Temperature control method and device, computer readable storage medium and program product

Abstract

The invention discloses a temperature control method and device, a computer readable storage medium and a program product. Relates to the technical field of automobiles, is applied to a continuous damping adjustable shock absorber, and comprises the following steps: acquiring a real-time piston speed and a current value of the shock absorber in a suspension control mode; according to the real-time oil temperature standard curve of the piston speed, the current value and the working duration of the shock absorber, the real-time oil temperature under the real-time piston speed and the current value of the shock absorber is obtained; judging whether the real-time oil temperature is greater than a first temperature threshold value or not; and if the real-time oil temperature is larger than the first temperature threshold value, the passive pipe connection mode is controlled to be started. The real-time piston speed of the shock absorber and the oil temperature corresponding to the current value are obtained through standard curve method interpolation, then the corresponding oil temperature is compared with the first temperature threshold value, control over the oil temperature is achieved, the risk that the driving experience is reduced due to damping force reduction caused by too high oil temperature is reduced, and the driving experience is improved. And meanwhile, the problem of failure of a sealing element caused by over-high oil temperature is reduced, and over-temperature protection of the shock absorber is realized.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and in particular to a temperature control method and device, a computer-readable storage medium, and a program product. Background Technology

[0002] Vehicles equipped with continuously damped adjustable shock absorbers are prone to experiencing an increase in oil temperature inside the shock absorber during vibration reduction. This increase in oil temperature poses a severe challenge to the sealing devices, potentially leading to seal failure. Summary of the Invention

[0003] This application provides a temperature control method and apparatus, a computer-readable storage medium and a program product to solve the problem that the rise in oil temperature poses a severe challenge to sealing devices and can easily lead to sealing failure.

[0004] In a first aspect, this application provides a temperature control method applied to a continuously damped adjustable vibration damper, comprising the following steps: Obtain the real-time piston speed and current value of the shock absorber under suspension control mode; Based on the oil temperature standard curve of the real-time piston speed, current value and working time of the real-time shock absorber, the real-time oil temperature of the shock absorber under the real-time piston speed and current value is obtained. Determine if the real-time oil temperature is greater than the first temperature threshold. If the real-time oil temperature is greater than the first temperature threshold, the control will enter passive takeover mode.

[0005] For vehicles with continuously adjustable damping shock absorbers, since no temperature sensor is installed, the temperature cannot be measured by the sensor. During vehicle operation, the damping force of the shock absorber will decrease due to the increase in temperature, which will affect the driving experience. At the same time, the shock absorber may also fail to seal due to excessive temperature.

[0006] This application obtains the real-time oil temperature of the shock absorber at the real-time piston speed and current value using a standard curve of the piston speed, current value, and working time of the shock absorber. If the real-time oil temperature is greater than a first temperature threshold, the control enters a passive takeover mode. The oil temperature corresponding to the real-time piston speed and current value of the shock absorber is obtained by interpolation using the standard curve method. Then, the corresponding oil temperature is compared with the first temperature threshold to control the oil temperature, reducing the risk of a decrease in damping force due to excessive oil temperature, which would affect the driving experience. At the same time, it reduces the problem of sealing element failure due to excessive oil temperature, and provides over-temperature protection for the shock absorber.

[0007] It should be noted that the first preset temperature is usually 110℃~105℃. Within this temperature range, the oil temperature of the shock absorber is prone to causing a decrease in damping force and failure of sealing elements.

[0008] It should be noted that passive takeover mode means that the controller sends a command to the shock absorber, and the shock absorber enters failsafe mode. After entering passive takeover mode, the shock absorber maintains a fixed damping force through the basic passive valve system, which can provide sufficient damping force to maintain normal shock absorption capacity and support the normal driving of the whole vehicle.

[0009] In some embodiments, the step of controlling the system to enter passive takeover mode if the real-time oil temperature is greater than a first temperature threshold further includes: Determine whether the time to enter passive takeover mode is greater than the first preset time; If the time spent in passive takeover mode exceeds the first preset time, then exit passive takeover mode and enter suspension control mode.

[0010] In passive takeover mode, the shock absorber oil temperature typically does not rise continuously but cools down slowly. After a certain period of time, i.e., the first preset time, the shock absorber oil temperature has dropped to a safe range, and the suspension control mode can be resumed to improve damping performance. The first preset time is usually 10-20 minutes. After this first preset time, the shock absorber oil temperature can drop below 80℃.

