strategy is taken as the target stiffness and damping force adjustment strategy, that is, the target stiffness and damping force adjustment strategy controls the opening and closing states of the electromagnetic valves in the three-cavity air spring, so that the stiffness is the fourth stiffness level, and the damping force levels of the four continuously adjustable shock absorbers are the third damping force levels. In some embodiments, if the vehicle is exiting a curve, the four valve 1 and the four valve 2 are controlled to be closed, so that the adjustable volume of the vehicle air spring is (V1), so that the stiffness of the vehicle air spring is the fourth stiffness level, and the damping forces of the two continuously adjustable shock absorbers on the outside are adjusted from the hardest to be consistent with the damping forces of the two continuously adjustable shock absorbers on the inside, so as to ensure the handling smoothness and comfort of the vehicle when exiting the curve.

[0074] Therefore, it can be seen that the embodiments of the present disclosure can inhibit roll, head raising and nodding by increasing the stiffness and damping force, improve the handling smoothness of the vehicle, and improve the comfort of the vehicle by reducing the stiffness and damping force. In summary, the embodiments of the present disclosure can perfectly reflect the comfort and handling smoothness of the vehicle by matching and adjusting the stiffness and damping force under different operating conditions.

[0075] In the embodiments of the present disclosure, the target stiffness and damping force adjustment strategy is determined through the correspondence between the information including the driving mode and the vehicle speed in the vehicle and the preset stiffness and damping force adjustment strategy; then the electromagnetic valves in the multi-cavity air spring are controlled to be opened and closed and the damping forces of the multiple continuously adjustable shock absorbers are controlled according to the target stiffness and damping force adjustment strategy, that is, the joint adjustment of the stiffness and damping force is realized, and the comfort and handling smoothness of the vehicle can be effectively ensured.

[0076] In a second aspect, the embodiments of the present disclosure also provide a stiffness and damping force joint control device. Referring to FIG. 3, FIG. 3 is a functional module schematic diagram of a stiffness and damping force joint control device according to some embodiments of the present disclosure. As shown in FIG. 3, the stiffness and damping force joint control device 300 includes:

[0077] The data acquisition module 31 is configured to acquire the driving mode and the vehicle speed of the vehicle.

[0078] The strategy determination module 32 is configured to determine 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; and

[0079] The joint control module 33 is configured to control the electromagnetic valves in the multi-cavity air spring on the vehicle to be opened and closed and control the damping forces of the multiple continuously adjustable shock absorbers on the vehicle according to the target stiffness and damping force adjustment strategy.

[0080] In some embodiments, the multi-chamber air spring is a three-chamber air spring, and the control module 33 is configured to: control the opening and closing of the electromagnetic valve in the three-chamber air spring according to the target stiffness and damping force adjustment strategy, so as to adjust the adjustable volume of the three-chamber air spring.

[0081] In some embodiments, each of the continuously adjustable shock absorbers comprises a proportional valve, and the control module 33 is configured to: for each of the continuously adjustable shock absorbers, adjust the opening degree of the proportional valve of the continuously adjustable shock absorber according to the target stiffness and damping force adjustment strategy, so as to control the damping force of the continuously adjustable shock absorber.

[0082] In some embodiments, the multi-chamber air spring is a three-chamber air spring, the number of continuously adjustable shock absorbers is four, and the preset stiffness and damping force adjustment strategy comprises at least one of the following strategies: 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.

[0083] The first adjustment strategy comprises controlling the opening and closing state of the electromagnetic valve in the three-chamber air spring to make the stiffness be a first stiffness level, and controlling the damping force level of the four continuously adjustable shock absorbers to be a first damping force level.

[0084] The second adjustment strategy comprises controlling the opening and closing state of the electromagnetic valve in the three-chamber air spring to make the stiffness be a second stiffness level, and controlling the damping force level of the four continuously adjustable shock absorbers to be a first damping force level.

