CN107685622B

CN107685622B - Suspension, suspension control method, electronic control unit, engine ECU and automobile

Info

Publication number: CN107685622B
Application number: CN201610637718.0A
Authority: CN
Inventors: 康飞; 李憬; 丁奇珑; 韦端利; 董晓晴
Original assignee: SAIC Motor Corp Ltd
Current assignee: SAIC Motor Corp Ltd
Priority date: 2016-08-05
Filing date: 2016-08-05
Publication date: 2020-04-28
Anticipated expiration: 2036-08-05
Also published as: CN107685622A

Abstract

A suspension, a suspension control method, an electronic control unit, an engine ECU and an automobile are provided, wherein the suspension comprises: a housing having an interior cavity, the housing for attachment to an automotive body; the first electromagnet is positioned in the inner cavity and is used for being connected with an engine; a second electromagnet positioned in the interior cavity, the first electromagnet and the second electromagnet opposing each other in a direction from the vehicle body to the suspension; the polarities of the opposite sides of the first electromagnet and the second electromagnet are the same, and the current input into the first electromagnet and the second electromagnet is adjustable. According to the invention, the first electromagnet and the second electromagnet generate magnetic force after being electrified, the first electromagnet and the second electromagnet provide magnetic anti-vibration damping, the vibration and noise transmission of an engine is effectively reduced, the suspension rigidity can be changed according to the current input into the first electromagnet and the second electromagnet, and the suspension rigidity can be adjusted.

Description

Suspension, suspension control method, electronic control unit, engine ECU and automobile

Technical Field

The invention relates to the technical field of automobiles, in particular to a suspension, a suspension control method, an electronic control unit, an engine ECU and an automobile.

Background

At present, vehicles are increasingly incorporated into the lives of ordinary households. People are also paying more attention to the performance indexes of automobiles. Among them, low noise of the vehicle has become a very important index of the comfort of the vehicle. As is well known, the engine is a very important source of vibrations for vehicles. The noise of the automobile is generated by vibration during the operation of the engine and during the driving of the automobile. In order to solve the influence of noise on riding comfort, a suspension is often arranged in an automobile. The suspension is not only the connection means but also an important component to reduce shock impact. The stiffness and damping characteristics of the suspension directly affect the Noise, Vibration, and Harshness (NVH) characteristics of the finished vehicle.

In order to reduce the influence of engine vibration on the comfort in the vehicle, the engine is connected with the vehicle body through suspension. The vibration of the engine is transmitted to the frame or the body longitudinal beam through the suspension, so that the vibration and noise transmission of the engine is reduced to the maximum extent, which is the key for improving the riding comfort of the vehicle.

The suspension directly influences the vibration and noise of the vehicle, and the design structure directly determines the damping and noise reduction effects. The suspension mainly comprises two modes of rubber and hydraulic pressure, wherein the rubber suspension generally comprises a rubber bushing and a bracket, and the hydraulic suspension is filled with special liquid (generally ethylene glycol) besides a main rubber spring.

In some vehicles, where a hydraulic mount is employed, referring to fig. 1, the hydraulic mount 10 includes: the support 11 is coaxially arranged on a main rubber spring 12 in the support 11, a bolt hole 13 is formed in the support 11, and the support 11 is connected with a vehicle body through a bolt arranged in the bolt hole 13; the rubber main spring 12 is provided with a mounting end surface 14 connected with an engine; an upper hydraulic chamber 15 and a lower hydraulic chamber 16 are provided in the rubber main spring 12, and the two hydraulic chambers are communicated with each other through an inertia hole 17 and have a valve plate 18 in the middle.

For the working condition of small vibration excitation, the valve plate 18 is suspended, the inertia hole 17 is unblocked, liquid can flow between the upper chamber and the lower chamber, the rigidity of the whole suspension is relatively small, and the vibration isolation of small-amplitude stable vibration excitation can be realized; for the working condition of large instantaneous vibration excitation, because the upper hydraulic chamber 15 and the lower hydraulic chamber 16 are pressed seriously, the valve plate 18 can not realize suspension, and the inertia hole 17 can be blocked, so that the whole hydraulic suspension 10 forms larger rigidity, and the shock absorption and noise reduction of large vibration excitation are realized.