[0011] In some embodiments, after obtaining the real-time oil temperature of the shock absorber at the real-time piston speed and current value based on the oil temperature standard curve of the real-time shock absorber's piston speed, current value, and operating time, the method further includes: Determine whether the real-time oil temperature is lower than the second temperature threshold. If the real-time oil temperature is lower than the second temperature threshold, the damper current value is increased to the first preset current value.

[0012] Typically, the second temperature threshold is 75℃~80℃. When the real-time oil temperature is lower than the second temperature threshold, it indicates that the oil temperature of the shock absorber is within a safe range. At this point, the main objective is no longer to control the oil temperature, but rather to optimize the shock absorber's damping performance. The shock absorber current can be increased to the first preset current value, allowing the shock absorber to operate at the target current. The real-time piston speed and current value of the shock absorber are continuously monitored to achieve temperature compensation. It should be noted that the first preset current value is 55~65% of Imax, where Imax is the maximum rated current value of the shock absorber. The specific value can be set according to the operating current range of the shock absorber.

[0013] In some embodiments, the first temperature threshold is greater than the second temperature threshold. Typically, below the temperature threshold, the oil temperature of the shock absorber is too high, which can easily cause a decrease in damping force and lead to failure of the sealing elements. At the second temperature threshold, the oil temperature of the shock absorber is safe; therefore, the first temperature threshold is greater than the second temperature threshold. Typically, the first preset temperature is 110℃~105℃, and the second temperature threshold is 75℃~80℃.

[0014] In some embodiments, obtaining the real-time piston speed and current value of the shock absorber in the suspension control mode includes: Obtain real-time vehicle acceleration and wheel acceleration; Calculate the real-time vehicle speed and real-time wheel speed based on the vehicle body acceleration and wheel acceleration; The real-time piston speed of the shock absorber is calculated based on the real-time vehicle speed and the real-time wheel speed. The real-time current value of the shock absorber is calculated based on the real-time piston speed of the shock absorber.

[0015] When the vehicle is driving normally and all sensors and controllers related to the continuously variable damping system are functioning properly, the ECU determines whether to enter the CDC control module based on the vehicle speed. The ECU calculates the vehicle speed and wheel speed based on sensor signals, and the shock absorber piston speed equals the vehicle speed minus the wheel speed. The shock absorber piston speed can be obtained based on the vehicle and wheel accelerations and the operating time. The ECU calculates and records the piston speed in real time. Simultaneously, the ECU calculates and outputs the shock absorber current value based on road conditions. Based on the calculated piston speed and current value, the ECU calculates the duration of continuous operation at different current values ​​at different piston speeds within one hour, and outputs the shock absorber's operating temperature based on the calculation results and a standard curve showing temperature changes over time at different speeds and currents.

[0016] In some embodiments, before obtaining the real-time oil temperature of the shock absorber at the real-time piston speed and current value based on the oil temperature standard curve of the real-time shock absorber's piston speed, current value, and operating time, the method further includes: The temperature of the shock absorber under different piston speeds and currents during bench testing on actual vehicles was obtained as a function of the shock absorber's operating time. The temperature of the shock absorber at different piston speeds and currents was plotted as a standard curve with the operating time of the shock absorber.

[0017] The standard oil temperature curves for the piston speed, current value, and operating time of the shock absorber are pre-tested during actual vehicle testing. This involves statistically analyzing the oil temperature of the shock absorber at different piston speeds and currents for varying durations. The measurable oil temperature is estimated by referring to a pre-defined shock absorber current-temperature table. By calibrating the oil temperature of different shock absorbers at varying piston speeds, current values, and operating times, multiple shock absorber temperatures under different piston speeds and currents are obtained. These oil temperature and shock absorber operating time are then calibrated into multiple standard curves, resulting in the final standard curve for the shock absorber's oil temperature versus current value and operating time.

[0018] In some embodiments, obtaining the real-time oil temperature of the shock absorber based on the oil temperature standard curve of the real-time piston speed and current value and the operating time of the shock absorber includes: The running time of the shock absorber under multiple different piston speeds and different current values ​​was obtained within a set time. Based on the operating time of the shock absorber at multiple different piston speeds and current values, the corresponding oil temperature standard curves for piston speed, current value, and operating time of the shock absorber are obtained to obtain the real-time oil temperature.

