Vehicle air spring heating device, control method thereof and vehicle

Abstract

According to the vehicle air spring heating device, the control method of the vehicle air spring heating device and the vehicle, the heating device comprises the heating plate, and the heating plate is provided with the power interface suitable for being connected with the external power source. And the heating plate is fixed on the base of the air spring by using a mounting piece. And the temperature control unit controls an external power supply to be conducted with the power interface under the control of the heating demand signal, and the heating plate generates heat energy to heat the air spring. According to the control method, whether the air spring is heated or not is determined according to the detection result of the suspension height change value and the environment temperature value. According to the scheme, the temperature of the air spring can be controlled, the working performance of the air spring is matched with the actual conditions of the suspension height change value and the environment temperature value, and the situation that the working performance of the air suspension is affected when the temperature of the air spring is too low is avoided.

Description

Technical Field

[0001] This application relates to the field of vehicle suspension structure technology, specifically to a vehicle air spring heating device and its control method, and a vehicle. Background Technology

[0002] Air springs, due to their adjustable stiffness and ability to automatically adapt to load changes, have gradually become a core component of suspension systems. In passenger vehicles, air springs are generally paired with CDC (Continuous Damping Control) shock absorbers to form an electromagnetic-air suspension. During air suspension tuning, it was discovered that the significant temperature difference between early morning and afternoon in northern regions leads to variations in friction between the air spring coils. This results in substantial differences in driving comfort for the same vehicle at these times: the suspension is firmer in the early morning due to lower temperatures, while it is more relaxed in the afternoon due to higher temperatures. The main reason is that the air spring coils are primarily made of rubber, and temperature has a significant direct impact on the coefficient of friction of rubber materials. Especially at low temperatures, the rubber hardness increases, elasticity decreases, and the contact surface roughness becomes more pronounced, potentially increasing the coefficient of friction. Therefore, existing suspension technologies, including air springs, exhibit performance differences under different temperatures. Summary of the Invention

[0003] The technical problem to be solved by this application is that the working performance of existing air springs is greatly affected by temperature, which affects the working performance of the suspension. Therefore, this application provides a vehicle air spring heating device and its control method, as well as a vehicle.

[0004] In a first aspect, the technical solution of this application provides a vehicle air spring heating device, comprising: A heating plate is provided with a power interface, which is adapted to be connected to an external power source. The mounting component secures the heating plate to the base of the air spring; The temperature control unit, upon receiving a heating demand signal, controls the external power supply to connect to the power interface, so that the heating plate generates heat energy, which heats the air spring.

[0005] Preferably, in the vehicle air spring heating device, the heating base plate includes a circuit board, and a heating type resistive element is disposed on the circuit board.

[0006] Preferably, in the vehicle air spring heating device, the outer surface of the heating plate is provided with an insulating heat-insulating material layer.

[0007] Preferably, the vehicle air spring heating device further includes: A limiting sleeve, one end of which is fitted onto the base of the air spring, and the other end of which is fitted onto the outside of the heating plate.

[0008] Preferably, in the vehicle air spring heating device, a power connector is provided on the limiting sleeve, one end of the power connector is electrically connected to the power interface, and the other end of the power connector is used to electrically connect to the external power source.

[0009] Secondly, the present application provides a control method for the vehicle air spring heating device according to any one of the first aspects, comprising: Obtain suspension height change values ​​and ambient temperature values; Obtain the standard value of height change under ideal conditions; Whether or not the air spring needs to be heated is determined based on the relationship between the suspension height change value and the standard height change value, as well as the ambient temperature value. If heating of the air spring is required, a heating demand signal is sent to the temperature control unit of the air spring heating device.

[0010] Preferably, the control method, wherein determining whether to heat the air spring based on the relationship between the suspension height change value and the standard height change value, and the ambient temperature value, includes: If the ambient temperature is less than the set temperature threshold and the suspension height change is less than the standard height change value, then it is determined that the air spring needs to be heated.

[0011] Preferably, the control method, wherein determining whether to heat the air spring based on the relationship between the suspension height change value and the standard height change value, and the ambient temperature value, further includes: If the ambient temperature is less than the set temperature threshold and the suspension height change is greater than or equal to the standard height change value, then it is determined that heating of the air spring is not required. If the ambient temperature value is greater than or equal to the set temperature threshold, and the suspension height change value is greater than or equal to the standard height change value, then it is determined that heating of the air spring is not required.

