Heat dissipation device of damping assembly, heat dissipation control method and vehicle

Abstract

The invention discloses a heat dissipation device of a shock absorption assembly, a heat dissipation control method and a vehicle. The technical problem that a shock absorber in the prior art is prone to sealing failure and liquid leakage is solved. The heat dissipation device comprises a damping assembly, the damping assembly comprises an air spring and a damper, a leather bag of the air spring is connected to the damper through an upper support, a dustproof sleeve is arranged outside a body of the damper in a clearance sleeving mode, and the upper end of the dustproof sleeve is connected with an outer cylinder of the air spring; a heat dissipation cavity is defined by the outer cylinder, the leather bag, the upper support, the shock absorber body and the dustproof sleeve, the outer cylinder of the air spring is provided with an air inlet communicating with the heat dissipation cavity, and the lower end of the dustproof sleeve is provided with an air outlet communicating with the heat dissipation cavity; the temperature sensor is used for detecting the temperature of the body of the shock absorber; the compression assembly is communicated with the air inlet so as to provide a cooling medium for the heat dissipation cavity; and the controller is electrically connected with the temperature sensor and the compression assembly. The temperature of the shock absorber is reduced, and the problems of oil leakage and damage caused by failure of the rubber oil seal due to too high temperature are solved.

Description

Technical Field

[0001] The present application belongs to the technical field of heat dissipation of a shock absorbing assembly, and specifically relates to a heat dissipation device and a heat dissipation control method of a shock absorbing assembly, and a vehicle. Background Art

[0002] Springs and shock absorbers are the main components of modern automobile suspension. Springs are mainly used to buffer the impact of uneven roads, while shock absorbers absorb vibrations through oil damping (converting mechanical energy into heat energy dissipation, and the shock absorber temperature increases), thereby improving the ride comfort of the vehicle. Air springs and CDC (Continuous Damping Control) shock absorbers have the characteristics of continuously adjustable height, stiffness and damping, which can greatly improve the vehicle's passability, ride comfort and handling, and are used in high-end passenger cars, especially off-road vehicles.

[0003] For the shock-absorbing assembly that integrates air springs and CDC shock absorbers, vehicles, especially off-road vehicles, are prone to seal failure and oil leakage when driving on continuous high-intensity bad roads or at low speeds on off-road roads. Summary of the invention

[0004] In order to solve the technical problem that the shock absorber of the current shock absorber assembly is prone to sealing failure and leakage, the present application provides a heat dissipation device and heat dissipation control method of the shock absorber assembly, and a vehicle.

[0005] In a first aspect of the present application, a heat dissipation device of a shock absorber and an air spring integrated shock absorber assembly is provided, comprising:

[0006] A shock absorber assembly comprises an air spring and a shock absorber, wherein the bladder of the air spring is connected to the shock absorber via an upper support, a dust cover is provided in the outer clearance sleeve of the shock absorber body, and the upper end of the dust cover is connected to the outer cylinder of the air spring; the outer cylinder, the bladder, the upper support, the body of the shock absorber and the dust cover together form a heat dissipation cavity, the outer cylinder of the air spring is provided with an air inlet connected to the heat dissipation cavity, and the lower end of the dust cover is provided with an air outlet connected to the heat dissipation cavity;

[0007] A temperature sensor, used to detect the temperature of the body of the shock absorber;

[0008] A compression assembly, connected to the air inlet, to provide cooling medium to the heat dissipation cavity;

[0009] A controller is electrically connected to the temperature sensor and the compression assembly.

[0010] In some embodiments, the axis of the air inlet does not intersect the axis of the shock absorber.

[0011] In some embodiments, the angle between the axis of the air inlet and the diameter of the shock absorber through the air inlet is 40° to 50°.

[0012] In some embodiments, the air outlet is provided in plurality, and the plurality of air outlets are gap-arranged around the body of the shock absorber.

[0013] In some embodiments, the shock absorber assembly and the temperature sensor are provided in multiple numbers and correspond one to one, and the temperature sensor is used to detect the temperature of the corresponding shock absorber body; the heat dissipation device also includes a distribution member, which is provided with an input port and an output port with the same number as the shock absorber assembly, the input port of the distribution member is connected to the compression assembly, and the output port of the distribution member is connected to the corresponding air inlet of the shock absorber assembly.

