Control method and device of active electromagnetic suspension thermal management system

Abstract

The invention discloses a control method and device of an active electromagnetic suspension thermal management system, and relates to the technical field of vehicle thermal management, and the active electromagnetic suspension thermal management system comprises an electromagnetic actuator, a cooling sleeve arranged on the electromagnetic actuator, a front end radiator, a liquid cooling heat exchanger, a three-way control valve, an electronic water pump and an air conditioning system. Comprising the steps that the current temperature of an electromagnetic actuator and road information in front of a vehicle are obtained; predicting thermal load parameters of the electromagnetic actuator based on the road information; determining a target working mode based on the current temperature, a preset temperature threshold value, the thermal load parameter and a preset thermal load threshold value; and based on the target working mode, the target communication state of the three-way control valve, the target operation state of the electronic water pump and the target operation state of the air conditioning system are controlled, so that the cooling liquid is driven to flow along a path corresponding to the target working mode.

Description

Technical Field

[0001] This application relates to the field of vehicle thermal management technology, and in particular to a control method and device for an active electromagnetic suspension thermal management system. Background Technology

[0002] With the development of automotive intelligence and electrification, active electromagnetic suspension has been widely used due to its excellent dynamic response performance. However, its core actuator, the electromagnetic actuator, generates a lot of heat during continuous operation. Especially when facing continuous bumpy roads or aggressive driving conditions, heat accumulation can easily lead to a decrease in output force and response delay.

[0003] Existing technologies typically equip electromagnetic suspensions with independent liquid-cooled heat dissipation systems. These systems mainly include a cooling jacket surrounding the actuators, an electronic water pump driving coolant circulation, and a front-end radiator located at the front of the vehicle, relying on ambient air for heat dissipation. However, this traditional solution's heat dissipation capacity is entirely dependent on ambient air temperature. Under conditions such as high summer temperatures or continuous high vehicle load operation, air cooling efficiency significantly decreases, resulting in insufficient cooling capacity and failing to effectively prevent performance degradation of the electromagnetic actuators due to overheating. Therefore, there is an urgent need for a control method for an active electromagnetic suspension thermal management system to address the aforementioned technical problems. Summary of the Invention

[0004] The summary section introduces a series of simplified concepts, which will be further explained in detail in the detailed description section. This summary section is not intended to limit the key and essential technical features of the claimed technical solutions, nor is it intended to determine the scope of protection of the claimed technical solutions.

[0005] This application aims to address the problems of existing air-cooled heat dissipation solutions being limited by ambient temperature, having insufficient cooling capacity, and high energy consumption due to system redundancy. The proposed method integrates the vehicle's air conditioning system, predicts heat load based on road information, and intelligently switches cooling modes, utilizing the air conditioning refrigeration circuit to actively and forcibly cool the coolant. This overcomes the limitation of ambient temperature on heat dissipation capacity, improves cooling performance under extreme conditions, and simultaneously simplifies the system structure and optimizes overall vehicle energy efficiency.

[0006] In a first aspect, this application provides a control method for an active electromagnetic suspension thermal management system, the active electromagnetic suspension thermal management system comprising an electromagnetic actuator, a cooling jacket disposed on the electromagnetic actuator, a front-end radiator, a liquid-cooled heat exchanger, a three-way control valve, an electronic water pump, and an air conditioning system, including:

[0007] Obtain the current temperature of the electromagnetic actuator and the road information ahead of the vehicle; Based on the road information, predict the thermal load parameters of the electromagnetic actuator; Based on the current temperature, the preset temperature threshold, the heat load parameters, and the preset heat load threshold, a target operating mode is determined, wherein the target operating mode includes a first mode in which the coolant of the cooling jacket flows through the front-end radiator or a second mode in which the coolant flows through the liquid-cooled heat exchanger. Based on the target operating mode, the target connection state of the three-way control valve, the target operating state of the electronic water pump, and the target operating state of the air conditioning system are controlled to drive the coolant to flow along the path corresponding to the target operating mode.

[0008] In some implementations, predicting the thermal load parameters of the electromagnetic actuator based on the road information includes: Based on the road information, extract road surface roughness features and discrete event features; The thermal load parameters are determined based on the road surface unevenness characteristics, the discrete event characteristics, and the current vehicle speed.

[0009] In some implementations, determining the thermal load parameters based on the road surface roughness characteristics, the discrete event characteristics, and the current vehicle speed includes: Based on the current vehicle speed and the road surface unevenness characteristics, calculate the continuous road surface heat load component; Based on the current vehicle speed and the characteristics of the discrete events, calculate the thermal load component of the discrete events; The heat load parameters are determined based on the continuous road surface heat load component and at least one of the discrete event heat load components.