[0012] Preferably, the control method, wherein determining whether to heat the air spring based on the relationship between the suspension height change value and the standard height change value, and the ambient temperature value, further includes: If the ambient temperature value is greater than or equal to the set temperature threshold, and the suspension height change value is less than the standard height change value, then the air spring is determined to be faulty. Issue a fault alarm signal.

[0013] Thirdly, the technical solution of this application provides a vehicle, including a vehicle controller, a height sensor, a temperature sensor, and a vehicle air spring heating device as described in any one of the first aspects; The height sensor detects changes in the vehicle's suspension height and sends the data to the vehicle controller. The temperature sensor detects the ambient temperature of the vehicle's surroundings and sends it to the vehicle controller. The vehicle controller performs the control method described in any of the second aspects; The temperature control unit of the vehicle air spring heating device is communicatively connected to the vehicle controller.

[0014] The technical solution provided in this application has the following technical effects compared with the prior art: This application provides a vehicle air spring heating device and its control method, as well as a vehicle. The heating device includes a heating plate with a power interface suitable for connection to an external power source. The heating plate is fixed to the base of the air spring using mounting hardware. Under the control of a heating demand signal, a temperature control unit controls the external power source to connect to the power interface, allowing the heating plate to generate heat to heat the air spring. The control method determines whether to heat the air spring based on the detection results of suspension height change and ambient temperature. This solution enables temperature control of the air spring, ensuring its performance matches the actual suspension height change and ambient temperature, thus preventing the air spring from affecting the air suspension's performance when the temperature is too low. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the structure of a vehicle air spring heating device according to one embodiment of this application; Figure 2 This is a schematic diagram of the installation method of the vehicle air spring heating device and the air spring according to one embodiment of this application; Figure 3 This is a schematic diagram of the air spring heating device and the air spring packaging structure according to one embodiment of this application; Figure 4 This is a flowchart of a control method for a vehicle air spring heating device according to one embodiment of this application; Figure 5 This is a flowchart of a control method for a vehicle air spring heating device according to another embodiment of this application; Figure 6 This is a schematic diagram showing the connection relationship between the air spring heating device, the vehicle controller, and the sensors in a vehicle according to one embodiment of this application. Detailed Implementation

[0016] The specific embodiments of this application will be further described below with reference to the accompanying drawings.

[0017] It is readily understood that, based on the technical solution of this application, various structural and implementation methods can be interchanged by those skilled in the art without altering the essential spirit of this application. Therefore, the following detailed embodiments and accompanying drawings are merely illustrative examples of the technical solution of this application and should not be considered as the entirety of this application or as limitations or restrictions on the technical solution of the application.

[0018] like Figure 1 As shown, the air spring is mainly composed of the following core components: Gas chamber 101: It consists of an outer shell and an inner bladder. The bladder is made of flexible rubber composite material and is corrugated. It is the core component for sealing high-pressure air and realizing elastic deformation. The outer shell can limit the elastic deformation of the bladder to prevent it from changing too much.

[0019] End cap 102: Located above the bladder, a rigid metal or engineering plastic part, connecting the body / frame and suspension / axle respectively, while providing a sealing and fixing interface for the bladder.

[0020] Base 103: Together with the airbag, it forms a variable-volume air chamber.

[0021] In the above structure, the outer shell is mainly made of rubber material, and temperature has a significant direct impact on the coefficient of friction of the rubber material, including: The high-temperature effect occurs when rubber materials soften, their molecular chains become more mobile, and the contact area increases, potentially leading to a higher coefficient of friction in the low to medium temperature range. However, above a certain temperature (e.g., above 70°C), the surface viscosity of the rubber increases, its microstructure becomes smoother, and the coefficient of friction decreases.

[0022] Low temperature effect: At low temperatures, the hardness of rubber increases, its elasticity decreases, the roughness of the contact surface becomes more obvious, and the coefficient of friction may increase. However, if the temperature is too low (such as in winter), the material becomes brittle, which may cause fluctuations in the coefficient of friction.

[0023] This embodiment provides a vehicle air spring heating device, such as... Figure 1 and Figure 2 As shown, it includes: The heating plate 201 is equipped with a power interface suitable for connection to an external power source. The heating plate 201 can be a composite material heating plate, specifically using a metal thermally conductive substrate with embedded resistance wires / ceramic heating elements, which improves heat conduction efficiency and heating uniformity. Preferably, a temperature sensor (such as an NTC thermistor) can be integrated into the metal thermally conductive substrate to monitor the temperature of the heating plate 201 during heating. A metal protective mesh can also be installed on the outside of the heating plate to prevent road stones and mud from directly contacting it, thus preventing component damage and extending the lifespan of the heating plate.