[0014] In some embodiments, the heat dissipation device further includes flow regulating valves having the same number as the shock absorbing assemblies, wherein the flow regulating valves are connected between the corresponding output ports and the corresponding shock absorbing assemblies through pipelines, and the flow regulating valves are electrically connected to the controller.

[0015] In some embodiments, the compression assembly includes a driving member and a compression member, the driving member is transmission-connected to the compression member, and the controller is installed on the housing of the compression member; the housing of the compression member is provided with a cooling channel for connecting to a cooling system of a vehicle.

[0016] In a second aspect of the present application, a heat dissipation control method for a shock absorber and an air spring integrated shock absorber assembly is provided, which is applicable to the heat dissipation device of the first aspect, and the control method comprises:

[0017] Obtaining the temperature of the shock absorber body;

[0018] When the temperature of the shock absorber body is not lower than a first set value, the compression component is started to allow compressed air to flow in the heat dissipation chamber of the shock absorber assembly to dissipate heat until the temperature of the shock absorber body is not higher than a second set value, wherein the second set value is lower than the first set value.

[0019] In a third aspect of the present application, a vehicle is provided, comprising the heat dissipation device of the first aspect.

[0020] In some embodiments, it further comprises:

[0021] an air compressor for providing compressed air to the air spring of the shock absorber assembly, the air compressor forming the compression component;

[0022] A control unit is electrically connected to the air compressor, and the control unit constitutes the controller.

[0023] A heat dissipation device of a shock absorber and air spring integrated shock absorber assembly provided in an embodiment of the present application includes a shock absorber assembly, a temperature sensor, a compression component and a controller.

[0024] The temperature sensor can detect the temperature of the shock absorber body and send the temperature signal to the controller. The controller can control the opening or closing of the compression component. The compression component is used to provide compressed air. The compressed air acts as a cooling medium to exchange heat with the wall of the heat dissipation cavity to reduce the temperature of the shock absorber's working cylinder and upper support. The outer cylinder, bladder, upper support, shock absorber body and dust cover in the shock absorber assembly together form a heat dissipation cavity. The outer cylinder of the air spring is provided with an air inlet connected to the heat dissipation cavity, and the lower end of the dust cover is provided with an air outlet connected to the heat dissipation cavity. Therefore, the cooling medium can enter the heat dissipation cavity through the air inlet. The upper support and the shock absorber body are both made of metal. Therefore, the cooling medium can exchange heat with the upper support constituting the cavity wall of the heat dissipation cavity and the working cylinder of the shock absorber. The temperature of the cooling medium increases. The lower end of the dust cover is provided with an air outlet connected to the heat dissipation cavity. The cooling medium that absorbs heat is discharged from the air outlet, thereby reducing the temperature of the shock absorber and avoiding oil leakage and damage caused by failure of the rubber oil seal due to excessive temperature of the shock absorber. In addition, the air spring will drive the dust cover to move during the up and down movement. When the dust cover moves downward, the volume of the heat dissipation cavity becomes smaller, and the air inside it can be discharged through the air outlet, making the operation of the shock absorber assembly smoother.

[0025] The present application uses compressed air to actively exchange heat with the upper support and the body of the shock absorber, thereby reducing the temperature of the shock absorber and avoiding oil leakage and damage caused by failure of the rubber oil seal due to excessive temperature of the shock absorber. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 A schematic structural diagram of a shock absorbing assembly in one or more embodiments of the present application is shown.

[0027] Figure 2 Shows Figure 1 A partial enlarged view of the shock absorber assembly.

[0028] Figure 3 A schematic structural diagram of a heat dissipation device is shown.

[0029] Figure 4 A schematic diagram showing the arrangement of the air outlet and the outer cylinder is shown.

[0030] Description of reference numerals:

[0031] 100-shock absorber assembly, 110-air spring, 111-outer cylinder, 1111-air inlet, 112-skin bladder, 113-upper support; 120-shock absorber, 121-piston rod, 122-working cylinder, 123-dust cover, 124-lower support, 1241-air outlet, 130-temperature sensor, 100A-first shock absorber assembly 100A, 100B-second shock absorber assembly, C-air chamber, D-heat dissipation chamber.

[0032] 200-compression assembly, 300-controller, 400-flow regulating valve, 500-distribution piece, 600-connector. DETAILED DESCRIPTION

[0033] In order to make the technical personnel in the technical field to which the present application belongs to understand the present application more clearly, the technical scheme in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in the field without creative work are within the scope of protection of the present application.

