Temperature control method and device

Abstract

The invention discloses a temperature control method and device, relates to the technical field of automobiles, is applied to a vehicle comprising a full-active suspension, and comprises the following steps that the suspension working mode and the oil temperature of the current vehicle are obtained; and if the working mode of the suspension of the current vehicle is the continuous damping adjustable mode and the oil temperature is larger than the first preset temperature, an electromagnetic valve on the pipeline is opened, and a motor pump is started to inject low-temperature oil into the shock absorber. The first preset temperature is the limit that the oil temperature of the shock absorber is too high, when the first preset temperature is exceeded, the oil temperature greatly influences the sealing performance of the component, and generally, the first preset temperature ranges from 100 DEG C to 105 DEG C; in the continuous damping adjustable mode, oil in a cavity of the shock absorber is working oil, the oil temperature of the working oil rises, oil in a motor pump does not participate in shock absorption work, and the oil temperature of the motor pump is basically kept at the normal temperature. Therefore, oil in the motor pump can be mixed into the cavity of the shock absorber, low-temperature oil and high-temperature oil are mixed, and physical cooling of the oil temperature of the shock absorber is achieved.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and in particular to a temperature control method and device. Background Technology

[0002] For vehicles equipped with hydraulic fully active suspension, the system consists of components such as a motor pump, active actuators, and oil pipes. The system has three operating modes: a simple continuously adjustable damper mode, a fully active mode, and a fully active hybrid continuously adjustable damper mode. The system is a closed system with internal oil circulation. Oil temperature rise can cause the system temperature to rise too quickly or become too high. Excessive temperature places very stringent demands on the sealing components. Whether it is a damper in adjustable damper mode or in fully active or fully active hybrid adjustable damper modes, the system actuators are prone to sealing failure, leading to internal or even external leakage and system failure. Summary of the Invention

[0003] This application provides a temperature control method and device to solve the problem of excessively high oil temperature in existing shock absorbers, which leads to seal failure.

[0004] In a first aspect, this application provides a temperature control method applied to a vehicle with a fully active suspension, comprising the following steps: Obtain the current suspension operating mode and oil temperature of the vehicle; If the current suspension operating mode of the vehicle is continuously damped adjustable mode, and the oil temperature is higher than the first preset temperature, then the solenoid valve on the pipeline will be opened, and the motor pump will be started to inject the oil in the motor pump into the shock absorber.

[0005] The first preset temperature is the limit for excessively high oil temperature in the shock absorber. Exceeding this limit significantly affects the sealing performance of the components. Typically, the first preset temperature is 100℃~110℃. In continuously adjustable damping mode, the oil in the shock absorber chamber is the working fluid, and its temperature will rise. The oil in the motor pump does not participate in the damping operation, and its temperature remains essentially at room temperature. Therefore, by activating the motor pump and the pipeline solenoid valve, the oil circulation volume can be increased, allowing the low-temperature oil in the motor pump to mix with the high-temperature oil in the shock absorber. This physically cools the shock absorber's oil temperature, thus exiting the fully active mode and keeping the shock absorber's oil temperature within the first preset temperature range, thereby improving the sealing reliability of the components.

[0006] Because more oil from the motor pump mixes into the lower chamber of the shock absorber than into the upper chamber, the excess oil returns to the motor pump, achieving oil return. Since vehicles with fully active suspension are equipped with temperature sensors, the oil temperature of the shock absorber can be directly measured.

[0007] It should be noted that when the oil temperature is lower than the first preset temperature, the motor will stop working in the continuously damped adjustable mode.

[0008] In some embodiments, after obtaining the current vehicle suspension operating mode and oil temperature, the method further includes: If the current vehicle's suspension is in fully active mode and the oil temperature is less than or equal to the second preset temperature, then the motor speed will be set to the first target speed.

[0009] The second preset temperature is the safe temperature threshold for the vibration damper, typically 80-85℃. Below this temperature, the probability of seal failure of the sealing devices is low. The primary purpose here is not to exit the fully active mode, but to achieve better vibration damping. In fully active mode, when the oil temperature is less than or equal to the second preset temperature, the fully active mode can be exited, and the motor speed will operate at the first target speed, meaning it will operate according to the optimal vibration damping performance of the damper, improving vibration damping performance and comfort. It should be noted that the first target speed is usually the highest speed required to achieve the maximum vibration damping effect.