[0024] Mounting component 202 secures the heating plate 201 to the base 103 of the air spring. Specifically, mounting component 202 can employ a structure where a rubber bushing or bolts mate with a spring washer to reduce the impact of suspension vibration on the fixing structure of the heating plate 201 and prevent loosening. In practical implementation, positioning bosses or guide grooves can also be provided on the edge of the heating plate 201 to facilitate quick assembly with the base 103 of the air spring and improve installation efficiency. In addition, to reduce heat loss, a high-temperature resistant heat-insulating pad (such as aerogel felt) can be added between the edge of the heating plate and the edge of the base to prevent heat from being conducted to the chassis and reducing the heating efficiency of the air spring.

[0025] Upon receiving a heating demand signal, the temperature control unit 203 controls the external power supply to connect to the power interface, causing the heating plate 202 to generate heat, which heats the air spring. Specifically, the temperature control unit 203 can receive the heating demand signal from other control units of the vehicle; in this solution, it is preferable to receive the signal from the vehicle controller.

[0026] The above solution, under the control of a heating demand signal, can heat the air spring. Heat is transferred to the air spring base and internal gas chamber via the heating plate 201, rapidly increasing the air spring's operating temperature. This avoids problems such as gas contraction and abnormal bladder stiffness in low-temperature environments, allowing the air spring to maintain stable elastic characteristics and sealing performance even in harsh environments such as extreme cold and low temperatures, thus improving the air spring's environmental adaptability and reliability. In this application's solution, the heating device is independently fixed to the air spring base via the mounting component 202, offering strong versatility and a wide range of applications. It does not damage the original air spring's structural strength and sealing performance, and assembly and maintenance are convenient.

[0027] In the above scheme, the heating base plate 201 includes a circuit board, on which heating resistor elements are disposed. Specifically, the circuit board is implemented using a flexible PCB board, a thick-film ceramic substrate, etc. The flexible board can better adapt to the curved or flat installation requirements of the air spring base, ensuring fit and structural strength. The heating resistor elements are preferably PTC ceramic heating elements, nickel-chromium alloy resistance wires, thick-film resistance pastes, etc., integrated on the circuit board by printing, etching, etc., to form a uniformly distributed heating area, ensuring that heat is directionally conducted to the air spring base. In specific implementation, the circuit layout adopts a zoned heating design, that is, the resistance density is higher in the core area near the gas chamber and appropriately lower in the edge area, realizing precise heating with strong heat in the center and weak heat at the edge, improving heating efficiency. Preferably, the surface of the circuit board is covered with a high-temperature resistant insulating protective layer, such as polyimide film or ceramic coating, to prevent abnormalities such as short circuits and leakage, while improving vibration and impact resistance.

[0028] The temperature control unit 203 can be integrated synchronously onto the circuit board or used as a separate controller; in specific applications, a PLC controller can be used. In practical applications, the PLC controller is a system-on-a-chip (SoC) and is soldered onto the circuit board using surface mount technology. It is integrated with the heating resistor element, power supply lines, etc., on the same circuit board, forming an integrated intelligent heating module that combines heating and control. The temperature control unit 203 controls the operating temperature of the heating plate to a set value, which is determined in advance through calibration tests. When the heating plate operates at this set value, it can heat the air spring to quickly reach its normal operating temperature range. The temperature control unit 203 can receive signals sent by the vehicle controller via wireless communication. In this case, the PLC controller can integrate wireless communication interfaces such as Bluetooth, Wi-Fi, and vehicle near-field communication modules. The PLC controller is housed within a temperature-controlled material to prevent it from being affected by high temperatures, ensuring the accuracy of its signal transmission and reception and control signal output.

[0029] The outer surface of the heating plate 201 is provided with an insulating heat-insulating material layer. This prevents the heat generated by the heating plate 201 from escaping to the low-temperature environment, allowing the heat energy generated by heating to be efficiently transferred to the gas chamber of the air spring, thus improving heating efficiency. The heat-insulating material layer also serves as a wear-resistant and impact-resistant buffer layer, resisting the impact of road stones and mud, and protecting the circuit board and heating element. The preferred materials for the heat-insulating material layer are aerogel felt, ceramic fiber cotton, etc. The heat-insulating layer is attached to the outer surface of the heating plate by high-temperature pressure-sensitive adhesive or mechanical strips, and the edges are sealed to prevent heat leakage from gaps.