[0085] The third adjustment strategy comprises controlling the opening and closing state of the electromagnetic valve in the three-chamber air spring to make the stiffness be a second stiffness level, and controlling the damping force level of the four continuously adjustable shock absorbers to be a second damping force level.

[0086] The fourth adjustment strategy comprises controlling the opening and closing state of the electromagnetic valve in the three-chamber air spring to make the stiffness be a third stiffness level, and controlling the damping force level of the four continuously adjustable shock absorbers to be a second damping force level.

[0087] The fifth adjustment strategy comprises controlling the opening and closing state of the electromagnetic valve in the three-chamber air spring to make the stiffness be a third stiffness level, and controlling the damping force level of the four continuously adjustable shock absorbers to be a third damping force level.

[0088] The sixth adjustment strategy comprises controlling the opening and closing state of the electromagnetic valve in the three-chamber air spring to make the stiffness be a fourth stiffness level, and controlling the damping force level of the four continuously adjustable shock absorbers to be a third damping force level.

[0089] The stiffness levels are in order from low to high as the first stiffness level, the second stiffness level, the third stiffness level and the fourth stiffness level, and the damping force levels are in order from low to high as the first damping force level, the second damping force level and the third damping force level.

[0090] In some embodiments, the policy determination module 32 is configured to:

[0091] when the driving mode is comfort and the vehicle speed is less than the first speed threshold, the first adjustment strategy is used as the target stiffness and damping force adjustment strategy;

[0092] when the driving mode is comfort 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;

[0093] 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;

[0094] 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;

[0095] 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; and

[0096] 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.

[0097] In some embodiments, the preset stiffness and damping force adjustment strategies further include a seventh adjustment strategy; the seventh adjustment strategy includes controlling the opening and closing state of the electromagnetic valve in the three-cavity air spring to make the stiffness be the fourth stiffness level, and controlling the damping force of the four continuously adjustable shock absorbers to be the maximum damping force.

[0098] In some embodiments, the data acquisition module 31 is further configured to acquire the braking deceleration, acceleration acceleration, deceleration bump signal and vehicle suspension state of the vehicle; the policy determination module 32 is further configured to: when the braking deceleration is greater than or equal to the deceleration threshold or the acceleration 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.

[0099] In some embodiments, the policy determination module 32 is further configured to: when the deceleration bump signal is a preset value, the third adjustment strategy is used as the target stiffness and damping force adjustment strategy.

[0100] In some embodiments, the strategy determining module 32 is further configured to: when the whole vehicle suspension state is that the whole vehicle is on a rough road and the suspension is in a maximum compression state or a maximum stretching state, the seventh adjustment strategy is taken as the target stiffness and damping force adjustment strategy.

[0101] In some embodiments, the preset stiffness and damping force adjustment strategy further comprises an eighth adjustment strategy; the eighth adjustment strategy comprises controlling the opening and closing state of the electromagnetic valve in the three-cavity air spring to make the stiffness be the fourth stiffness level, and controlling the damping force of the two continuous adjustable shock absorbers on the outside to be the maximum damping force and the damping force level of the two continuous adjustable shock absorbers on the inside to be the third damping force level.

[0102] In some embodiments, the data acquisition module 31 is further configured to acquire a whole vehicle turning state; the strategy determining module 32 is further configured to: when the whole vehicle turning state is entering a curve or the whole vehicle turning state is driving out of a curve, the sixth adjustment strategy is taken as the target stiffness and damping force adjustment strategy; and when the whole vehicle turning state is in a curve, the eighth adjustment strategy is taken as the target stiffness and damping force adjustment strategy.

[0103] The functions of each module in the above stiffness and damping force joint control device correspond to each step in the above stiffness and damping force joint control method embodiment, and the functions and implementation processes will not be repeated here.

[0104] In a third aspect, the embodiments of the present disclosure provide a stiffness and damping force joint control device. The stiffness and damping force joint control device can be a personal computer (PC), a notebook computer, a server, or other devices with data processing functions.