[0034] Shock absorber and air spring integrated shock absorber assembly height, stiffness and damping are continuously adjustable, please refer to Figure 1 The shock absorber 120 of the shock absorbing assembly 100 is at the bottom, and the air spring 110 is at the top. Specifically, the shock absorber 120 includes a body and a dust cover 123, the body includes a working cylinder 122 and a piston rod 121, one end of the piston rod 121 is movably arranged in the working cylinder 122, and the other end extends out of the working cylinder 122, and the dust cover 123 is sleeved outside the working cylinder 122 with a gap. The air spring 110 includes an outer tube 111, a bladder 112 and an upper support 113. The outer tube 111 is sleeved outside the piston rod 121, the upper end is connected to the piston rod 121, the middle part is connected to the bladder 112, and the lower end extends below the bladder 112. The bladder 112 is connected to the working cylinder 122 through the upper support 113, so that the outer tube 111, the bladder 112, the upper support 113 and the piston rod 121 are surrounded by an air cavity C. Since the bladder 112 is an elastic member and has a certain flexibility, the air compressor of the suspension system fills compressed air into the air cavity C, so that the bladder 112 can adaptably change its shape to continuously adjust the height of the air spring 110. The upper end of the dust cover 123 is connected to the outer tube 111 of the air spring 110, so that the bladder 112 is protected by the dust cover 123 to prevent muddy water and granular debris from hitting the bladder 112.

[0035] When vehicles, especially off-road vehicles, are driving continuously on high-intensity bad roads or off-road roads at low speeds, more mechanical energy of the shock absorber 120 is converted into heat energy, and the temperature of the shock absorber 120 rises rapidly (up to over 120°C). Affected by the air spring 110 bladder 112 and the dust cover 123, the exposed area of ​​the working cylinder 122 of the shock absorber 120 is very small, and the heat cannot be dissipated quickly, resulting in the working temperature of the rubber oil seal of the shock absorber 120 exceeding the working temperature, resulting in the failure of the shock absorber 120 seal and oil leakage.

[0036] The first aspect of the present application provides a heat dissipation device for a shock absorber assembly with a shock absorber and an air spring integrated therein, which can dissipate heat from the shock absorber 120 and control the temperature of the shock absorber 120 within the operating temperature to prevent the shock absorber 120 from overheating, leaking oil and being damaged; at the same time, it does not affect the control accuracy and speed of the shock absorber assembly 100, and there is no need to adjust the suspension structure and layout.

[0037] See also Figures 1 to 3 The heat dissipation device of the shock absorber and air spring integrated shock absorber assembly provided in the present application includes a shock absorber assembly 100, a temperature sensor 130, a compression assembly 200 and a controller 300.

[0038] The shock absorber assembly 100 includes an air spring 110 and a shock absorber 120. The bladder 112 of the air spring 110 is connected to the shock absorber 120 through an upper support 113. A dust cover 123 is provided in the outer gap of the body of the shock absorber 120. The upper end of the dust cover 123 is connected to the outer cylinder 111 of the air spring 110. The outer cylinder 111, the bladder 112, the upper support 113, the body of the shock absorber 120 and the dust cover 123 together form a heat dissipation cavity D. The outer cylinder 111 of the air spring 110 is provided with an air inlet 1111 connected to the heat dissipation cavity D, and the lower end of the dust cover 123 is provided with an air outlet 1241 connected to the heat dissipation cavity D. The temperature sensor 130 is used to detect the temperature of the body of the shock absorber 120. The compression assembly 200 is connected to the air inlet 1111 to provide cooling medium to the heat dissipation cavity D. The controller 300 is electrically connected to the temperature sensor 130 and the compression assembly 200.