[0030] Preferably, such as Figure 3As shown, the vehicle air spring heating device also includes a limiting sleeve 204. One end of the limiting sleeve is fitted onto the base of the air spring, and the other end is fitted onto the outside of the heating plate. The limiting sleeve is preferably a cylindrical, thin-walled rigid component, made of high-strength engineering plastic or lightweight aluminum alloy, balancing structural strength and vibration damping performance. Its inner wall precisely matches the outline of the air spring base and the heating plate. During installation, one end of the limiting sleeve uses a stepped fitting structure, interlocking with the air spring base to achieve circumferential and axial dual positioning, preventing displacement caused by suspension vibration. The other end uses a wrap-around fitting structure, completely enclosing the outer edge of the heating plate to form a physical protective barrier, while also reserving wiring channels for the power interface and temperature sensing leads to ensure uninterrupted electrical connections. Figure 3 As shown, the air spring can be initially sealed outside the housing 205. After the limiting sleeve 204 is fitted onto the base of the air spring, it can also extend to the outer wall of the housing 205. This improves the integration and aesthetics of the entire device.

[0031] Furthermore, a power connector 2041 is provided on the limiting sleeve 204. One end of the power connector 2041 is electrically connected to the power interface, and the other end is used to electrically connect to the external power source. Preferably, the external power source is a vehicle battery. In this solution, the power connector 2041 adopts an embedded modular design, which is fixed to the reserved area on the side wall of the sleeve by means of snap-fit ​​or thread, forming an integrated protective unit, avoiding the external wires from being exposed and hanging on the chassis, and reducing the risk of vibration pulling and foreign object interference. The connector internally adopts a multi-pin structure (including at least positive and negative power pins, grounding pins, and control signal pins), which respectively achieve point-to-point electrical connection with the power interface of the heating plate 201 and the component leads of the temperature control unit 203, resulting in a more orderly wiring layout. A sealed insulating bushing is provided between the outer wall of the connector 2041 and the inner wall of the limiting sleeve 204 to isolate the heat and moisture inside the sleeve and prevent pin short circuits.

[0032] The vehicle air spring heating device provided in this application includes a heating plate 201, a mounting component 202, a temperature control unit 203, a limiting sleeve 204, and a power connector 2041. The heating plate 201 is fixed to the air spring base 103 via the mounting component 202, and its outer surface is provided with a heat insulation material layer. The internal circuit board integrates a heating resistor element and a temperature sensing element. The limiting sleeve 204 is sleeved around the air spring base 103 and the heating plate 201. The power connector 2041 is integrated into the side wall of the sleeve, enabling a reliable connection between the heating plate and an external power source. The temperature control unit 203 is soldered to the circuit board of the heating plate, establishing a communication connection with the vehicle controller. After receiving a heating demand signal, it controls the heating plate to conduct heat and simultaneously feeds back the heating status and temperature data. The entire structure requires no modification to the air spring itself; a heating structure can be added directly to the original air spring base.

[0033] This application provides a control method for the aforementioned vehicle air spring heating device. Specifically, during the development phase, the suspension height change value H0 of the vehicle under a fixed Z-axis impact acceleration G0 is tested, and H0 is used as a standard value for the suspension height change. Similarly, a set temperature threshold T0 is selected as the judgment threshold for the outdoor temperature. The method for determining the set temperature threshold T0 and the standard value of height change H0 includes: Determination of T0: Inside a high-low temperature chamber, on a loading platform for the air spring components, in a constant temperature environment with an initial temperature of t0, the load is increased downwards at a loading speed of 50 N / s to obtain the stiffness curve of the air spring from static friction to kinetic friction. Then, the ambient temperature is changed to t0+1, and the above operation is repeated to obtain a new friction curve. Finally, based on the curve, the ambient temperature tk at which static friction is minimized is found, and T0 = tk is set.

[0034] H0: Similar to the determination of T0, determine the impact acceleration G0 that often occurs in a vehicle use scenario, obtain valid data through multiple (more than three) measurements, and calculate the average value to obtain H0.

[0035] The vehicle itself collects its own height sensor signals in real time to obtain the suspension height change value; the vehicle itself also senses the ambient temperature value of the environment in real time.

[0036] Specifically, the method is applied in a vehicle controller, such as... Figure 4 As shown, it includes the following steps: S100: Obtain suspension height change value and ambient temperature value.