However, the hydraulic mount 10 can only realize vibration isolation under a working condition with small excitation and a working condition with large excitation, and the rigidity of the hydraulic mount cannot be adjusted in real time, so that the vibration isolation under all working conditions cannot be realized in real time.

Disclosure of Invention

The invention solves the problem that the suspension in the prior art cannot adjust the suspension rigidity in real time.

To solve the above problems, the present invention provides a suspension including: a housing having an interior cavity, the housing for attachment to an automotive body; the first electromagnet is positioned in the inner cavity and is used for being connected with an engine; a second electromagnet positioned in the interior cavity, the first electromagnet and the second electromagnet opposing each other in a direction from the vehicle body to the suspension; the polarities of the opposite sides of the first electromagnet and the second electromagnet are the same, and the current input into the first electromagnet and the second electromagnet is adjustable.

Optionally, the second electromagnet is arranged on two sides of the first electromagnet along the direction from the automobile body to the suspension.

Optionally, the first electromagnet and the second electromagnet are configured to be connected with an electronic control unit; when the electronic control unit judges that the rigidity of the suspension needs to be increased, the electronic control unit increases the current input to the first electromagnet and the second electromagnet; when the electronic control unit determines that the stiffness of the suspension needs to be reduced, the electronic control unit reduces the current input to the first electromagnet and the second electromagnet.

The present invention also provides a suspension control method for controlling the suspension, including: acquiring signals related to the rotating speed, the torque, the gear and the throttle opening of the automobile from an engine ECU;

judging the current driving condition based on the signal;

comparing the current suspension stiffness value with a previous suspension stiffness value, wherein the current suspension stiffness value is the suspension stiffness value required by the current driving working condition, and the previous suspension stiffness value is the suspension stiffness value required by the previous driving working condition;

when the current suspension stiffness value is greater than the previous suspension stiffness value, the electronic control unit increases the current input to the first electromagnet and the second electromagnet;

when the present suspension stiffness value is smaller than the previous suspension stiffness value, the electronic control unit reduces the current input to the first electromagnet and the second electromagnet.

Optionally, the method of obtaining the signal from the engine ECU comprises: requesting the engine ECU to transmit the signal; alternatively, the engine ECU automatically transmits the signal.

Optionally, before comparing the current suspension stiffness value with the previous suspension stiffness value, the method further includes: and acquiring the current suspension stiffness value.

Optionally, the method for obtaining the current suspension stiffness value includes: acquiring a suspension vibration isolation rigidity calculation model corresponding to the current driving working condition; calculating the current suspension stiffness value of the current driving working condition based on the suspension vibration isolation stiffness calculation model corresponding to the current driving working condition

Optionally, the current driving condition is: the system comprises one of a starting working condition, an idling working condition, a fixed gear accelerating working condition, a fixed gear decelerating working condition, a braking working condition, an upshifting working condition and a downshifting working condition.

The present invention also provides an electronic control unit for controlling the suspension described above, comprising: a signal acquisition unit for acquiring signals related to the rotation speed, torque, gear and throttle opening of the automobile from an engine ECU;

the driving condition judging unit is used for judging the current driving condition based on the signal;

the comparison unit is used for comparing the current suspension stiffness value with the previous suspension stiffness value, wherein the current suspension stiffness value is the suspension stiffness value required by the current driving working condition, and the previous suspension stiffness value is the suspension stiffness value required by the previous driving working condition;

an instruction unit configured to output a first instruction or a second instruction based on a comparison result of the comparison unit, the first instruction being output when the current suspension stiffness value is greater than the previous suspension stiffness value, the electronic control unit increasing currents input to the first electromagnet and the second electromagnet;

when the current suspension stiffness value is smaller than the previous suspension stiffness value, outputting the second instruction, and reducing the current input to the first electromagnet and the second electromagnet by the electronic control unit.