[0039] See also Figure 1The lower end of the outer cylinder 111 of the shock absorber assembly 100 is provided with an air inlet 1111, which is connected to the heat dissipation cavity D, so the cooling medium can enter the heat dissipation cavity D through the air inlet 1111. The upper support 113 and the body of the shock absorber 120 are both made of metal. Therefore, the cooling medium can exchange heat with the upper support 113 constituting the cavity wall of the heat dissipation cavity D and the working cylinder 122 of the shock absorber 120, and the cooling medium increases in temperature. The lower end of the dust cover 123 is provided with an outlet connected to the heat dissipation cavity D. The cooling medium that absorbs heat is discharged from the air outlet 1241, thereby reducing the temperature of the shock absorber 120 and avoiding oil leakage and damage caused by failure of the rubber oil seal due to over-high temperature of the shock absorber 120; in addition, the air spring 110 will drive the dust cover 123 to move during the up and down movement. When the dust cover 123 moves downward, the volume of the heat dissipation cavity D becomes smaller, and the air therein can be discharged through the air outlet 1241, so that the shock absorber assembly 100 can run more smoothly.

[0040] The temperature sensor 130 can detect the temperature of the body of the shock absorber 120, that is, the temperature of the working cylinder 122, and send a temperature signal to the controller 300 as a basis for determining whether heat dissipation is required. The temperature sensor 130 and the controller 300 can use wireless signal transmission, without the need to arrange a wiring harness, and have no effect on the arrangement of the various structures of the shock absorber assembly 100.

[0041] The compression assembly 200 is used to provide compressed air. The compressed air serves as a cooling medium to exchange heat with the cavity wall of the heat dissipation cavity D to reduce the temperature of the working cylinder 122 and the upper support 113 of the shock absorber 120.

[0042] See also Figure 4 For the structure of the shock absorber assembly 100, in some embodiments, the axis of the air inlet 1111 does not intersect with the axis of the shock absorber 120, so that the cooling medium will not move directly toward the upper support 113 under the guidance of the air inlet 1111, and lose kinetic energy, but move to the gap between the upper support 113 and the outer cylinder 111, and then spiral around the upper support 113 under the guidance of the outer cylinder 111, extending the travel path of the cooling medium and improving the heat exchange effect between the cooling medium and the cavity wall of the heat dissipation cavity D. In other embodiments, the axis of the air inlet 1111 intersects with the axis of the shock absorber 120, and the heat exchange between the cooling medium and the cavity wall of the heat dissipation cavity D can still be achieved.

[0043] In the case where the axis of the air inlet 1111 does not intersect with the axis of the shock absorber 120, in some embodiments, the angle between the axis of the air inlet 1111 and the diameter of the shock absorber 120 passing through the air inlet 1111 is 40° to 50°, such as 41°, 42°, 43°, 44°, 45°, 46°, 47°, 48° or 49°, which not only extends the travel path of the cooling medium, but also ensures the cooling efficiency. In other embodiments, the angle between the axis of the air inlet 1111 and the diameter of the shock absorber 120 passing through the air inlet 1111 can also be 35°, 60° or 90°, which can still achieve heat exchange between the cooling medium and the cavity wall of the heat dissipation cavity D.

[0044] In some embodiments, the air inlet 1111 is tilted, and the lower end is closer to the working cylinder 122 of the shock absorber 120 than the upper end, that is, the air is sent downward to increase the flow rate of the cooling medium and ensure the cooling effect. In other embodiments, the upper end is closer to the working cylinder 122 of the shock absorber 120 than the lower end, that is, the air is sent upward, so that the cooling medium can first move upward to the skin bag 112 and then return, reducing the dead zone ratio in the heat dissipation cavity D and ensuring the heat dissipation effect.

[0045] In some embodiments, there may be multiple air inlets 1111, such as two, three or four, to further improve the cooling effect of the cavity wall of the heat dissipation cavity D. In other embodiments, there is only one air inlet 1111, which is small in number, occupies less space, and is easy to arrange.

[0046] In some embodiments, there are multiple air outlets 1241, such as two or three. Multiple air outlets 1241 are arranged around the working cylinder 122 of the shock absorber 120 at intervals to improve the discharge efficiency of the cooling medium. In other embodiments, there is only one air outlet 1241, and the air outlet 1241 and the air inlet 1111 are located on opposite sides of the working cylinder 122, which can further extend the walking path of the cooling medium and ensure the heat dissipation effect.

[0047] In a specific implementation, the outer cylinder 111 of the air spring 110 may be provided with a mounting hole, and the joint member 600, such as a nozzle or a joint, is installed in the mounting hole. The joint member 600 is provided with an air inlet 1111, and the design of the nozzle or the joint facilitates the connection of the pipeline with the outer cylinder 111. The lower end of the dust cover 123 is connected to the working cylinder 122 through the lower support 124, and the lower support 124 is provided with an air outlet 1241. The lower support 124 is made of metal, which not only ensures the connection strength, but also improves the heat dissipation effect.