[0037] The vehicle controller collects two types of data via the vehicle's CAN bus. Specifically, the vehicle controller obtains the real-time suspension height signal from the air suspension ECU or vehicle height sensor, calculates the difference with a preset reference height to obtain the suspension height change value, which characterizes the actual deformation state of the air spring under current load and road conditions. The vehicle controller obtains the external ambient temperature from the vehicle's ambient temperature sensor as a basis for determining whether low temperatures affect the air spring's operating characteristics.

[0038] S200: Obtain the standard value of height change under ideal conditions.

[0039] Specifically, the vehicle controller has pre-stored the suspension height variation range under ideal working conditions. This step selects the standard value of the air spring's expected height variation as the benchmark for judging whether the suspension performance is abnormal.

[0040] S300: Determine whether the air spring needs to be heated based on the relationship between the suspension height change value and the standard height change value, as well as the ambient temperature value.

[0041] Specifically, the deviation between the suspension height change value and the standard height change value is calculated to determine whether it exceeds the preset allowable range. If the deviation exceeds the preset allowable range and the ambient temperature is below the normal operating threshold of the air spring (e.g., below 0°C), it is determined that the abnormal height is caused by gas contraction and increased bladder stiffness due to low temperature, and the air spring needs to be heated. If the temperature is normal or the deviation does not exceed the limit, it is determined that heating is not required.

[0042] S400: If heating of the air spring is required, a heating demand signal is sent to the temperature control unit of the air spring heating device.

[0043] In this step, when the vehicle controller determines that the air spring needs heating, it sends a heating demand signal to the temperature control unit of the air spring heating device via wireless communication. The heating demand signal may include information such as a heating enable command, target temperature, and heating power level, which triggers the heating device to start working and directionally heat the air spring to restore its normal elasticity and height characteristics. As a specific implementation method: After determining that the air springs need heating, the vehicle controller calculates relevant parameters such as target temperature, power level, and timeout threshold based on the current ambient temperature and altitude variation deviation. The data format can be set according to the vehicle CAN bus protocol (for traditional vehicles) or the CAN FD protocol (for high-bandwidth intelligent vehicles). The signal transmission baud rate is set to 250Kbps (standard rate for vehicle body control) to ensure real-time signal transmission and anti-interference capabilities. The control logic is as follows: if the ambient temperature T is less than -10℃, the target temperature is 10℃; if -10℃ ≤ ambient temperature T < 0℃, the target temperature is 5℃. This means that core performance is rapidly enhanced at low temperatures, while heating efficiency and energy consumption are balanced at slightly higher temperatures.

[0044] The heating power rating is divided into three levels, which are dynamically set according to the power rating: High power (300W): Threshold = 300s (5 minutes, to avoid prolonged high power heating); Medium power (200W): Threshold = 200s; Low power (75W): Threshold = 3600s (60 minutes, can be used as a heat preservation function).

[0045] The power can be adjusted according to the air spring temperature. When the temperature rises to (target temperature - 2℃), the power is reduced by one level; after reaching the target temperature, low power is maintained for heat preservation. If the heating time reaches the threshold but the air chamber temperature still does not reach the target value, the temperature control unit automatically stops heating and reports a "heating failure" fault signal to the vehicle controller. In this solution, the dynamic matching of heating power and target temperature balances heating efficiency and energy consumption, adapting to different low-temperature scenarios. The above data are for illustrative purposes only; in actual applications, adjustments can be made based on the vehicle model, the temperature range of the city, etc.

[0046] The above-mentioned solution in this application effectively distinguishes between normal operating conditions and low-temperature failure conditions by judging the deviation of suspension height changes and ambient temperature, thereby enabling on-demand heating of the air springs. Through this solution, air spring heating is promptly activated in low-temperature environments to restore the internal gas pressure and sleeving flexibility of the air springs, allowing the suspension height to return to the standard value and ensuring vehicle smoothness, handling stability, and ride comfort.

[0047] Preferably, such as Figure 5 As shown, step S200, which involves determining whether the air spring needs to be heated based on the relationship between the suspension height change value and the standard height change value, as well as the ambient temperature value, includes: S201: If the ambient temperature value is less than the set temperature threshold and the suspension height change value is less than the height change standard value, then it is determined that the air spring needs to be heated.