Optionally, the comparing unit includes:

the calculation unit is used for calculating the current suspension stiffness value and the previous suspension stiffness value, calculating the current suspension stiffness value according to a suspension vibration isolation stiffness calculation model corresponding to the current driving working condition, and calculating the previous suspension stiffness value according to a suspension vibration isolation stiffness calculation model corresponding to the previous driving working condition;

an output unit that outputs a comparison result based on a calculation result of the calculation unit.

Optionally, the electronic control unit is integrated with the engine ECU.

Optionally, the electronic control unit is connected with an engine ECU.

The invention also provides an engine ECU for sending signals related to the rotation speed, torque, gear and throttle opening of the automobile to the electronic control unit.

Optionally, the engine ECU includes: the acquisition unit is used for acquiring signals related to the rotating speed, the torque, the gear and the opening degree of a throttle valve of the automobile;

and the transmitting unit is used for transmitting the signals related to the rotating speed, the torque, the gear and the throttle opening degree of the automobile to the electronic control unit.

The invention also provides an automobile comprising the suspension.

Optionally, the electronic control unit further comprises any one of the electronic control units.

Optionally, the engine ECU further comprises any one of the above.

Compared with the prior art, the technical scheme of the invention has the following advantages:

the suspension of the invention comprises a housing having an inner cavity in which a first electromagnet and a second electromagnet are oppositely arranged in the direction of the vehicle body to the suspension. The first and second electromagnets have opposite sides of the same polarity, i.e., both N-N poles or both S-S poles. The first electromagnet is used for being connected with an engine, the engine vibration can cause the first electromagnet to be displaced in the direction from the automobile body to the suspension, and the distance between the first electromagnet and the second electromagnet can be reduced. The first electromagnet and the second electromagnet generate magnetic force after being electrified, the magnetic repulsion between the first electromagnet and the second electromagnet is increased due to the fact that the distance between the first electromagnet and the second electromagnet is shortened because the polarities of the opposite sides of the first electromagnet and the second electromagnet are the same, the first electromagnet and the second electromagnet provide magnetic anti-vibration damping, and vibration and noise transmission of the engine are effectively reduced.

In addition, the automobile has different requirements on the suspension stiffness under different working conditions, the suspension stiffness can be changed according to the current input into the first electromagnet and the second electromagnet, and the suspension stiffness can be adjusted.

Drawings

FIG. 1 is a schematic diagram of a prior art hydraulic mount;

FIG. 2 is a schematic view of a mount according to an embodiment of the present invention, showing the connection to an engine;

FIG. 3 is a schematic diagram of the connection between a suspension and an electronic control unit according to an embodiment of the present invention;

fig. 4 is a schematic connection diagram of a suspension, an electronic control unit, a fuse, a power supply and a work indicator according to an embodiment of the invention.

Detailed Description

The suspension in the prior art can not adjust the suspension rigidity in real time. The suspension device is provided with the electromagnets which are oppositely arranged in the inner cavity of the suspension, and the current input into the electromagnets is adjusted by utilizing the principle that like poles repel each other, so that the suspension rigidity is adjusted.

In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below.

Example one

Referring to fig. 2, an embodiment of the present invention provides a suspension 1, including: the shell 10 is provided with an inner cavity 11, the shell 10 is made of metal, the shell 10 is used for being connected with an automobile body, and in the embodiment, the shell 10 is connected with a body longitudinal beam 2 on the automobile body; since the body side member 2 is not easy to open, otherwise the strength of the body side member 2 is weakened and the body side member 2 is easy to break, referring to fig. 3, the body side member 2 is provided with a body bracket 3, and the suspension 1 is connected with the body bracket 3 through a bolt 4. The electromagnet assembly further comprises a first electromagnet 20 and a second electromagnet 30 which are oppositely arranged, wherein the polarities of the opposite sides of the first electromagnet 20 and the second electromagnet 30 are the same, namely, both N-N poles or both S-S poles. The first electromagnet 20 and the second electromagnet 30 are capable of generating a magnetic force when energized.

