A heating method, device and vehicle for a suspension system

Abstract

The application provides a heating method, device and vehicle for a suspension system, the suspension system comprising a temperature control device, the heating method comprising: in response to a trigger of a temperature management strategy, heating the suspension system multiple times, at each heating, heating the suspension system based on detected current working condition information of the suspension system and current residual power of a battery pack of the vehicle, the current working condition information at least comprising current temperature of the suspension system; stopping heating when the suspension system is heated to greater than or equal to a target temperature; wherein a duration of each heating is greater than a time interval between detection of the current working condition information at adjacent two times. The application enables the suspension system to reach the target temperature smoothly and accurately by heating the suspension system multiple times and based on the current working condition information of the suspension system and the current residual power of the battery pack, thereby improving rigidity stability of the suspension system in a low-temperature environment and further improving vehicle NVH performance.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and in particular to a heating method, apparatus, and vehicle for a suspension system. Background Technology

[0002] Currently, in order to improve the noise, vibration and harshness (NVH) performance of the whole vehicle, a suspension system is usually installed between the powertrain and the body / frame. The main vibration isolation structure of the suspension system is usually made of natural rubber (NR).

[0003] However, as a crystalline rubber, NR will weaken the movement of intermolecular chain segments and increase dynamic stiffness in low-temperature environments, affecting the damping performance of the suspension system and thus causing the overall NVH performance of the vehicle to deteriorate. Summary of the Invention

[0004] In view of this, the present invention aims to provide a heating method, device and vehicle for the suspension system to improve the NVH performance of the vehicle in low-temperature environments.

[0005] To achieve the above objectives, the technical solution of the present invention is implemented as follows:

[0006] A heating method for a suspension system, the suspension system including a temperature control device, the heating method comprising:

[0007] In response to the triggering of the temperature management strategy, the suspension system is heated multiple times. During each heating, the suspension system is heated based on the detected current operating condition information of the suspension system and the current remaining power of the vehicle's battery pack. The current operating condition information includes at least the current temperature of the suspension system.

[0008] The heating is stopped when the suspension system is heated to a temperature greater than or equal to the target temperature;

[0009] The duration of each heating cycle is longer than the time interval between two consecutive detections of the current operating condition information.

[0010] Furthermore, the current operating condition information also includes: the current operating rate and rated power of the temperature control device, wherein the operating rate characterizes the magnitude of the supply current of the temperature control device;

[0011] The step of heating the suspension system based on the detected current operating condition information of the suspension system and the current remaining charge of the vehicle's battery pack includes:

[0012] The current output power of the temperature control device is determined based on the current temperature, the current operating speed, the rated power, and the current remaining power.

[0013] Based on the current output power, the temperature control device is used to heat the suspension system.

[0014] Furthermore, determining the current output power of the temperature control device based on the current temperature, the current operating rate, the rated power, and the current remaining power includes:

[0015] Based on the current temperature and the current operating rate, determine the current maximum heating power percentage of the temperature control device;

[0016] The impact coefficient for this event is determined based on the remaining electricity capacity for that event.

[0017] The current output power of the temperature control device is determined based on the current maximum heating power percentage, the rated power, and the current influence coefficient.

[0018] Furthermore, determining the current output power of the temperature control device based on the current maximum heating power percentage, the rated power, and the current influence coefficient includes:

[0019] The output power for that particular cycle is determined using the following formula;

[0020] P 输 =ρ*P 额 *λ;

[0021] Among them, P 输 ρ is the current output power of the temperature control device; ρ is the percentage of the current maximum heating power; P 额 λ is the rated power; λ is the influence coefficient for this event.

[0022] Furthermore, controlling the temperature control device to heat the suspension system based on the current output power includes:

[0023] Based on the current output power, determine the current output voltage of the temperature control device;

[0024] Based on the current output voltage, the temperature control device is used to heat the suspension system.

[0025] Furthermore, prior to each heating step, the heating method further includes:

[0026] Determine whether the response conditions of the temperature management strategy are met. If they are met, execute the heating of the suspension system based on the detected current operating condition information of the suspension system and the current remaining charge of the vehicle's battery pack.

[0027] Furthermore, the response conditions include:

[0028] The connection status between the various components in the suspension system is normal.

[0029] Furthermore, the temperature control device is connected to a notification execution module, which is used to trigger the temperature management strategy.