[0010] In some embodiments, after obtaining the current vehicle suspension operating mode and oil temperature, the method further includes: If the current vehicle suspension is in fully active mode, and the oil temperature is greater than the second preset temperature and less than or equal to the third preset temperature, then exit fully active mode and the motor speed will run at the second target speed.

[0011] The third preset temperature is the dangerous oil temperature threshold of the shock absorber, and the second preset temperature is the safe temperature threshold. Typically, the second preset temperature is 80~100℃, and the third preset temperature is 100~105℃. Between the second and third preset temperatures, the oil temperature of the shock absorber should not rise too quickly in fully active mode to reduce the risk of overheating. Therefore, fully active derating control is required at this time to reduce the motor speed, making the motor run at the second target speed. This sacrifices some damping effect, slows down the rate of oil temperature rise, and prolongs the time the oil temperature exceeds the limit, thus keeping the oil temperature within a suitable range in fully active mode. The second target speed can be determined based on performance calibration and can be 60%~80% of the target speed.

[0012] In some embodiments, the third preset temperature is greater than the second preset temperature. The third preset temperature is the dangerous oil temperature threshold of the shock absorber, and the second preset temperature is the safe temperature threshold of the shock absorber. Typically, the second preset temperature is 80℃~100℃, and the third preset temperature is 100℃~105℃.

[0013] In some embodiments, after obtaining the current vehicle suspension operating mode and oil temperature, the method further includes: If the current suspension operating mode of the vehicle is fully active and the oil temperature is higher than the third preset temperature, then exit the fully active mode and enter the continuously damped adjustable mode.

[0014] The third preset temperature is the critical oil temperature threshold for the shock absorber, which is 100~105℃. When the oil temperature is higher than the third preset temperature, it indicates that the current shock absorber oil temperature is too high. Reducing the motor speed is no longer sufficient to meet the shock absorber temperature requirements. At this point, the fully active mode can no longer meet the oil temperature control requirements, so the fully active mode is exited and the continuously damped adjustable mode is entered to continue controlling the oil temperature.

[0015] It should be noted that, compared to the fully active mode, the continuously damped adjustable mode can simultaneously monitor the oil temperature of the motor pump system when controlling the shock absorber oil temperature. When the motor pump oil temperature drops below the first temperature threshold of the continuously damped adjustable control mode, the solenoid valve on the pipeline can be activated as necessary according to the strategy to connect the motor pump and the shock absorber oil circuit, realize large oil circuit circulation, and reduce the working oil temperature.

[0016] In some embodiments, the step of exiting fully active mode and entering continuously damped adjustable mode if the current vehicle suspension operating mode is fully active and the oil temperature is greater than a third preset temperature further includes: Get the current oil temperature of the vehicle; If the oil temperature exceeds the fourth preset temperature, the system will enter passive takeover mode.

[0017] The fourth preset temperature is 110~120℃. If the damper oil temperature is higher than the fourth preset temperature after entering the continuously damped adjustable mode, it means that the continuously damped adjustable mode cannot meet the damper oil temperature control. At this time, the passive takeover mode is entered to continue to control the oil temperature. In the passive takeover mode, the solenoid valve is reduced to failsafe mode, and the pipeline solenoid valve is opened to connect the damper and the motor pump oil circuit. The large oil circulation realizes the system cooling. At this time, the damper can still effectively attenuate the vibration of the whole vehicle, but the damping force is relatively small and the temperature rises slowly.

[0018] In some embodiments, the step of entering passive takeover mode if the oil temperature is greater than a fourth preset temperature further includes: Get the current oil temperature of the vehicle; If the oil temperature is lower than the fifth preset temperature, the passive control mode will be exited and the continuously damped adjustable mode or the fully active mode will be entered.

[0019] In passive takeover mode, the damper oil temperature will gradually decrease. Typically, when the oil temperature falls below the fifth preset temperature, it indicates that the passive takeover mode has successfully controlled the damper oil temperature. At this point, the risk of further temperature rise is low, and it's necessary to improve damping performance. Therefore, exit passive takeover mode and enter continuously damped adjustable mode or fully active mode. This controls the damper temperature while simultaneously improving damping performance and enhancing comfort. The fifth preset temperature is 100℃~110℃.