[0105] Referring to FIG. 4, FIG. 4 is a schematic diagram of the hardware structure of a stiffness and damping force joint control device according to some embodiments of the present disclosure. In the embodiments of the present disclosure, the stiffness and damping force joint control device can include a processor 41, a memory 42, a communication interface 43, and a communication bus 44.

[0106] The communication bus 44 can be of any type, used to interconnect the processor 41, the memory 42, and the communication interface 43.

[0107] The communication interface 43 includes input / output (I / O) interfaces, physical interfaces, and logical interfaces, etc. for realizing the interconnection of devices inside the stiffness and damping force joint control device, and interfaces for realizing the interconnection of the stiffness and damping force joint control device with other devices (such as other computing devices or user devices). The physical interface can be an Ethernet interface, a fiber interface, an ATM interface, etc.; the user device can be a display (Display), a keyboard (Keyboard), etc.

[0108] The memory 42 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.

[0109] The processor 41 can be a general-purpose processor, which can invoke the stiffness and damping force joint control program stored in the memory and execute the stiffness and damping force joint control method provided by the embodiments of the present application. For example, the general-purpose processor can be a central processing unit (CPU). The method executed by the stiffness and damping force joint control program when invoked can refer to the embodiments of the stiffness and damping force joint control method of the present application, which will not be described here.

[0110] Those skilled in the art can understand that the hardware structure shown in FIG. 4 does not constitute a limitation on the present disclosure, and can include more or fewer components than those shown, or combine certain components, or different component arrangements.

[0111] In a fourth aspect, the embodiments of the present disclosure further provide a computer readable storage medium.

[0112] The readable storage medium according to some embodiments of the present disclosure stores the stiffness and damping force joint control program, wherein the stiffness and damping force joint control program, when executed by a processor, implements the steps of the stiffness and damping force joint control method as described above.

[0113] The method implemented by the stiffness and damping force joint control program when executed can refer to the embodiments of the stiffness and damping force joint control method of the present application, which will not be described here.

[0114] In a fifth aspect, the embodiments of the present disclosure further provide a computer program product, which includes a computer program, and the computer program, when executed by a processor, is used to load and execute the steps of the stiffness and damping force joint control method described above.

[0115] It should be noted that the above-mentioned sequence numbers of the embodiments of the present disclosure are only for description, and do not represent the advantages and disadvantages of the embodiments.

[0116] ​The terms "comprise", "comprising", "include", "including", "have" and "having" and any variations thereof in the specification and in the claims are intended to cover both the express and implicit meaning of the terms. For example, the process, method, system, product or apparatus that includes a series of steps or units is not limited to the listed steps or units but can optionally also include other steps or units not listed. The terms "first", "second" and "third" and the like are used to distinguish different objects and are not limited to the order of precedence. The terms "first", "second" and "third" and the like are used to distinguish different objects and are not limited to the order of precedence.

[0117] In the description of the embodiments of the present disclosure, "exemplary", "for example", "for instance" or "such as" are used to represent an example, an illustration or a description. Any embodiment or design scheme described as "exemplary", "for example", "for instance" or "such as" in the embodiments of the present disclosure should not be interpreted as more preferred or more advantageous than other embodiments or design schemes. In fact, the words "exemplary", "for example", "for instance" or "such as" are intended to present the relevant concept in a specific manner.

[0118] In the description of the embodiments of the present disclosure, unless otherwise specified, " / " means or, for example, A / B can mean A or B; "and / or" in the text only describes the relationship between the associated objects, which means that there can be three relationships, for example, A and / or B can mean that A exists alone, A and B exist together, and B exists alone. In addition, in the description of the embodiments of the present disclosure, "multiple" means two or more than two.

[0119] In some of the processes described in the embodiments of the present disclosure, a plurality of operations or steps are included in a specific order, but it should be understood that these operations or steps can be executed or performed in parallel or in an order different from that in which they appear in the embodiments of the present disclosure. The serial number of the operation is only used to distinguish different operations, and the serial number itself does not represent any execution order. In addition, these processes can include more or fewer operations, and these operations or steps can be executed in sequence or in parallel, and these operations or steps can be combined.