[0030] Compared with the prior art, the heating method for a suspension system described in this invention has the following advantages:

[0031] This invention provides a heating method, apparatus, and vehicle for a suspension system. The suspension system includes a temperature control device. The heating method includes: responding to the triggering of a temperature management strategy by heating the suspension system multiple times; during each heating, heating the suspension system based on detected current operating condition information of the suspension system and the current remaining charge of the vehicle's battery pack, wherein the current operating condition information includes at least the current temperature of the suspension system; stopping heating when the suspension system is heated to a temperature greater than or equal to a target temperature; wherein the duration of each heating is greater than the time interval between two consecutive detections of the current operating condition information.

[0032] Therefore, before each heating cycle, this invention first detects the current operating conditions of the suspension system and the remaining battery charge. Based on the detected operating conditions and remaining battery charge, the output power of the temperature control device is determined. This allows for real-time updates of the temperature control device's output power according to the suspension system's operating conditions and the remaining battery charge. Then, based on the determined output power, the temperature control device is used to heat the suspension system. Simultaneously, the heating end time of each cycle is ensured to be at least later than the detection time of the suspension system's current operating conditions. This ensures that heating of the suspension system is uninterrupted during the next detection, guaranteeing continuous heating and thus smoothly regulating the suspension system's temperature. Ultimately, this improves the stiffness and stability of the suspension system in low-temperature environments, thereby improving the overall vehicle NVH performance and enhancing passenger comfort.

[0033] Another objective of this invention is to provide a heating device for a suspension system to improve the NVH performance of the vehicle in low-temperature environments.

[0034] To achieve the above objectives, the technical solution of the present invention is implemented as follows:

[0035] A heating device for a suspension system, the heating device comprising:

[0036] The first heating unit is used to heat the suspension system multiple times in response to the triggering of the temperature management strategy. During each heating, the suspension system is heated based on the detected current operating condition information of the suspension system and the current remaining power of the vehicle's battery pack. The current operating condition information includes at least the current temperature of the suspension system.

[0037] The second heating unit is used to stop the heating when the suspension system is heated to a temperature greater than or equal to the target temperature;

[0038] The duration of each heating cycle is longer than the time interval between two consecutive detections of the current operating condition information.

[0039] The heating device and the heating method described above have the same advantages over the prior art, and will not be elaborated here.

[0040] Another objective of this invention is to provide a vehicle that improves the NVH performance of the entire vehicle in low-temperature environments.

[0041] To achieve the above objectives, the technical solution of the present invention is implemented as follows:

[0042] A vehicle includes a heating module for implementing the heating method described above.

[0043] The vehicle described above has the same advantages over the prior art as the heating method described above, which will not be elaborated here. Attached Figure Description

[0044] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0045] Figure 1 A schematic diagram showing the relationship between the dynamic stiffness and frequency of a suspension system at different temperatures;

[0046] Figure 2 This is a flowchart illustrating the steps of a heating method for a suspension system according to an embodiment of the present invention;

[0047] Figure 3 This is a block diagram of a heating device for a suspension system according to an embodiment of the present invention;

[0048] Figure 4 This invention provides a heating system for a suspension system, as described in an embodiment of the present invention.

[0049] Figure 5 This is a schematic diagram of a display interface according to an embodiment of the present invention;

[0050] Figure 6This is a schematic diagram of a computing module according to an embodiment of the present invention.

[0051] Reference numerals: 1. Heating device; 101. First heating unit; 102. Second heating unit; 2. Heating system; 201. Environmental information acquisition module; 202. Temperature control execution module; 203. Notification execution module; 204. Calculation module. Detailed Implementation

[0052] It should be noted that, without conflict, the embodiments and features in the embodiments of the present invention can be combined with each other.

[0053] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0054] In related technologies, the suspension system is a structure that provides an elastic connection between the vehicle's powertrain and the vehicle body / frame. Its performance is directly related to the vibration transmission between the engine and the vehicle body, affecting the overall vehicle's noise, vibration, and harshness (NVH) performance.

[0055] Among them, the main vibration isolation structure of the suspension system usually adopts NR because NR has the characteristics of good elasticity, low dynamic loss and low dynamic-to-static ratio, and can be used in automotive shock absorption products.

[0056] However, as a crystalline rubber, NR experiences reduced intermolecular chain segment movement and increased dynamic stiffness at low temperatures. (Refer to...) Figure 1 , Figure 1 The diagram illustrates the relationship between the dynamic stiffness and frequency of a suspension system at different temperatures. Figure 1 As shown, the lower the temperature, the greater the dynamic stiffness of the suspension system at frequencies of 20-50Hz. The greater the dynamic stiffness of the suspension system, the worse its shock absorption performance, and the worse the NVH performance of the whole vehicle, which affects the comfort of the driver and passengers.