[0020] In some embodiments, the step of exiting the passive control mode and entering the continuously damped adjustable mode if the oil temperature is lower than the fifth preset temperature includes: If the oil temperature is lower than the fifth preset temperature, obtain the duration for which the oil temperature is lower than the fifth preset temperature in passive control mode; If the oil temperature is lower than the fifth preset temperature for a duration greater than or equal to the first preset duration in passive control mode, then exit passive control mode and enter continuously damped adjustable mode.

[0021] In passive takeover mode, the damper oil temperature will gradually decrease. Typically, when the oil temperature is below the fifth preset temperature, it indicates that the passive takeover mode has successfully controlled the damper oil temperature. However, the oil distribution in the entire oil circuit is not completely uniform. Therefore, if the duration for which the oil temperature is below the fifth preset temperature in passive takeover mode is greater than or equal to the first preset duration, it means that the oil temperature throughout the entire oil circuit is below the fifth preset temperature. At this point, the risk of the oil temperature continuing to rise is relatively low, and it is necessary to improve damping performance. Therefore, exit passive takeover mode and enter continuously damped adjustable mode or fully active mode to improve the damping performance and enhance comfort while controlling the damper temperature. The first preset duration is 800~1200s. The fifth preset temperature is 100℃~110℃.

[0022] In some embodiments, the step of opening the solenoid valve on the pipeline and starting the motor pump to inject low-temperature oil into the shock absorber if the current vehicle's suspension operating mode is continuously damped adjustable mode and the oil temperature is greater than a first preset temperature includes: If the current vehicle's suspension is in continuously damped adjustable mode and the oil temperature is higher than the first preset temperature, the solenoid valve on the pipeline will be opened, causing the motor to pump oil from the motor pump to the shock absorber at the first speed.

[0023] By pumping oil from the motor pump into the damper chamber at a first speed, the low-temperature oil can be mixed with the high-temperature oil, thus physically lowering the oil temperature. Pumping at the first speed allows for mixing of the damper oil with the pipeline and motor pump by drawing oil from the upper and lower chambers of the actuator, thereby reducing the oil temperature. This first speed can be the first target speed, i.e., the speed required for full functionality.

[0024] It should be noted that in continuously damped adjustable mode, oil from the motor pump can be pumped into the damper chamber because, in this mode, the oil in the motor pump and pipeline is isolated from the damper oil via an electromagnetic switch valve on the pipeline. The oil in the pipeline and motor pump is non-working oil, and its temperature is close to room temperature. In active mode, oil from the motor pump cannot be pumped into the damper chamber because the oil in the motor pump and pipeline is connected to the damper and participates in system operation; its temperature is the same as the oil temperature in the damper chamber.

[0025] Secondly, this application provides a temperature control device, including: The acquisition unit is used to acquire the current suspension operating mode and oil temperature of the vehicle. The judgment unit is used to determine whether the oil temperature is greater than the first preset temperature if the current vehicle's suspension working mode is continuously damped adjustable mode. The actuator is used to open the solenoid valve on the pipeline and start the motor pump to inject oil into the shock absorber if the oil temperature is higher than the first preset temperature. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 This is a flowchart of a temperature control method according to an embodiment of this application.

[0028] Figure 2 This is a flowchart of a temperature control method according to an embodiment of this application.

[0029] Figure 3 This is a flowchart of a temperature control method according to an embodiment of this application.

[0030] Figure 4 This is a flowchart of a temperature control method according to an embodiment of this application.

[0031] Figure 5 This is a flowchart of a temperature control method according to an embodiment of this application.

[0032] Figure 6 This is a flowchart of a temperature control method according to an embodiment of this application.

[0033] Figure 7 This is a flowchart of a temperature control method according to an embodiment of this application.

[0034] Figure 8 This is a flowchart of a temperature control method according to an embodiment of this application.

[0035] Figure 9 This is a schematic diagram of a temperature control device provided in an embodiment of this application. Detailed Implementation

[0036] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application will be clearly and completely described below in conjunction with the embodiments of this application. Obviously, the described embodiments are only some, not all, of the embodiments of this application. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0037] For vehicles equipped with hydraulic fully active suspension, the system consists of components such as a motor pump, active actuators, and oil pipes. The system has three operating modes: a simple continuously adjustable damper mode, a fully active mode, and a fully active hybrid continuously adjustable damper mode. The system is a closed system with internal oil circulation. Oil temperature rise can cause the system temperature to rise too quickly or become too high. Excessive temperature places very stringent demands on the sealing components. Whether it is a damper in adjustable damper mode or in fully active or fully active hybrid adjustable damper modes, the system actuators are prone to sealing failure, leading to internal or even external leakage and system failure.