[0120] From the above description of the embodiments, those skilled in the art can clearly understand that the above-mentioned embodiment method can be realized by means of software and a general hardware platform, of course, it can also be realized by hardware, but in many cases the former is a better embodiment. Based on such understanding, the technical solutions of the present disclosure can be embodied in the form of a software product, which is stored in a storage medium (such as a ROM / RAM, a magnetic disk, an optical disk) as described above, and includes a plurality of instructions for causing a terminal device to execute the method described in the embodiments of the present disclosure.

[0121] The above merely provides preferred embodiments of the present disclosure, and is not intended to limit the patent scope of the present disclosure. Any equivalent structure or equivalent flow transformation of the present disclosure, or direct or indirect application in other related technical fields, shall be included in the patent protection scope of the present disclosure.

Claims

1. A stiffness and damping force combined control method, comprising: obtaining a driving mode of a vehicle and a vehicle speed; determining a target stiffness and damping force adjustment strategy according to a correspondence relationship between the driving mode, the vehicle speed and preset stiffness and damping force adjustment strategies; and controlling opening and closing of electromagnetic valves in multi-cavity air springs on the vehicle and controlling damping forces of continuous adjustable shock absorbers on the vehicle according to the target stiffness and damping force adjustment strategy.

2. The stiffness and damping force combined control method according to claim 1, wherein The multi-cavity air springs are three-cavity air springs, and the controlling opening and closing of electromagnetic valves in multi-cavity air springs on the vehicle according to the target stiffness and damping force adjustment strategy comprises: controlling opening and closing of electromagnetic valves in the three-cavity air springs to adjust adjustable volumes of the three-cavity air springs according to the target stiffness and damping force adjustment strategy, wherein different adjustable volumes correspond to different stiffnesses.

3. The rigidity and damping combined control method according to claim 1, wherein, Each continuous adjustable shock absorber comprises a proportional valve, and the controlling damping forces of continuous adjustable shock absorbers on the vehicle comprises: for each continuous adjustable shock absorber, adjusting an opening degree of the proportional valve of the continuous adjustable shock absorber to control a damping force of the continuous adjustable shock absorber according to the target stiffness and damping force adjustment strategy.

4. The rigidity and damping force combined control method according to any one of claims 1 to 3, wherein, The multi-cavity air springs are three-cavity air springs, the number of the continuous adjustable shock absorbers is four, and the preset stiffness and damping force adjustment strategies comprise at least one of the following adjustment strategies: 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 comprises controlling opening and closing states of electromagnetic valves in the three-cavity air springs to make the stiffness be a first stiffness level and controlling damping force levels of the four continuous adjustable shock absorbers be a first damping force level. The second adjustment strategy comprises controlling opening and closing states of electromagnetic valves in the three-cavity air springs to make the stiffness be a second stiffness level and controlling damping force levels of the four continuous adjustable shock absorbers be the first damping force level. The third adjustment strategy comprises controlling opening and closing states of electromagnetic valves in the three-cavity air springs to make the stiffness be the second stiffness level and controlling damping force levels of the four continuous adjustable shock absorbers be a second damping force level. The fourth adjustment strategy comprises controlling opening and closing states of electromagnetic valves in the three-cavity air springs to make the stiffness be a third stiffness level and controlling damping force levels of the four continuous adjustable shock absorbers be the second damping force level. The fifth adjustment strategy comprises controlling opening and closing states of electromagnetic valves in the three-cavity air springs to make the stiffness be the third stiffness level and controlling damping force levels of the four continuous adjustable shock absorbers be a third damping force level. The sixth adjustment strategy comprises controlling opening and closing states of electromagnetic valves in the three-cavity air springs to make the stiffness be a fourth stiffness level and controlling damping force levels of the four continuous adjustable shock absorbers be the third damping force level. 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 in sequence, 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 in sequence.