[0057] In view of this, this invention proposes a heating method for a suspension system. The suspension system includes a temperature control device, which is composed of an electric heater. Its main physical quantity is resistance R. When the temperature control device is energized, heat is generated, thereby heating the suspension system and improving the NVH performance of the vehicle in low-temperature environments, ensuring the comfort of passengers. (Refer to...) Figure 2 , Figure 2 A flowchart illustrating the steps of a heating method for a suspension system according to an embodiment of the present invention is shown, as follows: Figure 2 As shown, the steps of this heating method are as follows:

[0058] Step S101: In response to the triggering of the temperature management strategy, the suspension system is heated multiple times. During each heating, the suspension system is heated based on the detected current operating condition information of the suspension system and the current remaining power of the vehicle's battery pack. The current operating condition information includes at least the current temperature of the suspension system.

[0059] The detected operating condition information of the suspension system includes at least the current temperature of the suspension system, that is, the temperature of the suspension system before the current heating, which can be obtained by temperature sensor in practice; the detected remaining charge of the vehicle's battery pack, that is, the remaining charge of the battery pack before the current heating, can be directly obtained by BMS (Battery Management System) in practice.

[0060] Based on the detected temperature of the suspension system and the remaining charge of the battery pack before the current heating cycle, the temperature control device heats the suspension system. After a period of heating, both the temperature of the suspension system and the remaining charge of the battery pack have changed (the temperature of the suspension system rises, and the remaining charge of the battery pack decreases), making it impossible to continue heating the suspension system based on the previously detected temperature and remaining charge of the battery pack before the current heating cycle.

[0061] Therefore, in this embodiment of the invention, after the temperature management strategy is triggered, the temperature control device will be controlled to heat the suspension system multiple times. Before each heating, the current operating condition information of the suspension system (including at least the current temperature of the suspension system) and the current remaining power of the battery pack will be detected. Based on the detected current operating condition information and the current remaining power, the temperature control device will be controlled to heat the suspension system so that each heating can be carried out normally and correctly.

[0062] In addition, in practice, users can obtain the status of the suspension system in real time on the vehicle's in-vehicle terminal. This status refers to the real-time temperature of the suspension system. When the real-time temperature of the suspension system is low, users can trigger the temperature management strategy switch on the in-vehicle terminal, thereby triggering the temperature management strategy.

[0063] Step S102: When the suspension system is heated to a temperature greater than or equal to the target temperature, the heating is stopped.

[0064] In this embodiment of the invention, the temperature of the suspension system is detected in real time (including the temperature of the suspension system before each heating). When the temperature of the suspension system is detected to be greater than or equal to the target temperature, the temperature control device is controlled to stop heating the suspension system.

[0065] The target temperature is 30℃. This is because when the temperature of the suspension system is 30℃, the dynamic stiffness of the NR is relatively small, which will hardly affect the damping performance of the entire suspension system, nor will it affect the NVH performance of the whole vehicle.

[0066] Furthermore, in this embodiment of the invention, the duration of each heating cycle is longer than the time interval between two consecutive detections of the current operating condition information; that is, the end time of each heating cycle is at least later than the detection time of the current operating condition information. In this way, the heating of the suspension system by the temperature control device will not be interrupted during the next detection, ensuring continuous heating of the suspension system, thereby smoothly regulating the temperature of the suspension system and improving the stiffness stability of the suspension system in low-temperature environments. This, in turn, improves the overall NVH performance of the vehicle and enhances the comfort of the passengers.

[0067] The duration of each heating cycle is a preset duration, which cannot be too long. This is to avoid significant changes in the temperature of the suspension system and the remaining charge of the battery pack during the heating cycle, i.e., before the heating cycle ends. Therefore, this embodiment of the invention sets the preset duration to 11ms-15s.

[0068] Meanwhile, in order to ensure continuous heating of the suspension system and thus smoothly regulate the temperature of the suspension system, this embodiment of the invention sets the time interval between two adjacent detections of the current operating condition information to be less than a preset duration, specifically 10ms-10s.

[0069] In addition, it should be noted that the heating time for each heating cycle, i.e. the preset time, can be the same or different, as long as the time interval between two consecutive checks of the current operating condition information is less than the preset time.

[0070] In one optional implementation, the current operating condition information further includes: the current operating rate and rated power of the temperature control device, wherein the operating rate characterizes the magnitude of the supply current of the temperature control device;

[0071] The step of heating the suspension system based on the detected current operating condition information of the suspension system and the current remaining charge of the vehicle's battery pack includes:

[0072] The current output power of the temperature control device is determined based on the current temperature, the current operating speed, the rated power, and the current remaining power.

[0073] Based on the current output power, the temperature control device is used to heat the suspension system.

