A method for drawing oil from a vehicle oil pump, a vehicle, a computer program product, and a storage medium.

Abstract

This application provides a vehicle oil pump suction method, a vehicle, a computer program product, and a storage medium. The method includes: acquiring vehicle driving parameters during vehicle operation; the driving parameters include acceleration; determining a real-time oil angle based on the driving parameters, the real-time oil angle being the angle formed between the oil surface during vehicle operation and the oil surface when the vehicle is stationary; and controlling the state of an oil circuit switch based on the relationship between the real-time oil angle and a preset angle threshold, so that oil drawn by a target oil suction port among a plurality of oil suction ports is delivered to the oil pump; the state includes an open state and a closed state. By dynamically adjusting the state of multiple oil circuit switches, it is ensured that the oil pump can draw oil through at least one oil circuit under different driving conditions, while avoiding the oil pump from drawing in cavitation.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically, to a vehicle oil pump suction method, a vehicle, a computer program product, and a storage medium. Background Technology

[0002] A car's fuel pump draws fluid from the fuel tank or oil pan through a suction port to supply fluid to various systems such as the engine lubrication system, fuel system, and hydraulic system, ensuring the vehicle's normal operation. However, vehicles do not always travel smoothly on level roads; they frequently encounter uphill and downhill sections, as well as sudden deceleration and acceleration. During these situations, the fuel level in the tank may change from horizontal to tilted backward or forward. A suction port facing only downward may not be able to draw in any fuel, causing the fuel pump to cavitate. If air gets into the fuel system, it can form bubbles, leading to unstable oil pressure, affecting normal fuel flow, and potentially damaging the fuel pump and other components that rely on fuel. Therefore, effectively preventing fuel pump cavitation is a problem that urgently needs to be solved. Summary of the Invention

[0003] The purpose of this application is to provide a method for a vehicle oil pump to draw oil, a vehicle, a computer program product, and a storage medium, so as to achieve the technical effect of preventing the oil pump from drawing in air.

[0004] A first aspect of this application provides a method for a vehicle oil pump to draw oil. The vehicle includes an oil reservoir for storing oil, a plurality of oil inlets for drawing oil from the oil reservoir, and a plurality of oil circuit switches. Each oil inlet is located at a different position within the oil reservoir. Each oil circuit switch is connected to at least one oil inlet. The oil circuit switch is used to deliver the oil drawn by the corresponding oil inlet to the oil pump. The method includes:

[0005] During the vehicle's operation, the vehicle's driving parameters are acquired; the driving parameters include acceleration.

[0006] The real-time angle of the oil is determined based on the driving parameters. The real-time angle of the oil is the angle formed between the oil surface during vehicle movement and the oil surface when the vehicle is stationary.

[0007] Based on the relationship between the real-time angle of the oil and the preset angle threshold, the state of the oil circuit switch is controlled so that the oil drawn by the target oil suction port among the multiple oil suction ports is delivered to the oil pump; the state includes an open state and a closed state.

[0008] In the above implementation process, by dynamically adjusting the state of multiple oil circuit switches, it is ensured that the oil pump can draw oil through at least one oil circuit under different driving conditions, while avoiding the oil pump from drawing in dry air.

[0009] Further, the acceleration includes lateral acceleration based on the vehicle coordinate system; determining the real-time angle of the fluid based on the driving parameters includes:

[0010] The first oil tilt angle corresponding to the lateral acceleration is determined as the real-time oil angle, wherein the first oil tilt angle is the angle formed by the oil surface when the vehicle is traveling on a horizontal surface with the lateral acceleration and the oil surface when the vehicle is stationary on a horizontal surface.

[0011] In the above implementation process, by monitoring the lateral acceleration based on the vehicle coordinate system, the tilt angle of the oil level relative to the vehicle when stationary can be determined in real time, i.e., the real-time oil angle. Monitoring the real-time oil angle helps to dynamically adjust the oil circuit, ensuring that the oil pump draws oil from the most advantageous suction port, maintaining the stability and continuity of oil supply even under dynamic conditions such as vehicle turning or lateral acceleration.

[0012] Furthermore, the driving parameters also include vehicle tilt angle, which includes pitch angle and roll angle; the acceleration includes longitudinal acceleration based on the vehicle coordinate system; determining the real-time oil angle based on the driving parameters includes:

[0013] Determine the second hydraulic tilt angle corresponding to the longitudinal acceleration; the second hydraulic tilt angle is the angle formed between the hydraulic surface when the vehicle is traveling on a horizontal surface with the longitudinal acceleration and the hydraulic surface when the vehicle is stationary on a horizontal surface;

[0014] The real-time angle of the oil is determined based on the second oil tilt angle and the vehicle tilt angle.

[0015] In the above implementation process, the determination of the real-time oil angle not only takes into account the influence of longitudinal acceleration on the oil surface, but also the influence of vehicle tilt angle (pitch angle and roll angle) on the oil surface. By combining the tilt angle of the oil when the vehicle is moving with longitudinal acceleration with the vehicle's pitch angle and roll angle, the real-time oil angle, that is, the true tilt state of the oil surface under the current driving conditions, can be calculated more comprehensively.