[0019] The oil temperature to be measured can be obtained by looking up a table on a standard curve based on the current value corresponding to the oil temperature and the running time. This allows for oil temperature calculation and facilitates the control of the shock absorber's oil temperature. For example, when collecting shock absorber operating current data for a car traveling on a highway for 120 minutes, with the shock absorber piston speed expected to be between 0.3 m / s and 0.6 m / s, taking 0.3 m / s as an example, the shock absorber operates for 78 minutes at a current ≤ 0.3 A at 0.3 m / s, 24 minutes at a current variation range of 0.3 A to 0.6 A, 12 minutes at a current variation range of 0.6 A to 0.9 A, and 6 minutes at a current variation range of 0.9 A to 1.2 A. By looking up the standard curve, the shock absorber can be determined at a speed of 0.3 m / s. The vibration damper's temperature rises by 15°C after 5 minutes of operation at 0.3A, 30°C after 3 minutes at 0.6A, 40°C after 1 minute at 0.9A, and 60°C after 0.5 minutes at 1.6A. Considering the solenoid valve resistance R (5Ω~7Ω), the damper's heat capacity C and heat generation rate (0.1W / s~6W / s) at different operating currents can be calculated using the above bench calibration data. Substituting these values ​​into the formula, the damper's oil temperature T1 can be estimated. T0 + (Σ(cumulative duration of each current range × corresponding heat generation rate)) / C = 25 + (0.09*78 + 0.6*24 + 4.86*12 + 35.84*6) / 9 = 57.7℃; where T0 is the ambient temperature (taken from the vehicle ambient temperature sensor, accuracy ±2℃), and C is the damper heat capacity (pre-stored parameter, approximately 9J / ℃); - Heat dissipation correction: Considering air heat dissipation during vehicle operation, an additional heat dissipation coefficient K (K=0.8, i.e., T2=T1×0.8) is added to the small current variation range, and K=1.0 for the large and medium current variation range. The above driving conditions are high-speed driving conditions, and the weighted operating temperature is T2=46℃.

[0020] Secondly, this application provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the temperature control method as described in the first aspect.

[0021] Thirdly, this application provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the temperature control method as described in the first aspect.

[0022] Fourthly, this application provides a temperature control device, comprising: The acquisition unit is used to acquire the real-time piston speed and current value of the shock absorber in suspension control mode; The calculation unit is used to obtain the real-time oil temperature of the shock absorber under the real-time piston speed and current value according to the oil temperature standard curve of the real-time shock absorber piston speed, current value and working time. The judgment unit is used to determine whether the real-time oil temperature is greater than the first temperature threshold. The execution unit is used to control the system to enter passive takeover mode if the real-time oil temperature is greater than the first temperature threshold.

[0023] By using the oil temperature standard curve of the real-time piston speed, current value, and working time of the shock absorber, the real-time oil temperature of the shock absorber under the real-time piston speed and current value is obtained. If the real-time oil temperature is greater than the first temperature threshold, the control enters the passive takeover mode. The oil temperature corresponding to the real-time piston speed and current value of the shock absorber is obtained by interpolation using the standard curve method. Then, the corresponding oil temperature is compared with the first temperature threshold to control the oil temperature, reduce the risk of a decrease in damping force due to excessive oil temperature, which would affect the driving experience, and reduce the problem of sealing element failure due to excessive oil temperature, thus achieving over-temperature protection for the shock absorber. Attached Figure Description

[0024] 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.

[0025] Figure 1 This is a flowchart of a temperature control method according to one embodiment of this application.

[0026] Figure 2 This is a flowchart of a temperature control method according to one embodiment of this application.

[0027] Figure 3 This is a flowchart of a temperature control method according to one embodiment of this application.

[0028] Figure 4 This is a flowchart of a temperature control method according to one embodiment of this application.

[0029] Figure 5 This is a flowchart of a temperature control method according to one embodiment of this application.

[0030] Figure 6 This is a flowchart of a temperature control method according to one embodiment of this application.