[0074] In this embodiment of the invention, the detected current operating condition information of the suspension system includes not only the current temperature of the suspension system, but also the current operating speed and rated power of the temperature control device in the suspension system.

[0075] The operating speed is preset and includes three levels: low, medium, and high (at least low and high levels are included). The higher the level, the greater the current supplied by the temperature control device, meaning the faster the temperature control device heats the suspension system; conversely, the lower the level, the smaller the current supplied by the temperature control device, meaning the slower the temperature control device heats the suspension system.

[0076] The rated power of the temperature control device, which is the rated power of the electric heater, is generally 20W.

[0077] After detecting the current temperature, operating speed, and rated power of the suspension system, as well as the current remaining charge of the battery pack, the current output power of the temperature control device is determined. Based on the current output power, the temperature control device is controlled to heat the suspension system. Thus, after a preset heating period (when both the suspension system temperature and the remaining battery charge have changed), the current output power of the temperature control device is updated based on the detected changed suspension system temperature and the changed remaining battery charge, ensuring that the temperature control device outputs the correct power to heat the suspension system until the suspension system is heated to a temperature greater than or equal to the target temperature, at which point heating stops.

[0078] In one optional implementation, determining the current output power of the temperature control device based on the current temperature, the current operating rate, the rated power, and the current remaining power includes:

[0079] Based on the current temperature and the current operating rate, determine the current maximum heating power percentage of the temperature control device;

[0080] The impact coefficient for this event is determined based on the remaining electricity capacity for that event.

[0081] The current output power of the temperature control device is determined based on the current maximum heating power percentage, the rated power, and the current influence coefficient.

[0082] After detecting the current temperature of the suspension system and the operating rate of the temperature control device, the percentage of the maximum heating power of the temperature control device for that current heating cycle can be determined based on the detected current temperature and operating rate. The percentage of the maximum heating power for that current heating cycle represents the maximum output power efficiency of the temperature control device under the current heating conditions (current temperature and operating rate). Specifically, refer to Table 1, which shows the percentage of the maximum heating power for that current heating cycle corresponding to different operating rates and different current temperatures.

[0083] Table 1. Percentage of maximum heating power corresponding to the temperature at different operating rates

[0084]

[0085]

[0086] For example, as shown in Table 1, if the operating speed is detected to be low and the temperature is 0°C, then the maximum heating power percentage of the temperature control device for that heating cycle is 30%.

[0087] Once the percentage of the maximum heating power and the rated power of the temperature control device for the current cycle are determined, the output power of the temperature control device for the current cycle can be determined. However, when the remaining charge of the vehicle's battery pack is low, it may not be possible to ensure that the temperature control device heats the suspension system for the preset duration at the determined current output power, or in other words, it may heat multiple times. Therefore, this embodiment of the invention introduces an additional influence coefficient, which is determined based on the remaining charge of the battery pack for the current cycle. The lower the remaining charge, the smaller the influence coefficient, and vice versa. Specifically, refer to Table 2, which shows the influence coefficients corresponding to different remaining charges for the current cycle.

[0088] Table 2. Influence coefficients corresponding to different remaining electricity quantities in each cycle

[0089] Remaining power at this time <20％ 20％-80％ ≥80％ Influence coefficient 0.5 0.8 1

[0090] For example, as shown in Table 2, if the remaining power is detected to be 60%, then the influence coefficient for that heating cycle is 0.8.

[0091] Once the percentage of the maximum heating power and the rated power of the temperature control device for the current cycle, as well as the influence coefficient, are determined, the output power of the temperature control device for the current cycle can be determined. The output power of the temperature control device for the current cycle can be determined using the following formula:

[0092] P 输 =ρ*P 额 *λ;

[0093] Among them, P 输 ρ represents the current output power of the temperature control device; ρ is the percentage of the current maximum heating power; P 额 λ represents the rated power; λ is the influence coefficient for this event.

[0094] For example, ρ is 30%, P 额 Given 20W and λ = 0.8, then P 输 =30%﹡20W﹡0.8=4.8W.

[0095] It should be noted that the percentage of maximum heating power corresponding to the current temperature not given in Table 1 can be determined by the principle of linear interpolation, and the percentage of maximum heating power corresponding to the current temperature given in Table 1, as well as the influence coefficients corresponding to different remaining power in different current times given in Table 2, are only examples. For those skilled in the art, obvious changes or modifications made based on the embodiments of the present invention are still within the protection scope of the present invention.

[0096] In one optional implementation, controlling the temperature control device to heat the suspension system based on the current output power includes:

[0097] Based on the current output power, determine the current output voltage of the temperature control device;

[0098] Based on the current output voltage, the temperature control device is used to heat the suspension system.