5. The combined stiffness and damping force control method according to claim 4, wherein, The target stiffness and damping force adjustment strategy is determined according to a correspondence relationship between the driving mode, the vehicle speed and preset stiffness and damping force adjustment strategies, and the stiffness and damping force adjustment strategy is determined according to the correspondence relationship between the driving mode, the vehicle speed and preset stiffness and damping force adjustment strategies, comprising: When the driving mode is comfortable and the vehicle speed is less than a first speed threshold, a first adjustment strategy is taken 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, a second adjustment strategy is taken as the target stiffness and damping force adjustment strategy; When the driving mode is standard and the vehicle speed is less than a second speed threshold, a third adjustment strategy is taken 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, a fourth adjustment strategy is taken as the target stiffness and damping force adjustment strategy; When the driving mode is sporty and the vehicle speed is less than a third speed threshold, a fifth adjustment strategy is taken as the target stiffness and damping force adjustment strategy; and When the driving mode is sporty and the vehicle speed is not less than the third speed threshold, a sixth adjustment strategy is taken as the target stiffness and damping force adjustment strategy.

6. The combined stiffness and damping force control method according to claim 4, wherein The preset stiffness and damping force adjustment strategies further comprise a seventh adjustment strategy, and the seventh adjustment strategy comprises controlling the opening and closing states of electromagnetic valves in the three-cavity air spring to make the stiffness be the fourth stiffness level and controlling the damping forces of the four continuously adjustable shock absorbers to be the maximum damping force.

7. The stiffness and damping force joint control method according to claim 6, further comprising: obtaining the braking deceleration, the acceleration acceleration, the deceleration bump signal and the vehicle suspension state of the vehicle; when the braking deceleration is greater than or equal to a deceleration threshold or the acceleration acceleration is greater than or equal to an acceleration threshold, the sixth adjustment strategy is taken as the target stiffness and damping force adjustment strategy.

8. The stiffness and damping force joint control method according to claim 7, further comprising: when the deceleration bump signal is a preset value, the third adjustment strategy is taken as the target stiffness and damping force adjustment strategy.

9. The stiffness and damping force joint control method according to claim 7 or 8, further comprising: when the vehicle suspension state is that the vehicle is on a rough road and the suspension is in a maximum compression state or a maximum stretching state, the seventh adjustment strategy is taken as the target stiffness and damping force adjustment strategy.

10. The combined stiffness and damping force control method according to claim 4, wherein, The preset stiffness and damping force adjustment strategies further comprise an eighth adjustment strategy, and the eighth adjustment strategy comprises controlling the opening and closing states of electromagnetic valves in the three-cavity air spring to make the stiffness be the fourth stiffness level and controlling the damping forces of the two continuously adjustable shock absorbers on the outside to be the maximum damping force and controlling the damping force levels of the two continuously adjustable shock absorbers on the inside to be the third damping force level.

11. The stiffness and damping force joint control method according to claim 10, further comprising: obtaining the vehicle turning state; when the vehicle turning state is entering a curve or the vehicle turning state is driving out of a curve, the sixth adjustment strategy is taken as the target stiffness and damping force adjustment strategy; and when the vehicle turning state is in the curve, the eighth adjustment strategy is taken as the target stiffness and damping force adjustment strategy.

12. A stiffness and damping force joint control device, comprising: a data acquisition module for acquiring the driving mode and the vehicle speed of the vehicle; a strategy determining module configured to determine a target stiffness and damping force adjustment strategy according to a correspondence between the driving mode, the vehicle speed and preset stiffness and damping force adjustment strategies; and a joint control module configured to control opening and closing of electromagnetic valves in the multi-cavity air springs on the vehicle and to control damping forces of the continuous adjustable shock absorbers on the vehicle according to the target stiffness and damping force adjustment strategy.