[0038] In view of this, this application provides a temperature control method and device to solve the problem of excessively high oil temperature in existing shock absorbers, which leads to seal failure.

[0039] The fully active mode means that when the electromagnetic switch valve on the oil pipe is opened, the motor pump can receive instructions to draw or inject oil into the shock absorber, so as to realize the active lifting and lowering of the shock absorber and participate in the system's vibration reduction work.

[0040] The continuously damped adjustable mode means that the electromagnetic switch valve on the oil pipe is closed, the motor pump cannot draw or inject oil into the shock absorber, the shock absorber cannot be actively raised or lowered, and it does not participate in the system's vibration reduction work. The vehicle vibration reduction can only be achieved by adjusting the current through the electromagnetic valve on the shock absorber.

[0041] Firstly, such as Figure 1 As shown, this application provides a temperature control method applied to a vehicle with a fully active suspension, comprising the following steps: S100: Obtain the current vehicle's suspension operating mode and oil temperature; S200. If the current vehicle suspension working mode is continuously damped adjustable mode and the oil temperature is greater than the first preset temperature, then the solenoid valve on the pipeline is opened and the motor pump is started to inject the oil in the motor pump into the shock absorber.

[0042] The first preset temperature is the limit for excessively high oil temperature in the shock absorber. Exceeding this limit significantly affects the sealing performance of the components. Typically, the first preset temperature is 100℃~110℃. In continuously adjustable damping mode, the oil in the shock absorber chamber is the working fluid, and its temperature will rise. The oil in the motor pump does not participate in the damping operation, and its temperature remains essentially at room temperature. Therefore, by activating the motor pump and the pipeline solenoid valve, the oil circulation volume can be increased, allowing the low-temperature oil in the motor pump to mix with the high-temperature oil in the shock absorber. This physically cools the shock absorber's oil temperature, thus exiting the fully active mode and keeping the shock absorber's oil temperature within the first preset temperature range, thereby improving the sealing reliability of the components.

[0043] Because more oil from the motor pump mixes into the lower chamber of the shock absorber than into the upper chamber, the excess oil returns to the motor pump, achieving oil return. Since vehicles with fully active suspension are equipped with temperature sensors, the oil temperature of the shock absorber can be directly measured.

[0044] It should be noted that when the oil temperature is lower than the first preset temperature, the motor will stop working in the continuously damped adjustable mode.

[0045] In conjunction with the first aspect, in some embodiments provided in this application, such as Figure 2 As shown, after obtaining the current vehicle's suspension operating mode and oil temperature, the process further includes: S300: If the current vehicle's suspension operating mode is fully active and the oil temperature is less than or equal to the second preset temperature, then the motor speed will be set to the first target speed.

[0046] The second preset temperature is the safe temperature threshold for the vibration damper, typically 80-85℃. Below this temperature, the probability of sealing failure of the sealing devices is low. The primary purpose here is not to deactivate the fully active mode, but to achieve better vibration damping. In fully active mode, when the oil temperature is less than or equal to the second preset temperature, the fully active mode can be deactivated, and the motor speed will operate at the first target speed, meaning it will operate according to the optimal vibration damping performance of the damper, improving damping performance and comfort. It should be noted that the first target speed is usually the highest speed required to achieve maximum vibration damping effect.

[0047] In conjunction with the first aspect, in some embodiments provided in this application, such as Figure 3 As shown, after obtaining the current vehicle's suspension operating mode and oil temperature, the process further includes: S400 If the current vehicle's suspension operating mode is fully active, and the oil temperature is greater than the second preset temperature and less than or equal to the third preset temperature, then exit the fully active mode and the motor speed will run at the second target speed.

[0048] The third preset temperature is the dangerous oil temperature threshold of the shock absorber, and the second preset temperature is the safe temperature threshold. Typically, the second preset temperature is 80~100℃, and the third preset temperature is 100~105℃. Between the second and third preset temperatures, the oil temperature of the shock absorber should not rise too quickly in fully active mode to reduce the risk of overheating. Therefore, fully active derating control is required at this time to reduce the motor speed, making the motor run at the second target speed. This sacrifices some damping effect, reduces the rate of oil temperature rise in the shock absorber, and prolongs the time the oil temperature exceeds the limit, thus keeping the oil temperature within a suitable range when the fully active mode is exited. The second target speed can be determined based on performance calibration and can be 60%~80% of the first target speed.