[0016] Further, the acceleration includes lateral acceleration and longitudinal acceleration based on the vehicle coordinate system; the driving parameters also include vehicle tilt angle, which includes pitch angle and roll angle; determining the real-time angle of the hydraulic fluid based on the driving parameters includes:

[0017] Determine the first hydraulic tilt angle corresponding to the lateral acceleration; the first hydraulic tilt angle is the angle formed between the hydraulic surface when the vehicle is traveling on a horizontal surface with the lateral acceleration and the hydraulic surface when the vehicle is stationary on a horizontal surface;

[0018] Determine the second hydraulic tilt angle corresponding to the longitudinal acceleration; the second hydraulic tilt angle is the angle formed between the hydraulic surface when the vehicle is traveling on a horizontal surface with the longitudinal acceleration and the hydraulic surface when the vehicle is stationary on a horizontal surface;

[0019] The real-time angle of the oil is determined based on the first oil tilt angle, the second oil tilt angle, and the vehicle tilt angle.

[0020] In the above implementation process, the determination of the real-time oil angle takes into account the influence of lateral and longitudinal acceleration on the oil level, as well as the influence of vehicle tilt angle (pitch angle and roll angle) on the oil level. Even when the vehicle is driving on complex road conditions, such as mountains, sharp bends or uneven roads, the real-time oil angle can be accurately calculated to ensure optimal oil management under various conditions.

[0021] Furthermore, the oil suction port includes at least a first oil suction port, a second oil suction port, a third oil suction port, and a fourth oil suction port, wherein the first oil suction port is located in front of the oil storage chamber, the second oil suction port is located behind the oil storage chamber, the third oil suction port is located on the left side of the oil storage chamber, and the fourth oil suction port is located on the right side of the oil storage chamber.

[0022] In the above implementation process, oil suction ports are set in the front, back, left, and right directions of the oil storage chamber, so that no matter what driving conditions the vehicle is in, at least one oil suction port is below the oil level, ensuring the supply of oil.

[0023] Furthermore, the oil circuit switch is in the open state; controlling the state of the oil circuit switch based on the relationship between the real-time oil angle and a preset angle threshold includes:

[0024] Determine the first angular component of the real-time angle of the oil in the front-back direction and the second angular component in the left-right direction;

[0025] If the first angle component is greater than the preset first angle threshold, the oil circuit switch corresponding to the first oil suction port is turned off.

[0026] If the first angle component is less than the preset second angle threshold, the oil circuit switch corresponding to the second oil suction port is closed; the preset first angle threshold is greater than the preset second angle threshold.

[0027] If the second angle component is greater than the preset third angle threshold, the oil circuit switch corresponding to the third oil suction port is turned off.

[0028] If the second angle component is less than the preset fourth angle threshold, the oil circuit switch corresponding to the fourth oil suction port is turned off; the preset third angle threshold is greater than the preset fourth angle threshold.

[0029] In the above implementation process, the opening and closing state of the oil circuit switch is dynamically adjusted based on the relationship between the real-time oil angle and the preset angle threshold. This mechanism ensures that the oil pump can effectively draw oil under any vehicle posture, avoiding situations where the oil pump sucks up air or the oil supply is insufficient.

[0030] Furthermore, the vehicle also includes a filter device located between the oil inlet and the oil circuit switch, the filter device being used to filter impurities in the oil.

[0031] In the above process, the filter device is placed between the oil inlet and the oil circuit switch. Its main function is to remove impurities from the oil, ensure the purity of the oil, and thus protect the engine and other critical systems from contamination damage.

[0032] A second aspect of this application provides a vehicle that uses any of the methods of the first aspect.

[0033] A third aspect of this application provides a computer program product, the computer program product including a computer program, which, when executed by a processor, implements any of the methods described in the first aspect.

[0034] A fourth aspect of this application provides a computer-readable storage medium having a computer program stored thereon, the computer program being executed by a processor to implement any of the methods described in the first aspect. Attached Figure Description

[0035] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0036] Figure 1 A schematic flowchart illustrating a vehicle oil pump suction method provided in an embodiment of this application;

[0037] Figure 2 A schematic flowchart illustrating another vehicle oil pump suction method provided in this application embodiment;

[0038] Figure 3A schematic flowchart illustrating another vehicle oil pump suction method provided in this application embodiment;

[0039] Figure 4 A schematic diagram of the overall system flow provided in this application embodiment;

[0040] Figure 5 This is a schematic diagram of an oil absorption system provided in an embodiment of this application. Detailed Implementation

[0041] The technical solutions in the embodiments of this application will now be described with reference to the accompanying drawings.

[0042] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, in the description of this application, terms such as "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0043] Currently, how to effectively prevent oil pump cavitation is an urgent problem to be solved.

[0044] To address any of the problems raised above, embodiments of this application provide a method for a vehicle oil pump to draw oil, referring to... Figure 1 , Figure 1 This is a schematic flowchart of a vehicle oil pump suction method provided in an embodiment of this application.

[0045] In this embodiment, the vehicle includes an oil reservoir for storing oil, multiple oil inlets for drawing oil from the oil reservoir, and multiple oil circuit switches; wherein each oil inlet is located at a different position in the oil reservoir; each oil circuit switch is connected to at least one oil inlet; the oil circuit switch is used to deliver the oil drawn by the corresponding oil inlet to the oil pump; the method includes:

[0046] Step S10: During the vehicle's operation, acquire the vehicle's driving parameters; the driving parameters include acceleration;

[0047] It should be noted that the execution entity in this embodiment can be a vehicle controller, such as a microprocessor, microcontroller unit (MCU), engine control unit (ECU), powertrain control module (PCM), dedicated oil pump controller, etc.

[0048] In a vehicle, the term "oil reservoir" can refer to several different parts. The main function of the oil reservoir is to store and supply necessary oil. The following are some common types of oil reservoirs in vehicles: oil tank, oil pan, transmission oil pan, power steering oil reservoir, cooling system expansion tank, hydraulic suspension oil tank, and air conditioning compressor oil tank.