Wherein the first electromagnet 20 is located in the inner cavity 11 for connection to the engine 40. In this embodiment, the engine 40 is provided with an engine bracket 60, and the first electromagnet 20 is provided with a connecting rod 50; the connecting rod 50 and the engine bracket 60 are fixedly connected by a bolt 70. The first electromagnet 20 and the motor 40 are thus coupled together, and in other embodiments the first electromagnet 20 and the motor 40 may be coupled together by other couplings.

Thus, vibrations generated during operation of the engine 40 are transmitted to the suspension 1 and then to the vehicle body side member 2 via the first electromagnet 20. Therefore, the vibration of the engine 40 may cause the first electromagnet 20 to vibrate, and the vibration amplitude of the first electromagnet 20 needs to be kept small if vibration damping is to be achieved.

Therefore, the second electromagnet 30 of the present embodiment is located in the inner cavity 11, and in the direction from the vehicle body to the suspension 1 (i.e., the vehicle height direction), the first electromagnet 20 and the second electromagnet 30 are opposite; the direction of the vehicle body to the suspension 1 can also be understood as: the automobile is on the road surface and is vertical to the direction of the road surface. The first electromagnet 20 and the second electromagnet 30 have the same polarity on opposite sides, so that when current is applied to the first electromagnet 20 and the second electromagnet 30, the first electromagnet 20 and the second electromagnet 30 generate magnetic force, and have the same polarity on opposite sides and repel each other.

When the engine shock causes the first electromagnet 20 to be displaced in the direction from the automobile body to the suspension 1, the distance between the first electromagnet 20 and the second electromagnet 30 decreases. The first electromagnet 20 and the second electromagnet 30 generate magnetic force after being electrified, the magnetic repulsion between the first electromagnet 20 and the second electromagnet 30 is increased due to the reduction of the distance as the polarities of the opposite sides of the first electromagnet 20 and the second electromagnet 30 are the same, and the magnetic force generated by the second electromagnet 30 prevents the first electromagnet 20 from further displacing in the direction from the automobile body to the suspension 1; that is, the first and

second electromagnets

20 and 30 provide a magnetic anti-vibration damping effective to reduce vibration and noise transmission of the engine 40.

And the current input to the first electromagnet 20 and the second electromagnet 30 is adjustable in magnitude. The automobile has different requirements on the suspension stiffness under different working conditions, and the suspension 1 can change the suspension stiffness according to the current input into the first electromagnet 20 and the second electromagnet 30, so that the suspension stiffness can be adjusted. When the suspension rigidity is required to be large, the current input into the first electromagnet 20 and the second electromagnet 30 is increased, the magnetic anti-vibration damping provided by the first electromagnet 20 and the second electromagnet 30 is increased, and the suspension rigidity is increased; when the suspension stiffness is required to be large, the current input to the first electromagnet 20 and the second electromagnet 30 is reduced, the magnetic anti-seismic damping provided by the first electromagnet 20 and the second electromagnet 30 is reduced, and the suspension stiffness is reduced.

Referring to fig. 2, in the present embodiment, the second electromagnet 30 is provided on both sides of the first electromagnet 20 in the direction from the automobile body to the suspension 1. That is, the second electromagnets 30 are respectively provided on both sides of the first electromagnet 20 in a direction perpendicular to the road surface. That is, the second electromagnet 30 is provided above the first electromagnet 20, and the second electromagnet 30 is provided below the first electromagnet 20. The "upper" and "lower" herein are "upper" and "lower" in a direction perpendicular to the road surface.