[0049] In conjunction with the first aspect, in some embodiments provided in this application, the third preset temperature is greater than the second preset temperature. The third preset temperature is the dangerous oil temperature threshold of the shock absorber, and the second preset temperature is the safe temperature threshold of the shock absorber. Typically, the second preset temperature is 80~100℃, and the third preset temperature is 100~105℃.

[0050] In conjunction with the first aspect, in some embodiments provided in this application, such as Figure 4 As shown, after obtaining the current vehicle's suspension operating mode and oil temperature, the following steps are also included: S500: If the current vehicle's suspension is in fully active mode and the oil temperature is higher than the third preset temperature, then exit fully active mode and enter continuously damped adjustable mode.

[0051] The third preset temperature is the critical oil temperature threshold for the shock absorber, which is 100~105℃. When the oil temperature is higher than the third preset temperature, it indicates that the current shock absorber oil temperature is too high. Reducing the motor speed is no longer sufficient to meet the shock absorber temperature requirements. At this point, the fully active mode can no longer meet the oil temperature control requirements, so the fully active mode is exited and the continuously damped adjustable mode is entered to continue controlling the oil temperature.

[0052] It should be noted that, compared to the active mode, the continuously damped adjustable mode can simultaneously monitor the oil temperature of the motor pump system when controlling the shock absorber oil temperature. When the motor pump oil temperature drops below the first temperature threshold of the continuously damped adjustable control mode, the solenoid valve on the pipeline can be activated as necessary according to the strategy to connect the motor pump and the shock absorber oil circuit, realize large oil circuit circulation, and reduce the working oil temperature.

[0053] In conjunction with the first aspect, in some embodiments provided in this application, such as Figure 5 As shown, the step of exiting fully active mode and entering continuously adjustable damping mode after the current vehicle suspension operating mode is in fully active mode and the oil temperature is greater than the third preset temperature further includes: S600: Obtain the current oil temperature of the vehicle; S700: If the oil temperature is higher than the fourth preset temperature, it will enter the passive takeover mode.

[0054] The fourth preset temperature is 110~120℃. If the damper oil temperature is higher than the fourth preset temperature after entering the continuously damped adjustable mode, it means that the continuously damped adjustable mode cannot meet the damper oil temperature control. At this time, the passive takeover mode is entered to continue controlling the oil temperature. In the passive takeover mode, the solenoid valve is reduced to failsafe mode, the solenoid switch valve on the damper solenoid damping valve oil pipe is opened, and the damper is connected to the motor pump system, which can realize the large circulation of the damper oil circuit, accelerate the circulation and heat dissipation of the damper oil, and realize the cooling of the damper oil temperature.

[0055] In conjunction with the first aspect, in some embodiments provided in this application, such as Figure 6 As shown, after entering the passive takeover mode if the oil temperature is greater than the fourth preset temperature, the following further steps are included: S800: Obtain the current oil temperature of the vehicle; S900: If the oil temperature is lower than the fifth preset temperature, exit the passive control mode and enter the continuously damped adjustable mode or the fully active mode.

[0056] In passive takeover mode, the damper oil temperature will gradually decrease. Typically, when the oil temperature falls below the fifth preset temperature, it indicates that the passive takeover mode has successfully controlled the damper oil temperature. At this point, the risk of further temperature rise is low, and it's necessary to improve damping performance. Therefore, exit passive takeover mode and enter continuously damped adjustable mode or fully active mode. This controls the damper temperature while simultaneously improving damping performance and enhancing comfort. The fifth preset temperature is 100℃~110℃.

[0057] In conjunction with the first aspect, in some embodiments provided in this application, such as Figure 7 As shown, the step of exiting the passive control mode and entering the continuously damped adjustable mode if the oil temperature is lower than the fifth preset temperature includes: S901. If the oil temperature is lower than the fifth preset temperature, obtain the duration for which the oil temperature is lower than the fifth preset temperature in passive control mode. S902. If the duration for which the oil temperature is less than the fifth preset temperature in passive control mode is greater than or equal to the first preset duration, then exit passive control mode and enter continuous damping adjustable mode.