[0049] Hydraulic circuit switches come in different forms and names in various vehicle systems. Their purpose includes controlling the flow of hydraulic fluid, allowing or blocking fluid through the hydraulic circuit. Here are some common types of hydraulic circuit switches: manual hydraulic circuit switches, solenoid valves, electric valves, hydraulic screw switches, check valves, ball valves, butterfly valves, needle valves, and diaphragm valves.

[0050] The oil suction port is a single, downward-facing design. Multiple oil suction ports located at different positions within the oil reservoir are provided to ensure the oil pump can effectively draw oil regardless of the vehicle's posture. This embodiment does not limit the specific location of the oil suction ports. For example, oil suction ports can be located in the oil reservoir at the front, rear, left, and right sides corresponding to the vehicle's direction of travel, or at the top, middle, and bottom of the oil reservoir. This embodiment uses the example of setting one oil suction port each at the front, rear, left, and right sides corresponding to the vehicle's direction of travel within the oil reservoir.

[0051] One or more oil suction ports are connected to an oil circuit switch via oil pipes. For example, an oil suction port is provided in the oil reservoir at positions corresponding to the front, rear, left, and right sides in the vehicle direction, and each oil suction port is connected to an oil circuit switch via an oil pipe. The function of the oil circuit switch is to control the flow of oil from a specific oil suction port to the oil pump, typically implemented through a solenoid valve or electric valve, which can quickly open or close according to a control signal.

[0052] As an example, in the lubricating oil sump (i.e., oil reservoir) at the bottom of the transmission or reducer housing, an oil suction port, an oil passage, and a solenoid valve connected to each oil suction port via an oil passage are arranged at the front, rear, left, and right sides corresponding to the vehicle direction. The solenoid valve is used to deliver the lubricating oil drawn from the lubricating oil sump to the oil pump. The oil pump outlet is connected to other oil passages in the housing, and the lubricating oil pumped out by the oil pump can be delivered to various bearings and gears for lubrication or cooling according to the product design requirements through different oil passages.

[0053] It should be understood that the driving parameters are collected in real time. This embodiment does not limit the time interval of the collection. The acquisition of driving parameters mainly relies on sensors, including sensors that measure acceleration. The sensors can be external or fixed to the vehicle. This embodiment will use the acquisition of driving parameters collected by sensors fixed to the vehicle as an example. The acceleration sensor can measure the vehicle's acceleration in three dimensions (forward, lateral, and vertical), including the vehicle's acceleration, deceleration, and lateral acceleration during cornering.

[0054] As can be understood, acceleration refers to the rate at which a vehicle's speed changes with time. It can be linear acceleration or angular acceleration, and acceleration is classified into the following categories:

[0055] Linear acceleration: The rate of change of a vehicle's velocity along a straight line, including acceleration (positive acceleration) and deceleration (negative acceleration, also known as deceleration). Linear acceleration can be further subdivided into:

[0056] Forward acceleration: The forward acceleration that occurs when a vehicle accelerates.

[0057] Rearward acceleration: The backward acceleration that occurs when a vehicle decelerates or brakes;

[0058] Lateral acceleration: The acceleration that occurs along the lateral direction of a vehicle when it turns.

[0059] Angular acceleration: the rate of change of a vehicle’s rotational speed about an axis, such as the acceleration of a vehicle’s rotation about its vertical axis when turning.

[0060] Step S20: Determine the real-time oil angle based on the driving parameters. The real-time oil angle is the angle formed between the oil surface during vehicle driving and the oil surface when the vehicle is stationary.

[0061] It should be noted that during vehicle operation, the distribution of fluid in the reservoir can be affected by the vehicle's dynamic changes (such as acceleration, deceleration, turning, or driving on uneven roads), causing the fluid level to change relative to when the vehicle is stationary.

[0062] For example, the fluid level when the vehicle is stationary can be determined by the following steps: Place the vehicle on a level surface, ensuring all four tires are evenly in contact with the ground without tilting. Wait for a period of time to allow the fluid to fully stabilize. For transparent or semi-transparent fluid reservoirs, the fluid level can be observed directly; it can also be measured using a dipstick; or a fluid level sensor can be used to obtain real-time data on the fluid level when the vehicle is stationary, thus determining the position of the fluid level at rest. Over time, fluid consumption and replenishment may affect the position of the fluid level when stationary. Therefore, it is necessary to periodically check and recalibrate the fluid level to ensure that the volume of fluid being measured is the same as the volume when the vehicle is stationary when calculating the angle between the dynamic fluid level (i.e., the fluid level during vehicle movement) and the stationary fluid level.

[0063] It should be understood that the real-time angle of the fluid changes according to the driving parameters, and the included angle determined based on acceleration can be positive or negative.

[0064] In practical implementation, the system identifies the vehicle's dynamic behaviors such as acceleration, deceleration, turning, or bumping based on acceleration. Based on the vehicle's acceleration, the dynamic distribution of the oil is estimated using fluid dynamics principles, thus obtaining the dynamic position of the oil, or this can be obtained from an oil level sensor. The position of the oil surface when the vehicle is stationary is also obtained; when the vehicle is stationary, the oil surface is typically parallel to the bottom of the reservoir. The angle between the two is calculated through the following steps: ① Coordinate system transformation: Transform the dynamic position of the oil and the position of the oil surface when the vehicle is stationary to the same reference coordinate system; ② Vector calculation: Represent the oil surface position as a vector and calculate the angle between the dynamic oil surface vector and the stationary oil surface vector; ③ Use vector dot product or cross product to calculate the angle between the two vectors. During vehicle movement, the above steps are repeated in real time to continuously update the dynamic position of the oil surface and the angle between it and the stationary oil surface.