[0048] When the vehicle controller determines that the ambient temperature is lower than the preset temperature threshold (corresponding to the low-temperature operating threshold, e.g., 0°C), and simultaneously detects that the actual suspension height change is less than the ideal height change standard value, it indicates that the air spring's internal gas contraction and increased sheath stiffness due to low temperature cause a decrease in suspension deformation capacity, suppressing height changes and preventing it from reaching the deformation range under normal operating conditions. In this case, the vehicle controller determines that the current abnormal air spring operation is due to performance degradation caused by low temperature, and therefore determines that the air spring heating device needs to be activated to raise the air spring temperature and restore its elastic characteristics and normal height change capacity.

[0049] S202: If the ambient temperature value is less than the set temperature threshold and the suspension height change value is greater than or equal to the standard height change value, then it is determined that heating of the air spring is not required.

[0050] When the vehicle controller determines that the ambient temperature is lower than the preset temperature threshold, but the actual suspension height change is greater than or equal to the corresponding standard height change value, it indicates that despite the low-temperature environment, the air spring can still maintain normal deformation capacity and height response characteristics, and its stiffness and elasticity have not significantly decreased, so there is no need for compensation through heating. Therefore, the vehicle controller determines that there is no need to activate the heating device, avoiding unnecessary energy consumption and improving the energy utilization efficiency of the entire vehicle.

[0051] S203: If the ambient temperature value is greater than or equal to the set temperature threshold, and the suspension height change value is greater than or equal to the height change standard value, then it is determined that heating of the air spring is not required.

[0052] When the vehicle controller determines that the ambient temperature is within the normal operating temperature range (greater than or equal to the set temperature threshold), and the suspension height change meets or exceeds the ideal height change standard value, it indicates that the air spring's operating environment is normal, the suspension deformation characteristics meet design requirements, and there is no performance degradation issue caused by low temperature. Therefore, the vehicle controller determines that there is no need to activate the heating device, and the air spring can operate stably under the current conditions.

[0053] S204: If the ambient temperature value is greater than or equal to the set temperature threshold, and the suspension height change value is less than the height change standard value, then the air spring is determined to be faulty.

[0054] When the vehicle controller determines that the ambient temperature is within the normal operating temperature range, but the actual suspension height change is still less than the corresponding standard height change value, after ruling out low temperature as a contributing factor, it indicates that the air spring itself has a mechanical or pneumatic abnormality. This could be due to faults such as airbag leakage, aging and cracking of the airbag skin, air passage blockage, height sensor failure, or mounting plate jamming, leading to an abnormal decrease in suspension height change capability. In this case, the vehicle controller determines that the air spring has malfunctioned and cannot be restored to normal operation by heating.

[0055] S205: Issues a fault alarm signal.

[0056] After S204 determines that the air spring is faulty, the vehicle controller immediately generates a corresponding fault code and fault alarm signal, and sends the fault information to the instrument control system, body control system, and remote vehicle networking platform via the vehicle CAN bus. The fault alarm signal can drive the instrument cluster to illuminate the fault indicator light, display text prompts, and issue audible and visual reminders to notify the driver to have the fault checked in time; at the same time, the fault code is stored in the non-volatile memory of the vehicle controller, which allows after-sales maintenance personnel to read the fault information through diagnostic equipment, enabling rapid location and repair.

[0057] The above solution uses ambient temperature and suspension height change as the basis for judgment. When the ambient temperature is lower than the set temperature threshold T0 and the suspension height change is lower than the standard height change value H0, the vehicle is determined to be in a low-temperature environment. The small change in vehicle height also indicates insufficient suspension smoothness, requiring temperature adjustment. A temperature control signal is output, activating the circuit containing the heating plate until the suspension height change reaches or exceeds the standard height change value H0. If this meets expectations, no further heating is needed, and the vehicle operates normally. Similarly, when the ambient temperature is greater than or equal to the set temperature threshold T0 and the suspension height change is greater than or equal to the standard height change value H0, the condition is met, and heating is also unnecessary; the vehicle operates normally. When the outdoor temperature is greater than or equal to the set temperature threshold T0 and the suspension height change is less than the standard height change value H0, this is an abnormal situation, indicating a fault. Abnormal performance should also trigger a fault code. This solution enables automatic heating and fault diagnosis of the air springs.

[0058] The above solution, through a combination of ambient temperature and suspension height changes, can strictly distinguish between air spring performance degradation caused by low temperatures and air spring malfunctions. It integrates heating control and fault diagnosis, ensuring accurate identification of heating needs and timely detection of actual faults. This solution promptly heats and activates the springs at low temperatures, quickly restoring internal gas pressure and bladder flexibility, returning suspension height changes to the standard range, and ensuring good ride comfort, support, and handling stability even in extremely cold environments. Furthermore, this solution only activates air spring heating when temperatures are low and height changes are suppressed; heating is not triggered under other conditions, effectively reducing the vehicle's electrical load, making it particularly suitable for new energy vehicles, reducing energy consumption and improving range. Additionally, this solution identifies and alarms for abnormal heights within the normal temperature range, enabling online air spring fault monitoring and improving vehicle driving safety.