[0099] Once the output power of the temperature control device for the current operation is determined, the output voltage of the temperature control device for the current operation is determined according to the following formula:

[0100] P 输 =U 2 / R;

[0101] Among them, P 输 U is the current output power of the temperature control device; U is the current output voltage of the temperature control device; R is the resistance of the temperature control device (the resistance of the temperature control device is a known fixed value).

[0102] Based on the current output voltage of the temperature control device, the temperature control device is controlled to heat the suspension system.

[0103] In one alternative implementation, the heating method further includes, prior to each heating step:

[0104] Determine whether the response conditions of the temperature management strategy are met. If they are met, execute the heating of the suspension system based on the detected current operating condition information of the suspension system and the current remaining charge of the vehicle's battery pack.

[0105] The response conditions include: the connection status between the various components in the suspension system is normal.

[0106] In this embodiment of the invention, before detecting the current operating condition information of the suspension system, the current remaining power of the vehicle's battery pack, and controlling the temperature control device to heat the suspension system, it is necessary to ensure that the connection status between the various components in the suspension system is normal, that is, to ensure that the suspension system can work normally.

[0107] In practical implementation, it is also necessary to ensure that the connection between the suspension system and the temperature control device is normal, meaning the temperature control device can heat the suspension system, and that the connection between the suspension system and the temperature sensor is normal, meaning the temperature sensor can detect and acquire the temperature of the suspension system. When both of the above connection states are normal, in response to the triggering of the temperature management strategy, the suspension system is heated based on the detected current operating condition information of the suspension system and the current remaining charge of the vehicle's battery pack.

[0108] In practical implementation, a connection status sensor can be used to detect whether the connection status is normal. This can be done using a single connection status sensor or by using multiple sensors to detect the connection status separately.

[0109] In addition, the connectivity status sensor can also be used to detect whether the temperature management strategy has been triggered. When the connectivity status sensor detects that the temperature management strategy has been triggered, it immediately checks whether each connectivity status is normal. If all are normal, in response to the triggering of the temperature management strategy, it heats the suspension system based on the detected current operating conditions of the suspension system and the remaining charge of the vehicle's battery pack. If the connectivity status sensor does not detect that the temperature management strategy has been triggered, or determines that one or more connectivity statuses are abnormal, the temperature management strategy will not be responded to.

[0110] In one optional implementation, the temperature control device is connected to a notification execution module, which is used to trigger the temperature management strategy.

[0111] The notification execution module includes a communication device and an in-vehicle terminal.

[0112] The communication device is used to connect the temperature control device to the vehicle terminal; the vehicle terminal is equipped with a temperature management strategy switch, which the user can trigger to activate the temperature management strategy.

[0113] In one alternative embodiment, the temperature control device is disposed within the rubber body of the suspension system or within the damping fluid of the suspension system.

[0114] In order to heat the suspension system without affecting its operation, the embodiments of the present invention place the temperature control device in the rubber body of the suspension system or in the damping fluid of the suspension system.

[0115] In this embodiment of the invention, before each heating cycle, the current operating condition information of the suspension system and the remaining charge of the battery pack are detected. Based on the detected operating condition information and remaining charge, the output power of the temperature control device is determined for that cycle. This allows for real-time updates of the temperature control device's output power according to the operating condition of the suspension system and the remaining charge of the battery pack. Then, based on the determined output power, the temperature control device is used to heat the suspension system. Simultaneously, the heating end time of each cycle is ensured to be at least delayed after the detection time of the current operating condition information of the suspension system. This ensures that the heating of the suspension system by the temperature control device is uninterrupted during the next detection, guaranteeing continuous heating and thus smoothly regulating the temperature of the suspension system. Ultimately, this improves the stiffness and stability of the suspension system in low-temperature environments, thereby improving the overall vehicle NVH performance and enhancing passenger comfort.

[0116] Based on the same inventive concept, embodiments of the present invention also propose a heating device for a suspension system, wherein the suspension system includes a temperature control device, and the heating device refers to... Figure 3 , Figure 3 A block diagram of a heating device for a suspension system according to an embodiment of the present invention is shown, such as... Figure 3 As shown, the heating device 1 includes:

[0117] The first heating unit 101 is used to heat the suspension system multiple times in response to the triggering of the temperature management strategy. During each heating, the suspension system is heated based on the detected current operating condition information of the suspension system and the current remaining power of the vehicle's battery pack. The current operating condition information includes at least the current temperature of the suspension system.