Thus, when the vehicle is driven on a road with uneven road surface and the vehicle is in a "jump-up" condition, the first electromagnet 20 tends to displace upward. At this time, the second electromagnet 30 located above the first electromagnet 20 provides the same-polarity magnetic force to the first electromagnet 20, and the first electromagnet 20 is subjected to magnetic shock-resistant damping, so that the upward displacement is difficult to continue, and the shock absorption is effective. When the vehicle is in a "jump down" condition, the first electromagnet 20 has a tendency to displace downwardly. At this time, the second electromagnet 30 located below the first electromagnet 20 provides the same-polarity magnetic force to the first electromagnet 20, and the first electromagnet 20 is subjected to magnetic shock-resistant damping, so that the downward displacement is difficult to continue, and the shock absorption is effective.

That is, the second electromagnet 30 above the first electromagnet 20, and the second electromagnet 30 below the first electromagnet 20, cooperate so that the first electromagnet 20 remains as home as possible. The first electromagnet 20 is displaced by a small amount "upward" and "downward". Effectively absorbing vibrations from the operation of the engine 40.

It should be noted that, in the present embodiment, when the first electromagnet 20 and the second electromagnet 30 are disposed in the inner cavity 11 of the housing 10 of the suspension 1, the outer surface of the first electromagnet 20 is wrapped by a rubber material, and the outer surface of the second electromagnet 30 is also wrapped by a rubber material.

In the case where no power is applied, the rubber material functions to support the first and

second electromagnets

20 and 30 so that the first and

second electromagnets

20 and 30 remain in place. When the first electromagnet 20 and the second electromagnet 30 generate magnetic force when energized, and repel each other, they actually apply magnetic force to the rubber material wrapping the outer surface of the rubber material. In this process, the rubber material coated on the outer surfaces of the first and

second electromagnets

20 and 30 may also generate a certain damping force. Plays a role in shock absorption to a certain extent.

Further, in the present embodiment, the second electromagnets 30 located above and below the first electromagnet 20 are independently provided. In other embodiments, the second electromagnet 30 may be ring-shaped, circumferentially surrounding the first electromagnet 20.

In addition, in the present embodiment, the second electromagnets 30 are provided above and below the first electromagnet 20. In other embodiments, the second electromagnet 30 may be disposed only above the first electromagnet 20; alternatively, the second electromagnet 30 is disposed only below the first electromagnet 20.

Referring to fig. 3, in the present embodiment, the first electromagnet 20 and the second electromagnet 30 are configured to be connected to the electronic control unit 5; a coil 21 is wound on the outer surface of the first electromagnet 20, and the first electromagnet 20 generates magnetic force after the coil 21 is electrified; a coil 31 is wound on the outer surface of the second electromagnet 30, and the second electromagnet 30 generates magnetic force after the coil 31 is electrified. The electronic control unit 5 is connected to the coil 21 of the outer surface of the first electromagnet 20 through a wire 51 and to the coil 31 of the outer surface of the second electromagnet 30 through a wire 52.

Since the electronic control unit 5 is connected to the first electromagnet 20 and the second electromagnet 30 through wires, the magnitude of the current input to the first electromagnet 20 and the second electromagnet 30 can be controlled. When the electronic control unit 5 judges that the suspension rigidity needs to be increased, the electronic control unit 5 increases the current input to the first electromagnet 20 and the second electromagnet 30; when the electronic control unit 5 determines that the suspension rigidity needs to be reduced, the electronic control unit 5 reduces the current input to the first electromagnet 20 and the second electromagnet 30. That is, the electronic control unit 5 may control the current input to the first electromagnet 20 and the second electromagnet 30 to be increased or decreased according to the suspension stiffness requirement.

It is noted that the current input to the first electromagnet 20 is generally less than the current input to the second electromagnet 30; thus, the magnetic force generated by the second electromagnet 30 is greater than the magnetic force generated by the first electromagnet 20, ensuring that the displacement amounts "up" and "down" of the first electromagnet 20 are small.