[0010] In some implementations, determining the target operating mode based on the current temperature, a preset temperature threshold, the heat load parameters, and the preset heat load threshold includes: If the current temperature is not greater than the preset temperature threshold and the heat load parameter is not greater than the preset heat load threshold, the target operating mode is determined to be the first mode that causes the coolant to flow through the front-end radiator; or, If the current temperature is greater than the preset temperature threshold and / or the heat load parameter is greater than the preset heat load threshold, the target operating mode is determined to be the second mode that causes the coolant to flow through the liquid-cooled heat exchanger.

[0011] In some embodiments, controlling the target connection state of the three-way control valve, the target operating state of the electronic water pump, and the target operating state of the air conditioning system based on the target operating mode includes: Based on the target operating mode, determine the target connection state of the three-way control valve; Based on the target operating mode, the target operating state of the electronic water pump is determined; Based on the target operating mode, the target operating state of the air conditioning system is determined.

[0012] In some implementations, determining the target connection state of the three-way control valve based on the target operating mode includes: When the target operating mode is the first mode, the target connectivity state is determined to be the first state, which is used to guide the coolant from the cooling jacket through the front-end radiator; or, When the target operating mode is the second mode, the target connectivity state is determined to be the second state, which is used to guide the coolant from the cooling jacket through the liquid-cooled heat exchanger.

[0013] In some implementations, determining the target operating state of the electronic water pump based on the target operating mode includes: When the target operating mode is the first mode, the target operating state is determined to be operating at the first target speed; or, When the target operating mode is the second mode, the target operating state is determined to be operating at a second target speed, wherein the second target speed is greater than the first target speed.

[0014] In some implementations, determining the target operating state of the air conditioning system based on the target operating mode includes: When the target operating mode is the first mode, the target operating state is determined to be a non-coordinated cooling state, wherein the non-coordinated cooling state is used to indicate that the air conditioning system does not perform the cooling function for the coolant in the liquid-cooled heat exchanger; or, When the target operating mode is the second mode, the target operating state is determined to be a coordinated cooling state, wherein the coordinated cooling state is used to instruct the air conditioning system to start and provide a cold source for the liquid-cooled heat exchanger.

[0015] In some embodiments, the air conditioning system includes a compressor, a condenser, and an expansion valve connected to the liquid-cooled heat exchanger. After determining that the target operating state is a coordinated cooling state, the system further includes: Based on the aforementioned coordinated cooling state, the compressor is controlled to start; Control the flow of refrigerant from the condenser through the expansion valve, and the flow of refrigerant after passing through the expansion valve into the liquid-cooled heat exchanger; The temperature of the coolant in the liquid-cooled heat exchanger is reduced by the heat exchange of the refrigerant within the liquid-cooled heat exchanger.

[0016] Secondly, this application proposes a control device for an active electromagnetic suspension thermal management system, the active electromagnetic suspension thermal management system including an electromagnetic actuator, a cooling jacket disposed on the electromagnetic actuator, a front-end radiator, a liquid-cooled heat exchanger, a three-way control valve, an electronic water pump, and an air conditioning system, comprising: A multi-dimensional data acquisition unit is used to acquire the current temperature of the electromagnetic actuator and road information in front of the vehicle; A thermal load calculation unit is used to predict the thermal load parameters of the electromagnetic actuator based on the road information. The working mode determination unit is used to determine a target working mode based on the current temperature, the preset temperature threshold, the heat load parameters and the preset heat load threshold, wherein the target working mode includes a first mode in which the coolant of the cooling jacket flows through the front heat sink or a second mode in which the coolant flows through the liquid-cooled heat exchanger. The operating status determination unit is used to control the target connection state of the three-way control valve, the target operating state of the electronic water pump, and the target operating state of the air conditioning system based on the target operating mode, so as to drive the coolant to flow along the path corresponding to the target operating mode.

[0017] Thirdly, an electronic device includes: a memory, a processor, and a computer program stored in the memory and running on the processor, wherein the processor executes the computer program stored in the memory to implement the steps of the control method for the active electromagnetic suspension thermal management system of any one of the first aspects.

[0018] Fourthly, this application also proposes a computer-readable storage medium having a computer program stored thereon, wherein when the computer program is executed by a processor, it implements the steps of the control method of the active electromagnetic suspension thermal management system of any one of the first aspects.