[0118] Among them, the detected operating condition information of the suspension system at the current time includes at least the current temperature of the suspension system, that is, the temperature of the suspension system before the current heating, which can be obtained by temperature sensor in specific implementation; the detected remaining power of the vehicle's battery pack at the current time, that is, the remaining power of the battery pack before the current heating, can be obtained directly by BMS in specific implementation.

[0119] Based on the detected temperature of the suspension system and the remaining charge of the battery pack before the current heating cycle, the temperature control device heats the suspension system. After a period of heating, both the temperature of the suspension system and the remaining charge of the battery pack have changed (the temperature of the suspension system rises, and the remaining charge of the battery pack decreases), making it impossible to continue heating the suspension system based on the previously detected temperature and remaining charge of the battery pack before the current heating cycle.

[0120] Therefore, in this embodiment of the invention, after the temperature management strategy is triggered, the first heating unit 101 controls the temperature control device to heat the suspension system multiple times. Before each heating, the current operating condition information of the suspension system (including at least the current temperature of the suspension system) and the current remaining power of the battery pack are detected. Based on the detected current operating condition information and the current remaining power, the temperature control device is then controlled to heat the suspension system so that each heating can be performed normally and correctly.

[0121] The second heating unit 102 is used to stop the heating when the suspension system is heated to a temperature greater than or equal to the target temperature.

[0122] In this embodiment of the invention, the temperature of the suspension system is detected in real time (including the temperature of the suspension system before each heating). When the temperature of the suspension system is detected to be greater than or equal to the target temperature, the second heating unit 102 controls the temperature control device to stop heating the suspension system.

[0123] The target temperature is 30℃. This is because when the temperature of the suspension system is 30℃, the dynamic stiffness of the NR is relatively small, which will hardly affect the damping performance of the entire suspension system, nor will it affect the NVH performance of the whole vehicle.

[0124] Furthermore, in this embodiment of the invention, the duration of each heating cycle is longer than the time interval between two consecutive detections of the current operating condition information. That is, the end time of each heating cycle is at least later than the detection time of the current operating condition information of the suspension system. In this way, the heating of the suspension system by the first heating unit 101 will not be interrupted during the next detection, ensuring continuous heating of the suspension system. This allows for stable temperature control of the suspension system and improves its stiffness stability in low-temperature environments, thereby improving the overall vehicle NVH performance and enhancing the comfort of passengers.

[0125] Based on the same inventive concept, this invention also proposes a heating system to implement the above-mentioned heating method, thereby heating the suspension system to improve its stiffness and stability in low-temperature environments, thus improving the overall vehicle NVH performance and enhancing passenger comfort. (Refer to...) Figure 4 The heating system 2 includes: an environmental information acquisition module 201, a temperature control execution module 202, a notification execution module 203, and a calculation module 204.

[0126] The environmental information acquisition module 201 includes a temperature sensor, a connection status sensor, and a BMS (Battery Management System) installed inside the suspension system. The temperature sensor detects the temperature of the suspension system; the connection status sensor detects the connection status between the components of the heating system 2 and whether the connection between the heating system 2 and the suspension system is normal; for example, it detects whether the connection between the temperature sensor and the suspension system is normal; the BMS detects the remaining charge of the vehicle's battery pack. After the environmental information acquisition module 201 completes its detection and acquisition, it sends the acquired temperature of the suspension system and the remaining charge of the battery pack to the calculation module 204.

[0127] The temperature control execution module 202 includes a temperature control device, which is composed of an electric heater. Its main physical quantity is resistance R. When the temperature control device is energized, it generates heat, thereby heating the suspension system. In order to heat the suspension system without affecting its operation, this embodiment of the invention places the temperature control device in the rubber body of the suspension system or in the damping fluid of the suspension system.

[0128] The notification execution module 203 includes a communication device and an in-vehicle terminal.

[0129] The communication device is used for communication between the environmental information acquisition module 201, the temperature control execution module 202, the calculation module 203 and the vehicle terminal. The communication method can be radio frequency, Bluetooth, socket, wire connection, etc.

[0130] The vehicle-mounted terminal includes a display interface, as shown in the reference. Figure 5 , Figure 5 A schematic diagram of a display interface according to an embodiment of the present invention is shown, such as... Figure 5 As shown, the display interface includes a 3D perspective view of the vehicle, vehicle status, suspension system status, and settings menu.