[0031] Figure 7 A schematic diagram of a temperature control device provided in one embodiment of this application. Detailed Implementation

[0032] 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.

[0033] Vehicles equipped with continuously damped adjustable shock absorbers are prone to experiencing an increase in oil temperature inside the shock absorber during vibration reduction. This increase in oil temperature poses a severe challenge to the sealing devices, potentially leading to seal failure.

[0034] In view of this, this application provides a temperature control method and apparatus, a computer-readable storage medium and a program product to solve the problem that the rise in oil temperature poses a severe challenge to sealing devices and easily leads to sealing failure.

[0035] Firstly, such as Figure 1 As shown, this application provides a temperature control method applied to a continuously damped adjustable vibration damper, comprising the following steps: S100: Obtain the real-time piston speed and current value of the shock absorber under suspension control mode; S 200. Based on the standard curve of oil temperature under real-time piston speed and current value of the real-time shock absorber and working time, obtain the real-time oil temperature of the shock absorber under real-time piston speed and current value. S300: Determine whether the real-time oil temperature is greater than the first temperature threshold. S400: If the real-time oil temperature is greater than the first temperature threshold, the control will enter the passive takeover mode.

[0036] For vehicles with continuously adjustable damping shock absorbers, since no temperature sensor is installed, the temperature cannot be measured by the sensor. During vehicle operation, the damping force of the shock absorber will decrease due to the increase in temperature, which will affect the driving experience. At the same time, the shock absorber may also fail to seal due to excessive temperature.

[0037] This application obtains the real-time oil temperature of the shock absorber at the real-time piston speed and current value using a standard curve of the piston speed, current value, and working time of the shock absorber. If the real-time oil temperature is greater than a first temperature threshold, the control enters a passive takeover mode. The oil temperature corresponding to the real-time piston speed and current value of the shock absorber is obtained by interpolation using the standard curve method. Then, the corresponding oil temperature is compared with the first temperature threshold to control the oil temperature, reducing the risk of a decrease in damping force due to excessive oil temperature, which would affect the driving experience. At the same time, it reduces the problem of sealing element failure due to excessive oil temperature, and provides over-temperature protection for the shock absorber.

[0038] It should be noted that the first preset temperature is usually 110℃~105℃. Within this temperature range, the oil temperature of the shock absorber is prone to causing a decrease in damping force and failure of sealing elements.

[0039] It should be noted that the thermal protection mode refers to the process where, when the calculated temperature of the shock absorber reaches the first preset temperature value, the shock absorber derating its response current and entering passive takeover mode. After entering passive takeover mode, the ECU calculates the required damping force value based on road conditions and obtains the required shock absorber current value by looking up a table. Then, considering whether it is currently in thermal protection mode, it limits the current change amplitude to 50%~60% of the required value to reduce the shock absorber current. Combined with natural heat dissipation, this improves the temperature rise of the shock absorber. The ECU accumulates and calculates the shock absorber current and operating time in real time and calculates the shock absorber temperature by looking up a table accordingly. When the temperature is lower than the first preset temperature, it exits the thermal protection mode.

[0040] In conjunction with the first aspect, such as Figure 2 As shown, in some embodiments provided in this application, after the step of controlling the system to enter passive takeover mode if the real-time oil temperature is greater than the first temperature threshold, the following further steps are included: S500: Determine whether the time to enter passive takeover mode is greater than the first preset time; S600: If the time to enter passive takeover mode is longer than the first preset time, then exit passive takeover mode and enter suspension control mode.

[0041] In passive takeover mode, the shock absorber oil temperature typically does not rise continuously but cools down slowly. After the oil temperature has decreased for a certain period (the first preset time), it has dropped to a safe range, allowing the system to re-enter suspension control mode and improve vehicle control and damping performance. The first preset time is usually 20-40 minutes. After this time, the shock absorber oil temperature can drop to approximately 80-85°C.

[0042] In conjunction with the first aspect, such as Figure 3As shown in some embodiments provided in this application, after obtaining the real-time oil temperature of the shock absorber under the real-time piston speed and current value according to the oil temperature standard curve of the real-time shock absorber piston speed, current value and working time, the method further includes: S700: Determine whether the real-time oil temperature is lower than the second temperature threshold. S800 If the real-time oil temperature is less than the second temperature threshold, increase the damper current value to the first preset current value.