[0058] In passive takeover mode, the damper oil temperature will gradually decrease. Typically, when the oil temperature is below the fifth preset temperature, it indicates that the passive takeover mode has successfully controlled the damper oil temperature. However, the oil distribution in the entire oil circuit is not completely uniform. Therefore, if the duration for which the oil temperature is below the fifth preset temperature in passive takeover mode is greater than or equal to the first preset duration, it means that the oil temperature throughout the entire oil circuit is below the fifth preset temperature. At this point, the risk of the oil temperature continuing to rise is relatively low, and it is necessary to improve damping performance. Therefore, exit passive takeover mode and enter continuously damped adjustable mode or fully active mode to improve the damping performance and enhance comfort while controlling the damper temperature. The first preset duration is 800~1200s. The fifth preset temperature is 100℃~110℃.

[0059] In conjunction with the first aspect, in some embodiments provided in this application, such as Figure 8 As shown, if the current vehicle's suspension operating mode is continuously damped adjustable mode and the oil temperature is higher than the first preset temperature, then opening the solenoid valve on the pipeline and starting the motor pump to inject low-temperature oil into the shock absorber includes: S201. If the current vehicle's suspension working mode is continuously damped adjustable mode and the oil temperature is greater than the first preset temperature, then open the solenoid valve on the pipeline to make the motor pump oil into the shock absorber at the first speed.

[0060] By pumping oil from the motor pump into the damper chamber at a first speed, the low-temperature oil can be mixed with the high-temperature oil, thus physically lowering the oil temperature. Pumping at the first speed allows for mixing of the damper oil with the pipeline and motor pump by drawing oil from the upper and lower chambers of the actuator, thereby reducing the oil temperature. This first speed can be the first target speed, i.e., the speed required for full functionality.

[0061] It should be noted that in continuously damped adjustable mode, the oil in the motor pump and pipeline is isolated from the damper oil through an electromagnetic switch valve on the pipeline. The oil in the pipeline and motor pump is non-working oil, and its temperature is close to room temperature. In active mode, the oil from the motor pump cannot be pumped into the damper chamber because the oil in the motor pump and pipeline is connected to the damper and participates in the system operation, and its oil temperature is the same as the oil temperature in the damper chamber.

[0062] Secondly, such as Figure 9 As shown, this application provides a temperature control device, including: The acquisition unit is used to acquire the current suspension operating mode and oil temperature of the vehicle. The judgment unit is used to determine whether the oil temperature is greater than the first preset temperature if the current vehicle's suspension working mode is continuously damped adjustable mode. The actuator is used to open the solenoid valve on the pipeline and start the motor pump to inject oil into the shock absorber if the oil temperature is higher than the first preset temperature.

[0063] The first preset temperature is the limit for excessively high oil temperature in the shock absorber. Exceeding this limit significantly affects the sealing performance of the components. Typically, the first preset temperature is 100℃~110℃. In continuously adjustable damping mode, the oil in the shock absorber chamber is the working fluid, and its temperature will rise. The oil in the motor pump does not participate in the damping operation, and its temperature remains essentially at room temperature. Therefore, by activating the motor pump and the pipeline solenoid valve, the oil circulation volume can be increased, allowing the low-temperature oil in the motor pump to mix with the high-temperature oil in the shock absorber. This physically cools the shock absorber's oil temperature, thus exiting the fully active mode and keeping the shock absorber's oil temperature within the first preset temperature range, thereby improving the sealing reliability of the components.

[0064] In summary, the first preset temperature is the limit for excessively high oil temperature in the shock absorber. Exceeding this limit significantly impacts the sealing performance of the components. Typically, the first preset temperature is between 100℃ and 110℃. In continuously adjustable damping mode, the oil in the shock absorber chamber is the working fluid, and its temperature will rise. The oil in the motor pump does not participate in the damping operation, and its temperature remains essentially at room temperature. Therefore, by activating the motor pump and the pipeline solenoid valve, the oil circulation volume can be increased, allowing the low-temperature oil in the motor pump to mix with the high-temperature oil in the shock absorber. This physically cools the shock absorber's oil temperature, thus exiting the fully active mode and ensuring the shock absorber's oil temperature remains within the first preset temperature range, thereby improving the sealing reliability of the components.