[0065] Step S30: Based on the relationship between the real-time oil angle and the preset angle threshold, control the state of the oil circuit switch so that the oil sucked by the target oil suction port among the multiple oil suction ports is delivered to the oil pump; the state includes an open state and a closed state.

[0066] It should be noted that there may be multiple preset angle thresholds. Each angle threshold is used to determine the state of the corresponding oil circuit switch. Multiple preset angle thresholds can be obtained through simulation calculation or actual calibration.

[0067] For example, the relationship between the real-time oil angle and a preset angle threshold is used to determine whether the oil circuit switch is open or closed. The preset angle threshold is pre-set based on the oil pump, oil circuit design, and vehicle dynamics, and is used to determine when the oil pump can effectively draw oil from a specific suction port. If the real-time oil angle exceeds a certain threshold, it means that the oil level may be below a certain suction port, and the oil circuit switch for that suction port should be closed to prevent the oil pump from running dry. Conversely, if the real-time oil angle is within another threshold range, it indicates that the oil level covers the suction port, and the oil circuit switch should be opened. If the oil circuit switch is initially open, it remains open, allowing the oil pump to draw oil.

[0068] The target oil suction port is an oil suction port located below the oil level that will not cause cavitation. The oil circuit switch corresponding to the target oil suction port is opened to ensure that the oil sucked in by the target oil suction port can be delivered to the oil pump through the oil circuit switch.

[0069] In this embodiment, by monitoring the vehicle's driving parameters, the angle between the dynamic oil level and the static oil level can be calculated in real time. Based on a comparison of this angle with a preset angle threshold, the most suitable oil intake port is selected, and the corresponding oil circuit switch is opened to ensure that the oil pump can draw oil from the optimal position, maintaining a stable oil supply even when the vehicle is in dynamic change. Simultaneously, by comparing the angle with the preset angle threshold, unsuitable oil intake ports can be identified, and their corresponding oil circuit switches can be closed, effectively preventing the oil pump from drawing in cavitation.

[0070] Based on any of the above embodiments, the acceleration includes lateral acceleration based on the vehicle coordinate system; determining the real-time angle of the fluid based on the driving parameters includes:

[0071] The first oil tilt angle corresponding to the lateral acceleration is determined as the real-time oil angle, wherein the first oil tilt angle is the angle formed by the oil surface when the vehicle is traveling on a horizontal surface with the lateral acceleration and the oil surface when the vehicle is stationary on a horizontal surface.

[0072] This embodiment provides a method for determining the real-time angle of the hydraulic fluid when a vehicle turns at a constant speed on a level road. Of course, the constant speed can also be relatively constant, and the level road can also be relatively level; the specific settings should be based on not causing a significant angle between the hydraulic fluid surface and the stationary hydraulic fluid surface.

[0073] It should be noted that a vehicle experiences lateral acceleration when turning or subjected to lateral forces. This acceleration is measured by the vehicle's lateral acceleration sensor, which is typically mounted on the vehicle and references the vehicle's coordinate system.

[0074] / / When a vehicle travels along a curved path, it is subject to centripetal force, which forces the vehicle to move towards the center of the circle. This centripetal force causes the vehicle to produce lateral acceleration.

[0075] Understandably, due to inertia, lateral acceleration causes the oil in the reservoir to tilt to one side, away from the direction of lateral acceleration. This tilting phenomenon causes the oil level to no longer be parallel to the bottom of the reservoir, or in other words, it causes the oil level to no longer coincide with the oil level when the vehicle is stationary on a horizontal plane, but rather forms a tilt angle.

[0076] In this embodiment, based on the monitored lateral acceleration, the tilt angle of the oil level relative to the oil level when the vehicle is stationary is calculated, i.e., the first oil tilt angle. This first oil tilt angle is considered as the real-time oil angle, reflecting the actual tilt state of the oil level under dynamic driving conditions. By monitoring lateral acceleration and calculating the real-time oil angle, not only can oil management be optimized to adapt to complex road conditions, but the level of vehicle intelligence can also be improved.

[0077] Based on any of the above embodiments, the driving parameters further include vehicle tilt angle, which includes pitch angle and roll angle; the acceleration includes longitudinal acceleration based on the vehicle coordinate system; determining the real-time angle of the hydraulic fluid based on the driving parameters includes:

[0078] Determine the second hydraulic tilt angle corresponding to the longitudinal acceleration; the second hydraulic tilt angle is the angle formed between the hydraulic surface when the vehicle is traveling on a horizontal surface with the longitudinal acceleration and the hydraulic surface when the vehicle is stationary on a horizontal surface;

[0079] This embodiment provides a method for determining the real-time angle of the hydraulic fluid when a vehicle is traveling with longitudinal acceleration on a slope. Of course, the road surface can also be level or relatively level. The method for determining the real-time angle of the hydraulic fluid when a vehicle is traveling with longitudinal acceleration on a level or relatively level road surface should also fall within the scope of protection of this embodiment.