[0043] Typically, the second temperature threshold is 75℃~80℃. When the real-time oil temperature is lower than the second temperature threshold, it indicates that the shock absorber's oil temperature is within a safe range. At this point, the main objective is no longer to control the shock absorber's oil temperature, but rather to optimize its damping performance. The shock absorber current can be increased to the first preset current value, allowing the shock absorber to operate at the target current. Continuous monitoring of the shock absorber's real-time piston speed and current value enables temperature compensation, improving vehicle handling, stability, and comfort. It should be noted that the first preset current value can typically be the full operating current range or the maximum current value.

[0044] In conjunction with the first aspect, in some embodiments provided in this application, the first temperature threshold is greater than the second temperature threshold. Typically, when the temperature is below the first threshold, the oil temperature of the shock absorber is too high, which can easily cause a decrease in damping force, leading to failure of the sealing elements. At the second temperature threshold, the oil temperature of the shock absorber is safe; therefore, the first temperature threshold is greater than the second temperature threshold. Typically, the first preset temperature is 110℃~105℃, and the second temperature threshold is 75℃~80℃.

[0045] In conjunction with the first aspect, such as Figure 4 As shown in some embodiments provided in this application, obtaining the real-time piston speed and current value of the shock absorber in the suspension control mode includes: S101. Obtain the real-time acceleration of the vehicle body and the real-time acceleration of the wheels; S102. Calculate the real-time vehicle speed and real-time wheel speed based on the vehicle acceleration and wheel acceleration; S103. Calculate the real-time piston speed of the shock absorber based on the real-time vehicle speed and the real-time wheel speed. S104. Calculate the real-time current value of the shock absorber based on the real-time piston speed of the shock absorber.

[0046] When the vehicle is driving normally and all sensors and controllers related to the continuously variable damping system are functioning properly, the ECU determines whether to enter the CDC control module based on the vehicle speed. The ECU calculates the vehicle speed and wheel speed based on sensor signals, and the shock absorber piston speed equals the vehicle speed minus the wheel speed. The shock absorber piston speed can be obtained based on the vehicle and wheel accelerations and the operating time. The ECU calculates and records the piston speed in real time. Simultaneously, the ECU calculates and outputs the shock absorber current value based on road conditions. Based on the calculated piston speed and current value, the ECU calculates the duration of continuous operation at different current values ​​at different piston speeds within one hour, and outputs the shock absorber's operating temperature based on the calculation results and a standard curve showing temperature changes over time at different speeds and currents.

[0047] In conjunction with the first aspect, such as Figure 5 As shown in some embodiments provided in this application, before obtaining the real-time oil temperature of the shock absorber under the real-time piston speed and current value based on the oil temperature standard curve of the real-time shock absorber's piston speed, current value, and working time, the method further includes: S001. Obtain the temperature change of the shock absorber under different piston speeds and different currents during the actual vehicle bench test as a function of the shock absorber running time. S002. Plot a standard curve of the temperature of the shock absorber at different piston speeds and currents versus the operating time of the shock absorber.

[0048] The standard oil temperature curves for shock absorber piston speed, current value, and operating time are pre-tested during real-vehicle testing. This involves statistically analyzing the oil temperature of the shock absorber at different piston speeds and currents for varying durations. The measurable oil temperature is estimated by referring to a pre-defined shock absorber current-temperature table. By calibrating the oil temperature of different shock absorbers at varying piston speeds, current values, and operating times, multiple shock absorber temperatures are obtained at different piston speeds and currents. These oil temperature and shock absorber operating time are then calibrated into multiple standard curves, resulting in a standard curve for shock absorber oil temperature versus current value and operating time. Bench testing involves testing the oil temperature of different shock absorbers at varying piston speeds and currents on a test bench. Multiple shock absorber temperatures are obtained at different piston speeds and currents. These oil temperature and shock absorber operating time are then calibrated into multiple standard curves. Combined with the shock absorber solenoid valve resistance-temperature characteristic curve, the heat capacity and heat generation rate of the shock absorber at different speeds and currents are calculated. These results are then substituted into the shock absorber temperature estimation formula to estimate the shock absorber oil temperature.