13. The apparatus of claim 12, wherein, The multi-cavity air spring is a three-cavity air spring, and the joint control module is configured to: control opening and closing of electromagnetic valves in the three-cavity air spring to adjust the adjustable volume of the three-cavity air spring according to the target stiffness and damping force adjustment strategy.

14. The apparatus of claim 12, wherein, Each of the continuous adjustable shock absorbers includes a proportional valve, and the joint control module is configured to: for each of the continuous adjustable shock absorbers, adjust the opening degree of the proportional valve of the continuous adjustable shock absorber to control the damping force of the continuous adjustable shock absorber according to the target stiffness and damping force adjustment strategy.

15. The device of any one of claims 12-14, wherein the multi-cavity air spring is a three-cavity air spring, the number of the continuous adjustable shock absorbers is four, and the preset stiffness and damping force adjustment strategies include at least one of the following adjustment strategies: 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 opening and closing states of electromagnetic valves in the three-cavity air spring to make the stiffness be at a first stiffness level and controlling damping force levels of the four continuous adjustable shock absorbers to be at a first damping force level. The second adjustment strategy includes controlling opening and closing states of electromagnetic valves in the three-cavity air spring to make the stiffness be at a second stiffness level and controlling damping force levels of the four continuous adjustable shock absorbers to be at the first damping force level. The third adjustment strategy includes controlling opening and closing states of electromagnetic valves in the three-cavity air spring to make the stiffness be at the second stiffness level and controlling damping force levels of the four continuous adjustable shock absorbers to be at a second damping force level. The fourth adjustment strategy includes controlling opening and closing states of electromagnetic valves in the three-cavity air spring to make the stiffness be at a third stiffness level and controlling damping force levels of the four continuous adjustable shock absorbers to be at the second damping force level. The fifth adjustment strategy includes controlling opening and closing states of electromagnetic valves in the three-cavity air spring to make the stiffness be at the third stiffness level and controlling damping force levels of the four continuous adjustable shock absorbers to be at a third damping force level. The sixth adjustment strategy includes controlling opening and closing states of electromagnetic valves in the three-cavity air spring to make the stiffness be at a fourth stiffness level and controlling damping force levels of the four continuous adjustable shock absorbers to be at the third damping force level. The order from low to high of the stiffness levels is the first stiffness level, the second stiffness level, the third stiffness level, and the fourth stiffness level, and the order from low to high of the damping force levels is the first damping force level, the second damping force level, and the third damping force level.

16. The apparatus of claim 15, wherein, The strategy determining module is configured to: when the driving mode is comfort and the vehicle speed is less than a first speed threshold, take the first adjustment strategy as the target stiffness and damping force adjustment strategy. the second adjustment strategy is taken as the target stiffness and damping force adjustment strategy when the driving mode is comfort and the vehicle speed is not less than the first speed threshold value; the third adjustment strategy is taken 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 value; the fourth adjustment strategy is taken 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 value; the fifth adjustment strategy is taken 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 value; and the sixth adjustment strategy is taken 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 value. The preset stiffness and damping force adjustment strategies further include a seventh adjustment strategy, which includes controlling the opening and closing states of the electromagnetic valves in the three-cavity air spring to make the stiffness be the fourth stiffness level, and controlling the damping forces of the four continuously adjustable shock absorbers to be the maximum damping force.

17. The apparatus of claim 15, wherein, 18.A stiffness and damping force joint control device, comprising a processor, a memory, and a stiffness and damping force joint control program stored in the memory and executable by the processor, wherein the stiffness and damping force joint control program, when executed by the processor, implements the steps of the stiffness and damping force joint control method according to any one of claims 1 to 11. 19.A computer readable storage medium, having a stiffness and damping force joint control program stored thereon, wherein the stiffness and damping force joint control program, when executed by a processor, implements the steps of the stiffness and damping force joint control method according to any one of claims 1 to 11. 20.A computer program product, comprising a computer program for loading and executing the steps of the stiffness and damping force joint control method according to any one of claims 1 to 11 when executed by a processor. ​

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