[0065] The terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, apparatus, product, or device that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such processes, methods, products, or devices. The terms "first," "second," and "third," etc., are used to distinguish different objects, etc., and do not indicate a sequence, nor do they limit "first," "second," and "third" to different types.

[0066] In the description of the embodiments of this application, terms such as "exemplary," "for example," or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or related solution described as "exemplary," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or related solutions. Specifically, the use of terms such as "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a specific manner.

[0067] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0068] In some processes described in the embodiments of this application, multiple operations or steps are included in a specific order. However, it should be understood that these operations or steps may not be executed in the order they appear in the embodiments of this application, or they may be executed in parallel. The sequence number of the operation is only used to distinguish different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed sequentially or in parallel, and these operations or steps may be combined.

[0069] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device to execute the methods described in the various embodiments of this application.

[0070] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A temperature control method, characterized in that, For vehicles equipped with fully active suspension, the following steps are included: Obtain the current suspension operating mode and oil temperature of the vehicle; If the current suspension operating mode of the vehicle is continuously damped adjustable mode, and the oil temperature is higher than the first preset temperature, then the solenoid valve on the pipeline will be opened, and the motor pump will be started to inject the oil in the motor pump into the shock absorber.

2. The temperature control method as described in claim 1, characterized in that, After obtaining the current vehicle suspension operating mode and oil temperature, the process also includes: If the current vehicle's suspension is in fully active mode and the oil temperature is less than or equal to the second preset temperature, then the motor speed will be set to the first target speed.

3. The temperature control method as described in claim 1, characterized in that, After obtaining the current vehicle suspension operating mode and oil temperature, the process also includes: If the current vehicle's suspension is in fully active mode, and the oil temperature is greater than the second preset temperature but less than or equal to the third preset temperature, then the motor speed will be set to the second target speed.

4. The temperature control method as described in claim 3, characterized in that, The third preset temperature is greater than the second preset temperature.

5. The temperature control method as described in claim 1, characterized in that, After obtaining the current vehicle's suspension operating mode and oil temperature, the following is also included: If the current suspension operating mode of the vehicle is fully active and the oil temperature is higher than the third preset temperature, then exit the fully active mode and enter the continuously damped adjustable mode.

6. The temperature control method as described in claim 5, characterized in that, The statement that if the current vehicle's suspension operating mode is fully active and the oil temperature is greater than the third preset temperature, then exiting fully active mode and entering continuously damping adjustable mode also includes: Get the current oil temperature of the vehicle; If the oil temperature exceeds the fourth preset temperature, the system will enter passive takeover mode.

7. The temperature control method as described in claim 6, characterized in that, If the oil temperature is greater than the fourth preset temperature, the passive takeover mode will then be activated, which also includes: Get the current oil temperature of the vehicle; If the oil temperature is lower than the fifth preset temperature, the passive control mode will be exited and the continuously damped adjustable mode or the fully active mode will be entered.

8. The temperature control method as described in claim 7, characterized in that, The step of exiting the passive control mode and entering the continuously damped adjustable mode if the oil temperature is lower than the fifth preset temperature includes: If the oil temperature is lower than the fifth preset temperature, obtain the duration for which the oil temperature is lower than the fifth preset temperature in passive control mode; If the oil temperature is lower than the fifth preset temperature for a duration greater than or equal to the first preset duration in passive control mode, then exit passive control mode and enter continuously damped adjustable mode.

9. The temperature control method as described in claim 1, characterized in that, If the current vehicle's suspension operating mode is continuously adjustable damping mode and the oil temperature is higher than the first preset temperature, then the solenoid valve on the pipeline is opened, and the motor pump is started to inject oil from the motor pump into the shock absorber, including: If the current vehicle's suspension is in continuously damped adjustable mode and the oil temperature is higher than the first preset temperature, the solenoid valve on the pipeline will be opened, causing the motor to pump oil from the motor pump to the shock absorber at the first speed.

10. A temperature control device, characterized in that, include: The acquisition unit is used to acquire the current suspension operating mode and oil temperature of the vehicle. The judgment unit is used to determine whether the oil temperature is greater than the first preset temperature if the current vehicle's suspension working mode is continuously damped adjustable mode. The actuator is used to open the solenoid valve on the pipeline and start the motor pump to inject oil into the shock absorber if the oil temperature is higher than the first preset temperature.

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