[0080] It's important to note that vehicle tilt angle is a parameter describing the degree of tilt of a vehicle relative to a horizontal plane or reference plane. It includes two main parts: pitch angle and roll angle. Pitch angle describes the vehicle's tilt along its length, i.e., the relative height difference between the front and rear of the vehicle relative to the horizontal plane. When the front of the vehicle is higher than the rear, such as when the vehicle is going uphill, the pitch angle can be positive; conversely, when the front of the vehicle is lower than the rear, such as when the vehicle is going downhill, the pitch angle can be negative. Roll angle describes the vehicle's tilt along its width, i.e., the height difference between one side of the vehicle and the other side. When the left side of the vehicle is higher than the right side, such as on a slope where the right side is lower, the roll angle can be positive; conversely, when the left side is lower than the right side, such as on a slope where the left side is lower, the roll angle can be negative.

[0081] Longitudinal acceleration describes the acceleration of a vehicle in the forward or backward direction, that is, the acceleration along the longitudinal axis of the vehicle's coordinate system (usually the forward axis of the vehicle). Positive values ​​of longitudinal acceleration indicate vehicle acceleration, while negative values ​​indicate vehicle deceleration.

[0082] In practice, when a vehicle accelerates or decelerates, it generates longitudinal acceleration, which is the acceleration along the direction of the vehicle's movement. This acceleration causes the oil in the reservoir to tilt along the length of the vehicle. The angle formed by the oil surface relative to the oil surface when the vehicle is stationary when it is moving with a specific longitudinal acceleration is called the second oil tilt angle.

[0083] The real-time angle of the oil is determined based on the second oil tilt angle and the vehicle tilt angle.

[0084] In practical implementation, besides the oil tilt caused by longitudinal acceleration, the vehicle's pitch angle (tilt along the front and rear axles) and roll angle (tilt along the left and right axles) also affect the oil level. When the vehicle is driving on uneven roads or turning, changes in the pitch and roll angles further alter the tilt state of the oil level. In this embodiment, the real-time oil angle is the actual tilt angle of the oil level obtained by comprehensively considering the second oil tilt angle and the vehicle tilt angle. The determination of the real-time oil angle typically involves vector algebra or coordinate transformation. First, the second oil tilt angle is expressed as the tilt angle along the vehicle coordinate system; second, the vehicle tilt angle (pitch angle and roll angle) is also expressed as the tilt angle in the same coordinate system; finally, the two are combined through vector synthesis or matrix operations to obtain the real-time oil angle.

[0085] In this embodiment, based on longitudinal acceleration, the tilt angle of the oil level relative to a stationary state during vehicle acceleration or deceleration is calculated; this is the second oil tilt angle. This angle reflects the tilt of the oil within the reservoir along the vehicle's length due to inertia. Simultaneously considering the vehicle's pitch angle (tilt along the front and rear axles) and roll angle (tilt along the left and right axles), the second oil tilt angle is combined with the vehicle's tilt angles (pitch and roll) to calculate the real-time oil angle. In complex road conditions, such as mountains, sharp bends, or uneven surfaces, the accurate calculation of the real-time oil angle helps in subsequently calculating a more accurate relationship between the real-time oil angle and a preset angle threshold, thereby maintaining the stable operation of the oil supply system and ensuring that vehicle performance is not affected.

[0086] Based on any of the above embodiments, the acceleration includes lateral acceleration and longitudinal acceleration based on the vehicle coordinate system; the driving parameters also include vehicle tilt angle, which includes pitch angle and roll angle; the determination of the real-time oil angle based on the driving parameters includes, for example... Figure 2 Steps S21-S23 are shown below:

[0087] Step S21: Determine the first oil tilt angle corresponding to the lateral acceleration; the first oil tilt angle is the angle formed by the oil surface when the vehicle is traveling on a horizontal surface with the lateral acceleration and the oil surface when the vehicle is stationary on a horizontal surface;

[0088] This embodiment provides a method for determining the real-time angle of the hydraulic fluid when a vehicle is traveling on a slope with lateral and longitudinal acceleration. Of course, the road surface can also be level or relatively level.

[0089] Understandably, vehicles experience both lateral and longitudinal acceleration simultaneously under many conditions. These two types of acceleration can occur concurrently in various driving scenarios, depending on the vehicle's motion and road conditions. Below are some typical driving conditions where the vehicle experiences both lateral and longitudinal acceleration simultaneously:

[0090] Acceleration / deceleration while turning: When a vehicle accelerates or decelerates while turning, it will simultaneously generate lateral acceleration (acceleration caused by centripetal force during turning) and longitudinal acceleration (acceleration caused by acceleration or deceleration);

[0091] Driving on uneven surfaces: When driving on uneven surfaces, vehicles encounter ups and downs, which causes longitudinal acceleration. Additionally, if the surface has lateral inclines or curves, lateral acceleration will also occur.

[0092] Emergency obstacle avoidance maneuvers: During an emergency obstacle avoidance maneuver, the driver may need to simultaneously steer and accelerate or decelerate to avoid the obstacle. In this situation, the vehicle will experience strong lateral and longitudinal acceleration simultaneously;

[0093] Turning uphill / downhill: When turning on a slope, a vehicle will experience both longitudinal acceleration caused by the slope and lateral acceleration caused by the turn.

[0094] Track driving: In high-performance driving or racing, vehicles often need to perform complex cornering, acceleration and deceleration at high speeds, which will generate significant lateral and longitudinal acceleration at the same time.

[0095] It should be understood that, based on the monitored lateral acceleration, the tilt angle of the oil surface relative to the oil surface when the vehicle is stationary is calculated, i.e., the first oil tilt angle.