[0131] The system includes a 3D perspective view of the vehicle to display the position of the suspension system within the vehicle, specifically using different colors to indicate the position. The vehicle status view displays the connection status detected by the connection status sensor. The suspension system status view displays the real-time temperature of the suspension system. The settings menu includes a temperature management strategy switch and different operating speed settings for the temperature control device. The operating speed represents the current supplied by the temperature control device, with three levels: low, medium, and high (at least low and high). A higher speed indicates a larger current supplied by the temperature control device, meaning faster heating of the suspension system; conversely, a lower speed indicates a smaller current supplied by the temperature control device, meaning slower heating of the suspension system. Users can trigger the temperature management strategy switch in the settings menu to activate the temperature management strategy, and can also select the operating speed setting. Once the operating speed is determined, the on-board terminal sends the determined operating speed to the calculation module 204.

[0132] Computing module 204 includes a software layer and a hardware layer, as detailed in the following reference. Figure 6 , Figure 6 A schematic diagram of a computing module according to an embodiment of the present invention is shown, such as... Figure 6 As shown, the software layer includes: operating system, applications, libraries, APIs (Application Programming Interfaces), and other software services.

[0133] The operating system is used to manage hardware resources at the hardware layer and provide public services at the software layer.

[0134] Libraries are public infrastructures that provide services for applications, and they typically enable software modules to perform tasks in a more direct and easier way.

[0135] Applications are used to facilitate user interaction with operating systems, libraries, APIs, or other software services by creating user interfaces.

[0136] API, a set of predefined interfaces (such as functions or HTTP interfaces), or conventions for connecting different components of a software system, provides applications and developers with a set of routines that can be accessed based on certain software or hardware.

[0137] Other software services are software used to enable or facilitate user interaction with hardware at the hardware layer.

[0138] The hardware layer includes: processor, memory / storage, signal receiving / output modules, and other hardware.

[0139] A processor, one or more in number, communicates with memory / storage and is a functional unit that interprets computer instructions and processes data in the software of the computer, used to perform the heating method described above.

[0140] Memory / storage medium, a computer-readable medium that stores (memory is temporary storage, storage is long-term storage) computer instructions for performing the heating method described above.

[0141] Signal receiving / output module, a module used for signal receiving and output.

[0142] Other hardware refers to the hardware components used by the computing system to implement its entire information processing flow.

[0143] Therefore, the calculation module 204 can process the data detected and acquired by the environmental information acquisition module 201 and the notification execution module 203, output the processed data, and transmit it to the temperature control execution module 202 to heat the suspension system. Specifically, the calculation module 204 receives the temperature of the suspension system and the remaining power of the battery pack sent by the environmental information acquisition module 201, as well as the operating speed sent by the vehicle terminal. After receiving the data, the calculation module 204 determines the output power of the temperature control device based on the temperature of the suspension system, the remaining power of the battery pack, the operating speed, and the pre-stored rated power of the temperature control device, and sends the output power to the temperature control execution module 202, thereby controlling the temperature control device to heat the suspension system.

[0144] After a period of heating, both the temperature of the suspension system and the remaining charge of the battery pack have changed (the temperature of the suspension system rises, and the remaining charge of the battery pack decreases). Therefore, it is impossible to determine the output power of the temperature control device based on the previously detected temperature of the suspension system (temperature before heating) and the remaining charge of the battery pack (remaining charge before heating). Thus, in this embodiment of the invention, the temperature of the suspension system and the remaining charge of the battery pack are detected multiple times. Based on these multiple detections, the multiple output power of the temperature control device is determined to perform multiple heating cycles on the suspension system.

[0145] The heating time for each test is longer than the time interval between two adjacent tests. This ensures that the temperature control device will not interrupt the heating of the suspension system during the next test, thus ensuring continuous heating of the suspension system. This allows for stable temperature regulation of the suspension system and improves the stiffness and stability of the suspension system in low-temperature environments, thereby improving the overall NVH performance of the vehicle and enhancing the comfort of passengers.

[0146] The heating duration for each heating cycle is a preset duration, which cannot be too long. This is to avoid significant changes in the temperature of the suspension system and the remaining charge of the battery pack during the heating cycle, i.e., before the heating cycle ends. Therefore, this embodiment of the invention sets the preset duration to 11ms-15s.

[0147] Meanwhile, in order to ensure continuous heating of the suspension system and thus smoothly regulate the temperature of the suspension system, this embodiment of the invention sets the time interval between two adjacent detections to be less than a preset duration, specifically 10ms-10s.

[0148] Based on the same inventive concept, this invention also proposes a vehicle, which includes a heating module for implementing the above-described heating method.

[0149] For the device and system embodiments, since they are basically similar to the method embodiments, the description is relatively simple, and relevant parts can be referred to in the description of the method embodiments.

[0150] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0151] Although preferred embodiments of the present invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of the embodiments of the present invention.