[0048] In some embodiments, a heat sink may be provided on the inner wall of the outer cylinder 111 to improve the heat dissipation effect.

[0049] The temperature sensor 130 can be installed on the working cylinder 122 of the shock absorber 120, located in the heat dissipation cavity D. In some embodiments, the temperature sensor 130 and the air inlet 1111 are located on opposite sides of the working cylinder 122 to prevent the cooling medium from blowing directly to the temperature sensor 130 and affecting the detection accuracy. In other embodiments, the temperature sensor 130 and the air inlet 1111 are located on the same side of the working cylinder 122, which can also achieve temperature detection.

[0050] In some embodiments, see Figure 2 The temperature sensor 130 and the air inlet 1111 are staggered along the axial direction of the shock absorber 120, so that the temperature sensor 130 is away from the cooling medium that has just entered the heat dissipation cavity D, thereby improving the accuracy of temperature detection. In other embodiments, the temperature sensor 130 and the air inlet 1111 are at the same axial position along the shock absorber 120, and the temperature detection of the working cylinder 122 of the shock absorber 120 can also be achieved.

[0051] In some embodiments, see Figure 2 The temperature sensor 130 is close to the lower end of the dust cover 123, that is, close to the lower end of the heat dissipation cavity D, to improve the accuracy of the temperature detection of the working cylinder 122. In other embodiments, the temperature sensor 130 is located in the middle of the heat dissipation cavity D, and can also detect the temperature of the shock absorber 120 working cylinder 122.

[0052] Since the vehicle has multiple shock absorbing assemblies 100, generally speaking, each wheel corresponds to one shock absorbing assembly 100, so the number of temperature sensors 130 is the same as the number of shock absorbing assemblies 100, and they correspond one to one. The temperature sensor 130 is located in the heat dissipation cavity D of the corresponding shock absorbing assembly 100 to detect the temperature of the working cylinder 122 of the corresponding shock absorbing assembly 100. The heat dissipation device also includes a distribution member 500, which is provided with an input port and an output port of the same number as the shock absorbing assembly 100. The input port of the distribution member 500 is connected to the compression assembly 200, and the output port of the distribution member 500 is connected to the air inlet 1111 of the corresponding shock absorbing assembly 100, so as to respectively introduce cooling medium into the multiple heat dissipation cavities D, so as to achieve heat dissipation of multiple shock absorbing assemblies 100 by one compression assembly 200, reduce the number of structural parts, and save space.

[0053] In some embodiments, see Figure 3 The heat dissipation device further includes a flow regulating valve 400, which is connected between the corresponding output port and the corresponding shock absorbing assembly 100 through a pipeline, so that the cooling medium flow of each branch can be adjusted to meet the heat dissipation requirements of different shock absorbing assemblies 100. The flow regulating valve 400 is an electrically controlled flow regulating valve 400, which is electrically connected to the controller 300, so that the opening of the flow regulating valve 400 can be automatically adjusted according to the heat dissipation requirements of the shock absorbing assembly 100, and the degree of automation is high.

[0054] In some embodiments, see Figure 3 There are four shock absorber assemblies 120, two of which are called first shock absorber assemblies 100A, and the other two shock absorber assemblies 100 are called second shock absorber assemblies 100B. The two first shock absorber assemblies 100A are installed on the two front wheels of the vehicle, and the two second shock absorber assemblies 100B are installed on the two rear wheels of the vehicle. Generally speaking, the heat dissipation capacity of the two shock absorber assemblies 120 on the same axis of the vehicle is the same, and the heat dissipation capacity of the shock absorber assemblies 100 of the front and rear wheels is different. That is to say, the heat dissipation capabilities of the two first shock absorber assemblies 100A are basically the same, and the heat dissipation capabilities of the two second shock absorber assemblies 100B are basically the same, but there is a difference in the heat dissipation capabilities of the first shock absorber assembly 100A and the second shock absorber assembly 100B. Therefore, the initial openings of the flow regulating valves 400 corresponding to the two first shock absorber assemblies 100A can be the same, and the initial openings of the flow regulating valves 400 corresponding to the two second shock absorber assemblies 100B can be the same; and the initial opening of the flow regulating valve 400 corresponding to the first shock absorber assembly 100A is smaller than the initial opening of the flow regulating valve 400 corresponding to the second shock absorber assembly 100B. For example, the initial opening of the flow regulating valve 400 corresponding to the first shock absorber 120 assembly is 20% of the total opening, and the initial opening of the flow regulating valve 400 corresponding to the second shock absorber 120 assembly is 60% of the total opening, so that more compressed air is delivered to the second shock absorber 120 assembly, thereby accelerating the heat dissipation of the second shock absorber 120 assembly.