[0059] This application also provides a vehicle, such as... Figure 6 As shown, the system includes a vehicle controller 600, a height sensor 601, a temperature sensor 602, and the vehicle air spring heating device described in the previous embodiment. The height sensor 601 detects the change in the vehicle's suspension height and sends it to the vehicle controller 600. The temperature sensor 602 detects the ambient temperature of the vehicle's environment and sends it to the vehicle controller 600. The vehicle controller 600 executes the control method described in the previous embodiment. The temperature control unit 203 of the vehicle air spring heating device is communicatively connected to the vehicle controller 600.

[0060] In the above scheme, the vehicle controller 600, as the core control hub of the vehicle, has a built-in control method program as described in the aforementioned embodiments, and possesses functions such as data processing, decision output, and communication linkage. It establishes bidirectional communication connections with the height sensor 601, the temperature sensor 602, and the temperature control unit 203 in the vehicle's air spring heating device. The communication method can employ CAN bus communication (adapted to traditional vehicle electronic control architectures) or wireless communication (such as BLE low-power Bluetooth or in-vehicle near-field communication, adapted to intelligent connected vehicles). The preferred communication method ensures real-time and reliable signal transmission while minimizing cost. The vehicle controller 600 receives detection data from the height sensor 601 and the temperature sensor 602, and issues heating demand signals or fault handling commands.

[0061] The height sensor 601 can be selected as a high-precision Hall effect displacement sensor or a laser rangefinder sensor. It must be vibration-resistant, waterproof, and dustproof (IP67 or higher protection rating) to adapt to harsh operating conditions of the vehicle chassis. The measurement accuracy should be ≤±0.5mm to ensure the accuracy of height changes. The height sensor 601 is installed at the connection point between the air spring and the vehicle body (e.g., between the air spring cover and the body support) to directly detect the real-time height of the air spring. Its working logic is as follows: it collects suspension height data in real time, calculates the difference between this data and a preset reference height when the vehicle is stationary, obtains the suspension height change value, and sends it to the vehicle controller 600 via the CAN bus at a fixed frequency (e.g., 10Hz) to provide operating condition data support for decision-making.

[0062] The temperature sensor 602 can be selected as an NTC thermistor or a platinum resistance sensor, and is installed in the area of ​​the vehicle chassis near the air springs (such as the side of the frame or on the suspension bracket), avoiding direct sunlight and interference from engine waste heat, to accurately detect the real ambient temperature of the air springs. The temperature sensor 602 collects ambient temperature data in real time, converts the analog signal into a digital signal, and sends it to the vehicle controller 600 via the CAN bus. The data update frequency is 5Hz to ensure real-time temperature detection, and it also has a temperature compensation function, with a measurement error of ≤±1℃ within the range of -20℃ to 45℃.

[0063] When the vehicle is moving or stationary, the height sensor 601 continuously monitors changes in suspension height, and the temperature sensor 602 continuously monitors the ambient temperature. Both sensors synchronously upload real-time data to the vehicle controller 600. The vehicle controller 600 filters and calibrates the received data to eliminate abnormal interference signals and ensure the reliability of the input data. The vehicle controller 600 calls its built-in control program to query the corresponding standard value for height change based on the ambient temperature value. Through the combined judgment logic of S201-S205, it determines whether heating is needed or identifies a fault. If heating is needed, the vehicle controller 600 sends a heating demand signal containing heating power and target temperature to the temperature control unit 203; if a fault is identified, a fault alarm mechanism is immediately triggered. After receiving a heating demand signal, the temperature control unit 203 controls the heating plate 201 to connect to an external power source. The heating resistor generates heat, which is then conducted directionally to the air spring base and air chamber, achieving heating. During the heating process, the temperature control unit 203 can also collect the heating temperature in real time through a built-in temperature sensing element and feed it back to the vehicle controller 600. The vehicle controller 600 dynamically adjusts the heating power based on the temperature feedback to avoid overheating or underheating. Once the vehicle controller 600 detects that the suspension height change value has reached the standard, it can stop heating the air spring.