[0096] Step S22: Determine the second oil tilt angle corresponding to the longitudinal acceleration; the second oil tilt angle is the angle formed by the oil surface when the vehicle is traveling on the horizontal surface with the longitudinal acceleration and the oil surface when the vehicle is stationary on the horizontal surface;

[0097] Understandably, when a vehicle accelerates or decelerates, it experiences longitudinal acceleration, which is the acceleration along the direction of the vehicle's movement. This acceleration causes the oil in the reservoir to tilt along the length of the vehicle. The angle formed by the oil surface relative to the oil surface when the vehicle is stationary when it is moving with a specific longitudinal acceleration is called the second oil tilt angle.

[0098] Step S23: Determine the real-time angle of the oil based on the first oil tilt angle, the second oil tilt angle, and the vehicle tilt angle.

[0099] It should be noted that the first oil tilt angle, the second oil tilt angle, and the vehicle tilt angle can all be positive, negative, or 0.

[0100] In practice, the first oil tilt angle, the second oil tilt angle, and the vehicle tilt angle (pitch angle or roll angle) are added together to determine the real-time oil angle.

[0101] In this embodiment, by comprehensively considering all factors affecting oil tilt, including longitudinal acceleration, lateral acceleration and vehicle tilt angle, the actual position and tilt degree of the oil can be estimated more accurately.

[0102] Based on any of the above embodiments, the oil suction port includes at least a first oil suction port, a second oil suction port, a third oil suction port, and a fourth oil suction port, wherein the first oil suction port is located in front of the oil storage chamber, the second oil suction port is located behind the oil storage chamber, the third oil suction port is located on the left side of the oil storage chamber, and the fourth oil suction port is located on the right side of the oil storage chamber.

[0103] It should be noted that the oil suction port can have more than 4 oil passages. The number of oil suction ports can be increased or the specific location of the oil suction ports can be changed according to the characteristics of the internal structure of the oil storage chamber.

[0104] The first oil suction port is located in front of the oil reservoir, which means that when the vehicle is moving forward, the oil suction port can maintain the oil supply because the oil tends to move backward (especially when the vehicle decelerates or brakes).

[0105] The second oil suction port is located behind the oil reservoir. When the vehicle accelerates, the oil tends to move forward, at which point the rear oil suction port can work effectively.

[0106] The third and fourth oil suction ports are located on the left and right sides of the oil reservoir, respectively. They are designed to address the issue of oil shifting inwards when the vehicle is turning or experiencing lateral acceleration. When the vehicle turns left or right, the oil moves outwards from the tank, allowing the inner suction ports to continue drawing oil.

[0107] In this embodiment, by setting multiple oil suction ports at different positions in the oil tank, oil can be continuously obtained when the vehicle experiences different accelerations and tilt angles, preventing the oil pump from sucking in air and causing the oil supply to be interrupted.

[0108] Based on any of the above embodiments, the oil circuit switch is in the open state; controlling the state of the oil circuit switch based on the relationship between the real-time oil angle and the preset angle threshold includes, for example: Figure 3 Steps S31-S35 are shown below:

[0109] Step S31: Determine the first angular component of the real-time angle of the oil in the front-back direction and the second angular component in the left-right direction;

[0110] It should be noted that the first angular component in the front-rear direction refers to the tilt angle of an object relative to the horizontal plane along its longitudinal axis. For example, the angular component in the front-rear direction refers to the degree to which the front of a vehicle tilts upwards or downwards relative to the ground during driving. When the front of the vehicle tilts, the oil level in the reservoir will also tilt to the same degree. For instance, when a vehicle goes uphill, the front of the vehicle tilts upwards, and the oil level will tilt to the same degree, resulting in a positive first angular component; when a vehicle goes downhill, the front of the vehicle tilts downwards, and the oil level will tilt to the same degree, resulting in a negative first angular component.

[0111] The second angular component in the left-right direction describes the tilt angle of an object along its lateral axis. For example, the left-right angular component refers to the degree to which one side of a vehicle rises or falls relative to the other when the vehicle is turning or driving on a side slope. At this time, the oil level in the reservoir will also tilt to the same degree. For instance, when the vehicle turns left, the left side of the oil level in the reservoir will drop relatively, generating a positive second angular component; conversely, when turning right, the right side of the oil level in the reservoir will drop relatively, generating a negative second angular component.

[0112] Step S32: If the first angle component is greater than the preset first angle threshold, turn off the oil circuit switch corresponding to the first oil suction port;

[0113] It should be noted that the preset first angle threshold can be obtained by simulation calculation or actual calibration. The preset first angle threshold represents the critical risk angle at which the oil intake port in front of the vehicle will be sucked into the air when the front of the vehicle is tilted upward. The preset first angle threshold is positive.

[0114] The first angle component refers to the tilt angle in the front-to-rear direction. If the front of the vehicle rises too much or the rear drops too much (i.e., the tilt angle exceeds the preset first angle threshold), the oil in the front of the reservoir may move away from the first oil inlet. To prevent the oil pump from running dry, the oil circuit switch connected to the first oil inlet is closed.

[0115] Step S33: If the first angle component is less than the preset second angle threshold, close the oil circuit switch corresponding to the second oil suction port; the preset first angle threshold is greater than the preset second angle threshold.

[0116] It should be noted that the preset second angle threshold can be obtained by simulation calculation or actual calibration. The preset second angle threshold represents the critical risk angle at which the oil intake port at the rear will be sucked into the air when the front of the vehicle is tilted downwards. The preset second angle threshold is negative.