Example two

The present embodiment further provides a suspension control method for controlling the suspension 1 in the first embodiment, including: acquiring signals on the vehicle speed, torque, gear, throttle opening from the engine ECU 6; judging the current driving condition based on the signal; and comparing the current suspension stiffness value with the previous suspension stiffness value, wherein the current suspension stiffness value is the suspension stiffness value required by the current driving working condition, and the previous suspension stiffness value is the suspension stiffness value required by the previous driving working condition.

When the current suspension stiffness value is greater than the previous suspension stiffness value, the electronic control unit 5 increases the current input to the first electromagnet 20 and the second electromagnet 30; when the present suspension stiffness value is smaller than the previous suspension stiffness value, the electronic control unit 5 reduces the current input to the first electromagnet 20 and the second electromagnet 30.

The method of acquiring the signal from the engine ECU6 is: requesting the engine ECU6 to send the signal; alternatively, the engine ECU6 automatically sends the signal.

Before comparing the current suspension stiffness value with the previous suspension stiffness value, the method further comprises the following steps: and acquiring the current suspension stiffness value. The method for acquiring the current suspension stiffness value comprises the following steps: acquiring a suspension vibration isolation rigidity calculation model corresponding to the current driving working condition; and calculating the current suspension stiffness value of the current driving working condition based on the suspension vibration isolation stiffness calculation model corresponding to the current driving working condition.

The suspension vibration isolation rigidity calculation models under different driving conditions are different, for example: the suspension vibration isolation rigidity calculation model under the D-gear idling condition can calculate the torque output by the whole power assembly mainly through the output torque of an engine and the 1-gear speed ratio, the torque can be simplified into the torque balanced by the counter force of the suspension 1 because the vehicle is static at the moment, the counter force acting on the suspension 1 can be converted by combining the torque with the mounting position parameters of the suspension 1, and then the suspension rigidity is calculated by combining the control target of the suspension vibration isolation rate.

The complexity of a rigidity calculation model of each driving working condition is different from the considered parameters, but the general principle is to establish a stress and motion model of a power assembly system under the working condition and then realize the calculation of a rigidity optimization value by combining a control target, wherein the control target is the engine vibration comfort experienced by passengers, and the adjustment of the suspension rigidity is to avoid the discomfort of the passengers caused by the vibration of the engine.

The current driving working condition is as follows: the system comprises one of a starting working condition, an idling working condition, a fixed gear accelerating working condition, a fixed gear decelerating working condition, a braking working condition, an upshifting working condition and a downshifting working condition.

EXAMPLE III

The embodiment of the present invention further provides an electronic control unit 5, configured to control the suspension 1 in the first embodiment, including: a signal acquisition unit for acquiring signals on the vehicle speed, torque, gear, throttle opening from the engine ECU 6; the driving condition judging unit is used for judging the current driving condition based on the signal; the comparison unit is used for comparing the current suspension stiffness value with the previous suspension stiffness value, wherein the current suspension stiffness value is the suspension stiffness value required by the current driving working condition, and the previous suspension stiffness value is the suspension stiffness value required by the previous driving working condition; and the instruction unit is used for outputting the first instruction or the second instruction based on the comparison result of the comparison unit.

When the current suspension stiffness value is greater than the previous suspension stiffness value, the first instruction is output, and the electronic control unit 5 increases the current input to the first electromagnet 20 and the second electromagnet 30. When the current suspension stiffness value is smaller than the previous suspension stiffness value, the second instruction is output, and the electronic control unit 5 reduces the current input to the first electromagnet 20 and the second electromagnet 30.

The comparison unit includes:

Referring to fig. 3, in the present embodiment, the electronic control unit 5 is connected to the engine ECU6 in a communication or electrical connection manner. In other embodiments, the electronic control unit 5 is integrated with the engine ECU 6. The engine ECU6 is used to send signals regarding the vehicle speed, torque, gear position, and throttle opening to the electronic control unit 5 described above.