[0055] The compression component 200 serves as a cooling medium providing structure, which may include a driving member and a compression member, wherein the driving member is transmission-connected to the compression member. When the driving member and the compression member are specifically selected, the driving member and the compression member may be an integrated structure or a split structure. When the driving member and the compression member are an integrated structure, the structure is more compact and occupies less space.

[0056] In some embodiments, the housing of the compressor is provided with a cooling channel for connecting to the cooling system of the vehicle, and the cooling water of the whole vehicle can be introduced into the cooling channel of the compressor to cool the compressor, improve the working conditions of the compressor, and ensure the air compression capacity of the compressor. The controller 300 can be installed in the housing of the compressor, and the controller 300 is integrated with the compressor, so that the coldness of the cooling water can be transferred to the housing and the controller 300 in turn, so as to achieve heat dissipation and cooling of the controller 300. In addition, the cooling water can also cool the compressed air passing through the compressor, reduce the temperature of the compressed air, and further improve the cooling and heat dissipation effect of the shock absorber 120.

[0057] In the specific implementation, the cooling channel can be a serpentine channel or an annular channel, etc., and more details are not repeated here. The heat dissipation device also includes a temperature sensor for detecting the temperature of the compression component housing and a stop valve for controlling the conduction or cutoff of the cooling channel. The temperature sensor and the stop valve are electrically connected to the controller 300, so that when the temperature of the compression component 200 exceeds the threshold, the controller 300 controls the stop valve to open to conduct the cooling channel. When the temperature of the compression component 200 does not exceed the threshold, the controller 300 controls the stop valve to close to cut off the cooling channel.

[0058] The controller 300 is used to receive the temperature of the shock absorber 120 detected by the temperature sensor 130, and is also used to control the compression assembly 200 to start or stop working. Specifically, when the temperature of the body of the shock absorber 120 is not lower than the first set value, the compression assembly 200 is controlled to start so that the compressed air flows in the heat dissipation chamber D of the shock absorber assembly 100 to dissipate heat until the temperature of the body of the shock absorber 120 is not higher than the second set value, and the compression assembly 200 is controlled to stop working.

[0059] The controller 300 is also used to control the speed of the driving member in the compression assembly 200. When the temperature of the body of the shock absorber 120 is between the first setting value and the third setting value, the speed of the driving member is controlled to be 20% to 70% of the rated speed. When the temperature of the body of the shock absorber 120 is greater than the third setting value, the speed of the driving member is controlled to be greater than 70% of the rated speed, and the third setting value is greater than the first setting value. For example, when the temperature of the body of the shock absorber 120 is 50°C, the speed of the driving member is controlled to be 20% of the rated speed; when the temperature of the body of the shock absorber 120 is 60°C, the speed of the driving member is controlled to be 40% of the rated speed; when the temperature of the body of the shock absorber 120 is 70°C, the speed of the driving member is controlled to be 60% of the rated speed; when the temperature of the body of the shock absorber 120 is 80°C, the speed of the driving member is controlled to be 80% of the rated speed; when the temperature of the body of the shock absorber 120 is 90°C, the speed of the driving member is controlled to be 100% of the rated speed.

[0060] The controller 300 is also used to control the opening of the flow regulating valve 400. When the temperature of the shock absorber 120 is between the first set value and the third set value, the flow regulating valve 400 is controlled to be at a first opening. When the temperature of the shock absorber 120 is greater than the third set value, the flow regulating valve 400 is controlled to be at a second opening. The second opening is greater than the first opening. The first opening is greater than or equal to the initial opening. The third set value is greater than the first set value.

[0061] The controller 300 is used to receive the temperature of the compression housing detected by the temperature sensor, and is also used to control the opening and closing of the stop valve. When the temperature of the compression housing exceeds the threshold, the controller 300 controls the stop valve to open to conduct the cooling channel so that the cooling water of the whole vehicle circulates in the cooling channel to dissipate heat. When the temperature of the compression housing does not exceed the threshold, the controller 300 controls the stop valve to close to cut off the cooling channel.