[0117] When the vehicle's front end lowers sufficiently to move the oil away from the second oil intake port, close the oil circuit switch connected to the second oil intake port. The second oil intake port is located behind the oil reservoir; therefore, when the vehicle's front end lowers, the oil tends to concentrate towards the front of the reservoir, thus reducing or eliminating the oil level at the second oil intake port. To prevent the oil pump from operating without oil, close the oil circuit switch corresponding to this oil intake port, directing the oil pump to draw oil from other intake ports that are still filled with oil.

[0118] It should be understood that when the first angle component is within the range of the preset second angle threshold to the first angle threshold (i.e., the first angle component is greater than or equal to the preset second angle threshold and less than or equal to the preset first angle threshold), the oil circuit switches corresponding to the first oil suction port and the second oil suction port are kept in the open state.

[0119] Step S34: If the second angle component is greater than the preset third angle threshold, close the oil circuit switch corresponding to the third oil suction port;

[0120] It should be noted that the preset third angle threshold can be obtained by simulation calculation or actual calibration. The preset third angle threshold represents the critical risk angle at which the oil intake port on the right side is emptied when the left side of the vehicle is relatively lowered and the right side is relatively raised. The preset third angle threshold is positive.

[0121] The second angle component being greater than the preset third angle threshold means that when the vehicle tilts laterally, one side rises more than the other, resulting in a positive roll angle. For example, if the vehicle tilts to the right (i.e., the right side is lower and the left side is higher), the oil will flow to the right side of the reservoir, away from the third oil intake port located on the left.

[0122] Step S35: If the second angle component is less than the preset fourth angle threshold, close the oil circuit switch corresponding to the fourth oil suction port; the preset third angle threshold is greater than the preset fourth angle threshold.

[0123] It should be noted that the preset fourth angle threshold can be obtained by simulation calculation or actual calibration. The preset fourth angle threshold represents the critical risk angle of the oil intake port on the left side being emptied when the left side of the vehicle is relatively raised and the right side is relatively lowered. The preset fourth angle threshold is negative.

[0124] If the second angle component is less than the preset fourth angle threshold, it indicates that the vehicle is tilted to the left (i.e., the left side is lower and the right side is higher), resulting in a negative roll angle. In this case, the oil will flow to the left side of the reservoir, away from the fourth oil intake port located on the right side.

[0125] It should be understood that when the second angle component is within the range of the preset fourth angle threshold to the third angle threshold (i.e., the second angle component is greater than or equal to the preset fourth angle threshold and less than or equal to the preset third angle threshold), the oil circuit switches corresponding to the third oil suction port and the fourth oil suction port are kept in the open state.

[0126] like Figure 4 As shown, Figure 4 This is a schematic diagram of the overall system flow provided in an embodiment of this application. All oil circuit switches are in the on state by default. The current pitch angle and roll angle, as well as the corresponding lateral and longitudinal accelerations, are obtained through the vehicle's tilt sensor and acceleration sensor. Based on the obtained information, the first angular component (φ) in the front-rear direction and the second angular component (ω) in the left-right direction are calculated. If φ is greater than the first angle threshold, it indicates that the front of the vehicle has lifted significantly and the oil is moving away from the first oil intake port, so the oil circuit switch corresponding to the first oil intake port is closed; if φ is less than the second angle threshold, it indicates that the rear of the vehicle has lifted significantly and the oil is moving away from the second oil intake port, so the oil circuit switch corresponding to the second oil intake port is closed. Similarly, the oil circuit switches corresponding to the third and fourth oil suction ports are closed under different vehicle operating conditions. This allows for dynamic adjustment of the oil circuit switch status based on the vehicle's attitude and acceleration information, ensuring that the oil circuit switches corresponding to the oil suction ports above the oil level are closed in a timely manner to prevent cavitation. All oil circuit switches are in the open state by default. Oil suction ports are set in the front, back, left, and right directions of the oil reservoir, ensuring that at least one oil suction port can draw oil from the oil tank under various driving conditions.

[0127] In this embodiment, the first angular component in the front-to-back direction and the second angular component in the left-to-right direction are compared with preset thresholds. If the angular component exceeds these thresholds, a specific oil intake port is closed. This can adapt to changes in different road conditions, such as high-speed turning, going uphill or downhill, rapid acceleration or deceleration, etc., ensuring effective oil supply under various postures and avoiding cavitation.

[0128] Based on any of the above embodiments, the vehicle further includes a filter device located between the oil inlet and the oil circuit switch, the filter device being used to filter impurities in the oil.

[0129] Understandably, filtering impurities through a filter helps protect other precision components such as fuel pumps, fuel injectors, and fuel pressure regulators from wear or clogging, thus extending the lifespan of these components.

[0130] It should be noted that the filtration device can be set according to actual needs, such as suction filter, fuel filter, air filter, oil filter, water filter, hydraulic oil filter, general filter, etc.