The engine ECU6 includes: the acquisition unit is used for acquiring signals related to the rotating speed, the torque, the gear and the opening degree of a throttle valve of the automobile; and a transmitting unit for transmitting the signals related to the rotation speed, the torque, the gear and the throttle opening of the automobile to the electronic control unit 5.

Referring to fig. 4 in conjunction with fig. 3, in the present embodiment, the electronic control unit 5 controls the intensity of current input to the suspension 1 such that the first electromagnet 20 and the second electromagnet 30 generate magnetic fields of different intensities. The principle that the same stages repel each other is utilized, the purpose that suspension rigidity is adjusted to absorb vibration of an engine is achieved, and NVH performance and driving pleasure of the whole vehicle are improved.

During operation of the suspension 1, the electronic control unit 5 will perform a self-test operation for safety reasons. When the suspension 1 has a fault, the electronic control unit 5 controls the working indicator lamp 8 to alarm and remind, the power supply 7 is cut off by fusing the fuse 9, the power supply 7 stops supplying power, and the safety of a vehicle is ensured.

Example four

The present embodiment also provides an automobile comprising the suspension 1 as described in any of the above. Also included is an electronic control unit 5 as described in any of the above. Also included is an engine ECU6 as set forth in any one of the above.

Although the present invention is disclosed above, the present invention is not limited thereto. Various changes and modifications may be effected therein by one skilled in the art without departing from the spirit and scope of the invention as defined in the appended claims.

Claims

1. A suspension control method for controlling a suspension including a housing having an interior cavity, a first electromagnet, and a second electromagnet, the method comprising:

acquiring signals related to the rotating speed, the torque, the gear and the throttle opening of the automobile from an engine ECU;

judging the current driving condition based on the signal;

when the current suspension stiffness value is larger than the previous suspension stiffness value, the electronic control unit increases the current input to the first electromagnet and the second electromagnet;

2. The suspension control method according to claim 1, wherein the method of acquiring the signal from the engine ECU is:

requesting the engine ECU to transmit the signal; alternatively, the engine ECU automatically transmits the signal.

3. The suspension control method of claim 1 wherein comparing the current suspension stiffness value to the previous suspension stiffness value further comprises: and acquiring the current suspension stiffness value.

4. The suspension control method according to claim 3, wherein the method of acquiring the current suspension stiffness value includes:

acquiring a suspension vibration isolation rigidity calculation model corresponding to the current driving working condition;

and calculating the current suspension stiffness value of the current driving working condition based on the suspension vibration isolation stiffness calculation model corresponding to the current driving working condition.

5. The suspension control method according to claim 1, wherein the current driving condition is:

the system comprises one of a starting working condition, an idling working condition, a fixed gear accelerating working condition, a fixed gear decelerating working condition, a braking working condition, an upshifting working condition and a downshifting working condition.

6. An electronic control unit for controlling the suspension controlled by claim 1, comprising:

a signal acquisition unit for acquiring signals related to the rotation speed, torque, gear and throttle opening of the automobile from an engine ECU;

7. The electronic control unit of claim 6,

the comparison unit includes:

8. The electronic control unit of claim 6, wherein the current driving condition is: the system comprises one of a starting working condition, an idling working condition, a fixed gear accelerating working condition, a fixed gear decelerating working condition, a braking working condition, an upshifting working condition and a downshifting working condition.

9. The electronic control unit of claim 8, wherein the electronic control unit is integrated with an engine ECU.

10. The electronic control unit according to claim 6, characterized in that the electronic control unit is connected to an engine ECU.

11. An engine ECU characterized by being configured to send signals regarding a vehicle speed, a torque, a gear, a throttle opening degree to an electronic control unit according to any one of claims 6 to 10.

12. The engine ECU according to claim 11, characterized by comprising:

the acquisition unit is used for acquiring signals related to the rotating speed, the torque, the gear and the opening degree of a throttle valve of the automobile;

13. A vehicle, characterized in that it comprises an electronic control unit according to any one of claims 6-10.

14. The automobile according to claim 13, further comprising an engine ECU according to any one of claims 11 to 12.