[0062] The second embodiment of the present application provides a heat dissipation control method for a shock absorber and air spring integrated shock absorber assembly, which can dissipate heat from the working cylinder 122 and the upper support 113 of the shock absorber assembly 100, ensure the working temperature of the shock absorber assembly 100, and reduce the risk of rubber seal failure.

[0063] The heat dissipation control method provided in the present application is applicable to the heat dissipation device of any embodiment of the first aspect, and the heat dissipation control method includes:

[0064] S1, obtaining the temperature of the body of the shock absorber 120;

[0065] S2. When the temperature of the body of the shock absorber 120 is not lower than a first set value, the compression assembly 200 is started to allow the compressed air to flow in the heat dissipation chamber D of the shock absorber assembly 100 to dissipate heat until the temperature of the body of the shock absorber 120 is not higher than a second set value, wherein the second set value is lower than the first set value.

[0066] In step S1, the temperature of the body of the shock absorber 120 is obtained by the temperature sensor 130, which is actually the controller 300 obtaining the temperature of the working cylinder 122 of the shock absorber 120. In step S2, when the temperature of the body of the shock absorber 120 is not lower than the first set value, it is considered that the temperature of the body of the shock absorber 120 is too high, and the body of the shock absorber 120 needs to be cooled and cooled. The controller 300 controls the compression assembly 200 to start, so that the compressed air enters the heat dissipation chamber D to cool the working cylinder 122. When the temperature of the working cylinder 122 of the shock absorber 120 drops to no higher than the second set value, it is considered that the temperature of the working cylinder 122 of the shock absorber 120 has dropped to a suitable temperature, and the controller 300 controls the compression assembly 200 to stop working. The first set value is higher than the second set value, so that the compression assembly 200 can be prevented from being constantly shut down and started, thereby improving the durability of the compression assembly 200. In specific implementation, the first set value and the second set value can be determined according to actual conditions, and the first set value can be 40° C. to 55° C., and the second set value can be 35° C. to 50° C. For example, the first set value is 50° C., and the second set value is 45° C., or the first set value is 45° C., and the second set value is 40° C., and so on.

[0067] The third embodiment of the present application provides a vehicle that can dissipate heat from the working cylinder 122 and the upper support 113 of the shock absorbing assembly 100, thereby ensuring the working temperature of the shock absorbing assembly 100 and reducing the risk of rubber seal failure.

[0068] The vehicle provided in the present application includes the heat dissipation device of any embodiment of the first aspect.

[0069] The vehicle further includes an air compressor and a control unit. The air compressor is used to provide compressed air to the air spring 110 of the shock absorber assembly 100, and the air compressor forms the compression assembly 200. The control unit is electrically connected to the air compressor, and the control unit constitutes the controller 300. That is, the air compressor of the suspension system itself is used to provide compressed air for heat dissipation of the shock absorber 120, and the control unit of the whole vehicle is used to control the start and stop and speed of the compression assembly 200, control the opening of the flow regulating valve 400, and control the opening and closing of the stop valve.

[0070] The heat dissipation device in the present application does not require changes to the original arrangement of the shock absorber 120 and the air spring 110, and does not affect the accuracy and real-time performance of the damping control of the shock absorber 120. When the shock absorber 120 is at a low temperature, the vehicle's handling and riding comfort are basically the same as those of the original vehicle. When the shock absorber 120 is at a high temperature, since the maximum temperature of the shock absorber is reduced and the damping attenuation is small, the handling and riding comfort are significantly better than the original vehicle, and the performance is significantly improved.

[0071] After adopting the air-cooled heat dissipation device, the maximum operating temperature of the spring-damped integrated shock absorber assembly can be significantly reduced, ensuring that the shock absorber 120 operates within the normal temperature, reducing the probability of oil leakage and damage of the shock absorber 120, and improving the reliability and durability of the shock absorber 120, saving a large amount of repair and replacement costs (20,000 to 30,000 yuan / set) for manufacturers and users, and the economic benefits are very considerable. For off-road vehicle users, after adopting the heat dissipation device, there is no need to worry about the shock absorber overheating and damage when driving on bad roads or off-road roads, and they can enjoy the fun of off-road without worrying, which improves the vehicle experience.