[0152] It should also be noted that, in this document, the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are used only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, relational terms such as "first" and "second" are merely used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations, nor should they be construed as indicating or implying relative importance. Moreover, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or terminal device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or terminal device. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or terminal device that includes the element.

[0153] The technical solution provided by this invention has been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of this invention. The descriptions of the above embodiments are only for the purpose of helping to understand this invention, and the content of this specification should not be construed as a limitation of this invention. Furthermore, for those skilled in the art, there will be different forms of changes in the specific implementation methods and application scope based on this invention. It is neither necessary nor possible to exhaustively list all implementation methods here, but obvious changes or modifications derived therefrom are still within the protection scope of this invention.

Claims

1. A heating method for a suspension system, characterized in that, The suspension system includes a temperature control device, and the heating method includes: In response to the triggering of the temperature management strategy, the suspension system is heated multiple times. During each heating, the suspension system is heated based on the detected current operating condition information of the suspension system and the current remaining power of the vehicle's battery pack. The current operating condition information includes at least the current temperature of the suspension system. The heating is stopped when the suspension system is heated to a temperature greater than or equal to the target temperature; The duration of each heating cycle is greater than the time interval between two consecutive detections of the current operating condition information; The current operating condition information also includes: the current operating rate and rated power of the temperature control device, wherein the operating rate characterizes the magnitude of the supply current of the temperature control device; The step of heating the suspension system based on the detected current operating condition information of the suspension system and the current remaining charge of the vehicle's battery pack includes: The current output power of the temperature control device is determined based on the current temperature, the current operating speed, the rated power, and the current remaining power. Based on the current output power, the temperature control device is controlled to heat the suspension system; Determining the current output power of the temperature control device based on the current temperature, the current operating rate, the rated power, and the current remaining power includes: Based on the current temperature and the current operating rate, determine the current maximum heating power percentage of the temperature control device; The impact coefficient for this event is determined based on the remaining electricity capacity for that event. The current output power of the temperature control device is determined based on the current maximum heating power percentage, the rated power, and the current influence coefficient.

2. The heating method according to claim 1, characterized in that, Determining the current output power of the temperature control device based on the current maximum heating power percentage, the rated power, and the current influence coefficient includes: The output power for that particular cycle is determined using the following formula; ； in, The current output power of the temperature control device; The percentage of the maximum heating power at that time; The rated power; The current influence coefficient is denoted as .

3. The heating method according to claim 1, characterized in that, The step of controlling the temperature control device to heat the suspension system based on the current output power includes: Based on the current output power, determine the current output voltage of the temperature control device; Based on the current output voltage, the temperature control device is used to heat the suspension system.

4. The heating method according to claim 1, characterized in that, Before each heating, the heating method further includes: Determine whether the response conditions of the temperature management strategy are met. If they are met, execute the heating of the suspension system based on the detected current operating condition information of the suspension system and the current remaining charge of the vehicle's battery pack.

5. The heating method according to claim 4, characterized in that, The response conditions include: The connection status between the various components in the suspension system is normal.

6. The heating method according to claim 1, characterized in that, The temperature control device is connected to a notification execution module, which is used to trigger the temperature management strategy.

7. A heating device for a suspension system, characterized in that, The suspension system includes a temperature control device, and the heating device includes: The first heating unit is used to heat the suspension system multiple times in response to the triggering of the temperature management strategy. During each heating, the suspension system is heated based on the detected current operating condition information of the suspension system and the current remaining power of the vehicle's battery pack. The current operating condition information includes at least the current temperature of the suspension system. The second heating unit is used to stop the heating when the suspension system is heated to a temperature greater than or equal to the target temperature; The duration of each heating cycle is greater than the time interval between two consecutive detections of the current operating condition information; The current operating condition information also includes: the current operating rate and rated power of the temperature control device, wherein the operating rate characterizes the magnitude of the supply current of the temperature control device; The step of heating the suspension system based on the detected current operating condition information of the suspension system and the current remaining charge of the vehicle's battery pack includes: The current output power of the temperature control device is determined based on the current temperature, the current operating speed, the rated power, and the current remaining power. Based on the current output power, the temperature control device is controlled to heat the suspension system; Determining the current output power of the temperature control device based on the current temperature, the current operating rate, the rated power, and the current remaining power includes: Based on the current temperature and the current operating rate, determine the current maximum heating power percentage of the temperature control device; The impact coefficient for this event is determined based on the remaining electricity capacity for that event. The current output power of the temperature control device is determined based on the current maximum heating power percentage, the rated power, and the current influence coefficient.

8. A vehicle, characterized in that, It includes a heating module, which is used to implement the heating method as described in any one of claims 1-6.

Images