[0064] The vehicle provided in this application, through the collaboration of the air spring heating device with the height sensor 601, temperature sensor 602, and vehicle controller 600, can operate stably in ambient temperatures ranging from -20℃ to 45℃, avoiding performance degradation of the air springs due to low temperatures and significantly improving driving smoothness and handling stability in cold regions. The air spring heating device adopts an add-on design, with the height sensor 601, temperature sensor 602, and vehicle controller 600 all connected through existing vehicle electronic control interfaces, requiring no structural modifications to the vehicle chassis or air spring body. It can be directly adapted to various models equipped with air suspension, such as fuel vehicles and new energy vehicles, making mass production highly feasible. This solution uses a dual judgment logic based on changes in ambient temperature and suspension height to achieve on-demand heating of the air springs, avoiding unnecessary energy consumption. It also has a fault self-diagnosis function, promptly detecting abnormalities in the air springs or heating device, improving vehicle driving safety. All components achieve integrated linkage through CAN bus or wireless communication, with unified scheduling by the vehicle controller, reducing redundant components and wiring harnesses, simplifying the vehicle electronic control architecture, and lowering assembly and maintenance costs.

[0065] As needed, the above technical solutions can be combined to achieve the best technical effect.

[0066] The above are merely the principles and preferred embodiments of this application. It should be noted that, for those skilled in the art, several other modifications can be made based on the principles of this application, and these modifications should also be considered within the scope of protection of this application.

Claims

1. A vehicle air spring heating device, characterized in that, include: A heating plate is provided with a power interface, which is adapted to be connected to an external power source. The mounting component secures the heating plate to the base of the air spring; The temperature control unit, upon receiving a heating demand signal, controls the external power supply to connect to the power interface, so that the heating plate generates heat energy, which heats the air spring.

2. The vehicle air spring heating device according to claim 1, characterized in that: The heating base plate includes a circuit board, on which a heating type resistive element is disposed.

3. The vehicle air spring heating device according to claim 1, characterized in that: The outer surface of the heating plate is provided with an insulating heat-insulating material layer.

4. The vehicle air spring heating device according to any one of claims 1-3, characterized in that, Also includes: A limiting sleeve, one end of which is fitted onto the base of the air spring, and the other end of which is fitted onto the outside of the heating plate.

5. The vehicle air spring heating device according to claim 4, characterized in that: The limiting sleeve is provided with a power connector. One end of the power connector is electrically connected to the power interface, and the other end of the power connector is used to electrically connect to the external power source.

6. A control method for the vehicle air spring heating device according to any one of claims 1-5, characterized in that, include: Obtain suspension height change values ​​and ambient temperature values; Obtain the standard value of height change under ideal conditions; Whether or not the air spring needs to be heated is determined based on the relationship between the suspension height change value and the standard height change value, as well as the ambient temperature value. If heating of the air spring is required, a heating demand signal is sent to the temperature control unit of the air spring heating device.

7. The control method according to claim 6, characterized in that, The step of determining whether to heat the air spring based on the relationship between the suspension height change value and the standard height change value, and the ambient temperature value, includes: If the ambient temperature is less than the set temperature threshold and the suspension height change is less than the standard height change value, then it is determined that the air spring needs to be heated.

8. The control method according to claim 6, characterized in that, The step of determining whether to heat the air spring based on the relationship between the suspension height change value and the standard height change value, and the ambient temperature value, further includes: If the ambient temperature is less than the set temperature threshold and the suspension height change is greater than or equal to the standard height change value, then it is determined that heating of the air spring is not required. If the ambient temperature value is greater than or equal to the set temperature threshold, and the suspension height change value is greater than or equal to the standard height change value, then it is determined that heating of the air spring is not required.

9. The control method according to claim 7 or 8, characterized in that, The step of determining whether to heat the air spring based on the relationship between the suspension height change value and the standard height change value, and the ambient temperature value, further includes: If the ambient temperature value is greater than or equal to the set temperature threshold, and the suspension height change value is less than the standard height change value, then the air spring is determined to be faulty. Issue a fault alarm signal.

10. A vehicle, characterized in that, Includes a vehicle controller, a height sensor, a temperature sensor, and the vehicle air spring heating device as described in any one of claims 1-5; The height sensor detects changes in the vehicle's suspension height and sends the data to the vehicle controller. The temperature sensor detects the ambient temperature of the vehicle's surroundings and sends it to the vehicle controller. The vehicle controller performs the control method according to any one of claims 6-9; The temperature control unit of the vehicle air spring heating device is communicatively connected to the vehicle controller.

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