[0072] In the present application, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may include that the first and second features are in direct contact, or may include that the first and second features are not in direct contact but are in contact through another feature between them. Moreover, a first feature being "above", "above" and "above" a second feature includes that the first feature is directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. A first feature being "below", "below" and "below" a second feature includes that the first feature is directly below and obliquely below the second feature, or simply indicates that the first feature is lower in level than the second feature.

[0073] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise" and "counterclockwise" indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0074] In this application, unless otherwise clearly specified and limited, the terms "connection", "fixation", etc. should be understood in a broad sense. For example, "fixation" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0075] In addition, the descriptions of "first", "second", etc. in this application are only for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0076] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A heat dissipation device for a shock absorber and air spring integrated shock absorber assembly, characterized in that: include: A shock absorber assembly comprises an air spring and a shock absorber, wherein the bladder of the air spring is connected to the shock absorber via an upper support, a dust cover is provided in the outer clearance sleeve of the shock absorber body, and the upper end of the dust cover is connected to the outer cylinder of the air spring; the outer cylinder, the bladder, the upper support, the body of the shock absorber and the dust cover together form a heat dissipation cavity, the outer cylinder of the air spring is provided with an air inlet connected to the heat dissipation cavity, and the lower end of the dust cover is provided with an air outlet connected to the heat dissipation cavity; A temperature sensor, used to detect the temperature of the body of the shock absorber; A compression assembly, connected to the air inlet, to provide cooling medium to the heat dissipation cavity; A controller is electrically connected to the temperature sensor and the compression assembly.

2. The heat dissipation device of the shock absorber and air spring integrated shock absorber assembly according to claim 1, characterized in that: The axis of the air inlet does not intersect the axis of the shock absorber.

3. The heat dissipation device of the shock absorber and air spring integrated shock absorber assembly according to claim 2, characterized in that: The angle between the axis of the air inlet and the diameter of the shock absorber through the air inlet is 40° to 50°.

4. The heat dissipation device of the shock absorber and air spring integrated shock absorber assembly according to any one of claims 1 to 3, characterized in that: There are multiple air outlets, and the multiple air outlets are arranged around the body of the shock absorber in gaps.

5. The heat dissipation device of the shock absorber and air spring integrated shock absorber assembly according to any one of claims 1 to 3, characterized in that: The shock absorber assembly and the temperature sensor are each provided in multiple numbers and correspond one to one. The temperature sensor is used to detect the temperature of the corresponding shock absorber body. The heat dissipation device also includes a distribution component, which is provided with an input port and an output port which is the same in number as the shock absorber assembly. The input port of the distribution component is connected to the compression component, and the output port of the distribution component is connected to the corresponding air inlet of the shock absorber assembly.

6. The heat dissipation device of the shock absorber and air spring integrated shock absorber assembly according to claim 5, characterized in that: The heat dissipation device also includes flow regulating valves having the same number as the shock absorbing assemblies, wherein the flow regulating valves are connected between the corresponding output ports and the corresponding shock absorbing assemblies through pipelines, and the flow regulating valves are electrically connected to the controller.

7. The heat dissipation device of the shock absorber and air spring integrated shock absorber assembly according to any one of claims 1 to 3, characterized in that: The compression assembly includes a driving member and a compression member, the driving member is in transmission connection with the compression member, and the controller is installed on a housing of the compression member; the housing of the compression member is provided with a cooling channel for connecting to a cooling system of a vehicle.

8. A heat dissipation control method for a shock absorber and air spring integrated shock absorber assembly, applicable to the heat dissipation device according to any one of claims 1 to 7, characterized in that: The control method comprises: Obtaining the temperature of the shock absorber body; When the temperature of the shock absorber body is not lower than a first set value, the compression component is started to allow compressed air to flow in the heat dissipation chamber of the shock absorber assembly to dissipate heat until the temperature of the shock absorber body is not higher than a second set value, wherein the second set value is lower than the first set value.

9. A vehicle, characterized in that: A heat dissipation device comprising any one of claims 1-7.

10. The vehicle according to claim 9, characterized in that Also includes: an air compressor for providing compressed air to the air spring of the shock absorber assembly, the air compressor forming the compression component; A control unit is electrically connected to the air compressor, and the control unit constitutes the controller.

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