[0049] In conjunction with the first aspect, such as Figure 6 As shown in some embodiments provided in this application, obtaining the real-time oil temperature of the shock absorber based on the oil temperature standard curve of the real-time piston speed and current value of the shock absorber includes: S201. Obtain the running time of the shock absorber under multiple different piston speeds and different current values ​​within a set time. S202. Based on the operating time of the shock absorber at multiple different piston speeds and current values, the oil temperature is obtained by corresponding to the standard oil temperature curve of the shock absorber's piston speed, current value, and operating time.

[0050] The oil temperature to be measured can be obtained by looking up a table on a standard curve based on the current value corresponding to the oil temperature and the running time. This allows for oil temperature calculation and facilitates the control of the shock absorber's oil temperature. When collecting shock absorber operating current data for a 120-minute period of driving on a highway, with the shock absorber piston speed expected to be between 0.3 m / s and 0.6 m / s, taking 0.3 m / s as an example, the shock absorber operates for 78 minutes at a current ≤ 0.3 A at 0.3 m / s, 24 minutes at a current range of (0.3 A - 0.6 A), 12 minutes at a current range of (0.6 A - 0.9 A), and 6 minutes at a current range of (0.9 A - 1.2 A). By referring to the standard curve, the shock absorber can be measured at a speed of 0.3 m / s... The temperature rises by 15°C after 5 minutes of operation at 0.3A, 30°C after 3 minutes at 0.6A, 40°C after 1 minute at 0.9A, and 60°C after 0.5 minutes at 1.6A. Considering the solenoid valve resistance R (5Ω~7Ω), the heat capacity C of the shock absorber and its heat generation rate (0.1W / s~6W / s) at different operating currents can be calculated using the above bench calibration data. Substituting these values ​​into the formula, the oil temperature of the shock absorber, T1, can be estimated. T0 + (Σ(cumulative duration of each current range × corresponding heat generation rate)) / C = 25 + (0.09*78 + 0.6*24 + 4.86*12 + 35.84*6) / 9 = 57.7℃; where T0 is the ambient temperature (taken from the vehicle's ambient temperature sensor, accuracy ±2℃), and C is the damper's heat capacity (pre-stored parameter, approximately 9J / ℃); - Heat dissipation correction: Considering air heat dissipation during vehicle operation, an additional heat dissipation coefficient K (K=0.8, i.e., T2=T1×0.8) is added to the small current variation range, and K=1.0 for the large and medium current variation range. The above driving conditions are for high-speed driving conditions, and the weighted operating temperature is T2=46℃.

[0051] Secondly, this application provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the temperature control method as described in the first aspect.

[0052] Thirdly, such as Figure 7As shown, this application provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the temperature control method as described in the first aspect.

[0053] Fourthly, this application provides a temperature control device, comprising: The acquisition unit is used to acquire the real-time piston speed and current value of the shock absorber in suspension control mode; The calculation unit is used to obtain the real-time oil temperature of the shock absorber under the real-time piston speed and current value according to the oil temperature standard curve of the real-time shock absorber piston speed, current value and working time. The judgment unit is used to determine whether the real-time oil temperature is greater than the first temperature threshold. The execution unit is used to control the system to enter passive takeover mode if the real-time oil temperature is greater than the first temperature threshold.

[0054] By using the oil temperature standard curve of the real-time piston speed, current value, and working time of the shock absorber, the real-time oil temperature of the shock absorber under the real-time piston speed and current value is obtained. If the real-time oil temperature is greater than the first temperature threshold, the control enters the passive takeover mode. The oil temperature corresponding to the real-time piston speed and current value of the shock absorber is obtained by interpolation using the standard curve method. Then, the corresponding oil temperature is compared with the first temperature threshold to control the oil temperature, reduce the risk of a decrease in damping force due to excessive oil temperature, which would affect the driving experience, and reduce the problem of sealing element failure due to excessive oil temperature, thus achieving over-temperature protection for the shock absorber.