[0131] like Figure 5As shown, Figure 5 This is a schematic diagram of an oil suction system provided in an embodiment of this application. Taking an oil suction system in the lubricating oil sump at the bottom of a transmission or reducer housing as an example, the figure shows a cross-section in the forward direction of the vehicle. An oil suction port, a filter, an oil passage, and a solenoid valve are respectively arranged in the front-to-back direction. The arrangement in the left-to-right direction is similar to the front-to-back direction, with an oil suction port, a filter, an oil passage, and a solenoid valve also respectively arranged in the left-to-right direction. The filter is adjacent to the oil suction port, which is located in front of the filter. The filter connects and mates with the oil passage in the housing. An O-ring is placed between the filter and the inner diameter of the oil passage in the housing to ensure that no large impurities enter the oil passage. The oil piping is integrated into the housing. Each oil passage at a different location on the bottom of the housing is connected to the inlet of a two-position solenoid valve, which is normally open. All four solenoid valves are fixed inside a dedicated valve body. Valve 1 controls the front suction port, valve 2 controls the rear suction port, valve 3 controls the left suction port, and valve 4 controls the right suction port. The outlet ports of the solenoid valves, after being installed in the valve body, converge at a single outlet. The outlet of the solenoid valve is connected to the inlet of the electric pump (i.e., the hydraulic pump). A filter is installed in front of the pump inlet to further improve oil cleanliness and prevent wear and abnormal damage during pump operation. The pump outlet is connected to other oil passages in the housing. The lubricating oil pumped by the pump can be delivered to various bearings and gears for lubrication or cooling, according to product design requirements.

[0132] In this embodiment, by providing a filtration device, some system components of the vehicle are protected from damage by pollutants and impurities.

[0133] Based on the methods described in any of the above embodiments, this application also provides a vehicle that uses the methods described in any of the above embodiments to absorb oil.

[0134] Based on the methods described in any of the above embodiments, this application also provides a computer program product, which includes one or more computer programs or instructions. The computer program or instructions may be stored in a computer-readable storage medium or transferred from one computer-readable storage medium to another. When executed by a processor, the computer program implements the methods described in any of the above embodiments.

[0135] Based on the methods described in any of the above embodiments, this application also provides a computer storage medium storing a computer program, which, when executed by a processor, can be used to perform the methods described in any of the above embodiments.

[0136] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can also be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0137] In addition, the functional modules in the various embodiments of this application can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0138] If the aforementioned functions are implemented as software functional modules and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0139] The above description is merely an embodiment of this application and is not intended to limit the scope of protection of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application. It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0140] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0141] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus 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 apparatus. 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 apparatus that includes said element.

Claims

1. A method for drawing oil using a vehicle oil pump, characterized in that, The vehicle includes an oil reservoir for storing oil, multiple oil inlets for drawing oil from the oil reservoir, and multiple oil circuit switches; wherein each oil inlet is located at a different position in the oil reservoir; each oil circuit switch is connected to at least one oil inlet; the oil circuit switch is used to deliver the oil drawn by the corresponding oil inlet to the oil pump; the method includes: During the vehicle's operation, the vehicle's driving parameters are acquired; the driving parameters include acceleration. The real-time angle of the oil is determined based on the driving parameters. The real-time angle of the oil is the angle formed between the oil surface during vehicle movement and the oil surface when the vehicle is stationary. Based on the relationship between the real-time oil angle and the preset angle threshold, the state of the oil circuit switch is controlled so that the oil sucked by the target oil suction port among the multiple oil suction ports is delivered to the oil pump; the state includes an open state and a closed state. The acceleration includes lateral acceleration and longitudinal acceleration based on the vehicle coordinate system; the driving parameters also include vehicle tilt angle, which includes pitch angle and roll angle; determining the real-time fluid angle based on the driving parameters includes: determining a first fluid tilt angle corresponding to the lateral acceleration; the first fluid tilt angle is the angle formed between the fluid surface when the vehicle is traveling on a horizontal surface with the lateral acceleration and the fluid surface when the vehicle is stationary on a horizontal surface; determining a second fluid tilt angle corresponding to the longitudinal acceleration; the second fluid tilt angle is the angle formed between the fluid surface when the vehicle is traveling on a horizontal surface with the longitudinal acceleration and the fluid surface when the vehicle is stationary on a horizontal surface; and determining the real-time fluid angle based on the first fluid tilt angle, the second fluid tilt angle, and the vehicle tilt angle.

2. The method as described in claim 1, characterized in that, The oil suction port includes at least a first oil suction port, a second oil suction port, a third oil suction port, and a fourth oil suction port, wherein the first oil suction port is located in front of the oil storage chamber, the second oil suction port is located behind the oil storage chamber, the third oil suction port is located on the left side of the oil storage chamber, and the fourth oil suction port is located on the right side of the oil storage chamber.

3. The method as described in claim 2, characterized in that, The oil circuit switch is in the open state; controlling the state of the oil circuit switch based on the relationship between the real-time oil angle and a preset angle threshold includes: Determine the first angular component of the real-time angle of the oil in the front-back direction and the second angular component in the left-right direction; If the first angle component is greater than the preset first angle threshold, the oil circuit switch corresponding to the first oil suction port is turned off. If the first angle component is less than the preset second angle threshold, the oil circuit switch corresponding to the second oil suction port is closed; the preset first angle threshold is greater than the preset second angle threshold. If the second angle component is greater than the preset third angle threshold, the oil circuit switch corresponding to the third oil suction port is turned off. If the second angle component is less than the preset fourth angle threshold, the oil circuit switch corresponding to the fourth oil suction port is turned off; the preset third angle threshold is greater than the preset fourth angle threshold.

4. The method as described in claim 1, characterized in that, The vehicle also includes a filter device located between the oil inlet and the oil circuit switch, which is used to filter impurities in the oil.

5. A vehicle, characterized in that, The vehicle uses a vehicle oil pump suction method according to any one of claims 1-4 to suction oil.

6. A computer program product, characterized in that, The computer program product includes a computer program that, when executed by a processor, implements the method described in any one of claims 1-4.

7. A computer-readable storage medium, characterized in that, It stores computer instructions that, when executed by a processor, implement the steps of any of the methods described in claims 1-4.

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