[0055] In summary, by using the standard curve of oil temperature based on the piston speed, current value, and working time of the shock absorber, the real-time oil temperature under the real-time piston speed and current value is obtained. If the real-time oil temperature is higher than the first temperature threshold, the control enters the passive takeover mode. The oil temperature corresponding to the real-time piston speed and current value of the shock absorber is obtained by interpolation using the standard curve method. Then, the corresponding oil temperature is compared with the first temperature threshold to control the oil temperature, reducing the risk of a decrease in damping force due to excessive oil temperature, which would affect the driving experience. At the same time, it reduces the problem of sealing element failure due to excessive oil temperature, thus achieving over-temperature protection for the shock absorber.

[0056] 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.

[0057] 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 design 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 designs. Specifically, the use of terms such as "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a concrete manner.

[0058] 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.

[0059] 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.

[0060] 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.

[0061] 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 by, The application is applied to a continuous damping adjustable shock absorber, and comprises the following steps. Real-time piston speed and current value of the shock absorber in a suspension control mode are acquired; Real-time oil temperature of the shock absorber under the real-time piston speed and current value is acquired according to an oil temperature standard curve of the real-time piston speed, current value and working time length of the shock absorber; It is judged whether the real-time oil temperature is greater than a first temperature threshold value; If the real-time oil temperature is greater than the first temperature threshold value, control enters a passive takeover mode.

2. The temperature control method of claim 1, wherein, After the control enters the passive takeover mode, the following steps are further included: It is judged whether the time of entering the passive takeover mode is greater than a first preset time; If the time of entering the passive takeover mode is greater than the first preset time, the passive takeover mode is exited and the suspension control mode is entered.

3. The temperature control method of claim 2, wherein, After the real-time oil temperature under the real-time piston speed and current value of the shock absorber is acquired according to the oil temperature standard curve of the real-time piston speed, current value and working time length of the shock absorber, the following steps are further included: It is judged whether the real-time oil temperature is less than a second temperature threshold value; If the real-time oil temperature is less than the second temperature threshold value, the current value of the shock absorber is increased to a first preset current value.

4. The temperature control method of claim 3, wherein, The first temperature threshold value is greater than the second temperature threshold value.

5. The temperature control method of claim 1, wherein, The real-time piston speed and current value of the shock absorber in the suspension control mode are acquired by the following steps: Real-time body acceleration and real-time wheel acceleration are acquired; Real-time body speed and real-time wheel speed are calculated according to the body acceleration and the wheel acceleration; Real-time piston speed of the shock absorber is calculated according to the real-time body speed and the real-time wheel speed; Real-time current value of the shock absorber is calculated according to the real-time piston speed of the shock absorber.

6. The temperature control method of claim 1, wherein, Before the real-time oil temperature under the real-time piston speed and current value of the shock absorber is acquired according to the oil temperature standard curve of the real-time piston speed, current value and working time length of the shock absorber, the following steps are further included: Temperatures of the shock absorber under different piston speeds and different currents are acquired when a bench test is performed; The temperatures of the shock absorber under different piston speeds and different currents are plotted into a standard curve with the running time of the shock absorber.

7. The temperature control method of claim 1, wherein, The real-time oil temperature under the real-time piston speed and current value of the shock absorber is acquired according to the oil temperature standard curve of the real-time piston speed, current value and working time length of the shock absorber by the following steps: Running time lengths of the shock absorber under multiple different piston speeds and different current values are respectively acquired within a set time; The real-time oil temperature is obtained by corresponding the running time lengths of the shock absorber under multiple different piston speeds and different current values to the oil temperature standard curve of the piston speed, current value and working time length of the shock absorber.

8. A computer-readable storage medium having stored thereon a computer program, characterized in that, The computer program is executed by the processor to realize the steps of the temperature control method in any one of claims 1 to 7.

9. A computer program product comprising a computer program, characterized in that, The computer program is executed by the processor to realize the steps of the temperature control method in any one of claims 1 to 7.

10. A temperature control device, characterized by, The computer program is executed by the processor to realize the steps of the temperature control method in any one of claims 1 to 7. An acquisition unit is configured to acquire real-time piston speed and current value of the shock absorber in a suspension control mode; A calculation unit is configured to acquire real-time oil temperature of the shock absorber under the real-time piston speed and current value according to an oil temperature standard curve of the real-time piston speed, current value and working time length of the shock absorber; A judgment unit is configured to judge whether the real-time oil temperature is greater than a first temperature threshold value The execution unit is configured to control entering the passive takeover mode if the real-time oil temperature is greater than a first temperature threshold.

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