[0019] The control method for the active electromagnetic suspension thermal management system provided in this application establishes the direct object of thermal management and the basic heat exchange interface through a system configuration including an electromagnetic actuator and its cooling jacket, providing a structural prerequisite for heat dissipation. Setting the front-end radiator and liquid-cooled heat exchanger as parallel heat dissipation terminals provides two heat dissipation paths with different physical properties for the coolant. The introduction of a three-way control valve enables switching of the coolant flow direction. The integrated electronic water pump and air conditioning system provide driving power for coolant circulation and the cold source capability for actively cooling the liquid-cooled heat exchanger, respectively. The method acquires the current temperature of the electromagnetic actuator and road information ahead of the vehicle, achieving synchronous perception of the system's real-time thermal state and future operating environment. Based on road information, heat load parameters are predicted, transforming the external variable of the road condition ahead into an internal basis for thermal management decisions. By comparing the current temperature with a preset temperature threshold and the heat load parameters with a preset heat load threshold, the target operating mode is determined. This mechanism integrates real-time status and expected load, ensuring the accuracy of mode switching judgment. The defined first and second modes are associated with different physical paths of coolant flow through the front-end radiator or liquid-cooled heat exchanger. Based on the target operating mode, the system comprehensively controls the target connection state of the three-way control valve, the target operating state of the electronic water pump, and the target operating state of the air conditioning system. This coordinated control command enables the valve path switching, water pump flow drive, and air conditioning cooling function to be uniformly scheduled and optimally matched. The coolant is driven to flow along the path corresponding to the target operating mode, ensuring that heat can be efficiently removed through the activated optimal heat dissipation path under any decision, thus achieving adaptive control of the electromagnetic actuator's thermal management. Attached Figure Description

[0020] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit this specification. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A schematic flowchart of a control method for an active electromagnetic suspension thermal management system provided in this application embodiment; Figure 2 A schematic diagram of the active electromagnetic suspension thermal management system circuit provided in the embodiments of this application; Figure 3 A schematic diagram of the control device structure of an active electromagnetic suspension thermal management system provided in this application embodiment; Figure 4 This is a schematic diagram of the control electronics structure of an active electromagnetic suspension thermal management system provided in an embodiment of this application. Detailed Implementation

[0021] The terms "first," "second," "third," "fourth," etc. (if present) in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments described herein can be implemented in a sequence other than that illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus. The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them.

[0022] The control method and apparatus provided in this application are mainly applied to vehicles equipped with active electromagnetic suspension systems, especially electric vehicles or high-performance vehicles with high requirements for handling and comfort. In this application scenario, the core actuator of the active electromagnetic suspension—the electromagnetic actuator—generates significant heat during operation due to continuous power switching and electromagnetic induction. The heat accumulation problem of the electromagnetic actuator is particularly prominent under high-load conditions such as high temperatures in summer, driving on continuously bumpy roads, driving on continuous curves in mountainous areas, or when the user is driving aggressively. Traditional independent liquid cooling systems that rely solely on ambient air for heat dissipation easily reach their cooling capacity bottleneck in such scenarios, potentially leading to performance degradation of the actuator due to overheating. Therefore, this application aims to achieve efficient and intelligent temperature control of the electromagnetic actuator in the aforementioned complex application scenarios through an integrated thermal management strategy.

[0023] To make the purpose, technical solution and advantages of this application clearer, some of the terms used in this application will be explained below.

[0024] The front-end radiator in this application refers to a device located at the front of a vehicle that primarily relies on convective heat exchange with the ambient air to dissipate coolant heat. In conventional cooling mode, it is the main heat dissipation terminal.

[0025] The liquid-cooled heat exchanger in this application does not refer to all devices used for heat exchange between liquids, but specifically to a dedicated component in the thermal management system of this application used for heat exchange between the refrigerant circuit of the vehicle's air conditioning system and the coolant circuit of the active electromagnetic suspension. In specific embodiments of this application, it refers to a coolant-refrigerant heat exchanger or a chiller. The function of this component is to actively and forcibly absorb the heat of the coolant flowing through it by utilizing the evaporation of the low-temperature, low-pressure refrigerant when the air conditioning system participates in synergistic cooling, thereby achieving a cooling effect that lowers the coolant temperature to below ambient temperature.

[0026] The three-way control valve of this application refers to a valve having one inlet and two outlets, or two inlets and one outlet, and capable of changing the internal flow channel connectivity through control. In this application, it is used to switch the flow direction of coolant from the electromagnetic actuator cooling jacket, directing it to either the front radiator or the liquid-cooled heat exchanger.

[0027] The first mode of this application refers to an operating mode of the active electromagnetic suspension thermal management system. In this mode, the coolant flows through the front-end radiator for heat dissipation, the system mainly relies on air cooling, and the air conditioning system does not specifically provide cooling function for the liquid-cooled heat exchanger.

[0028] The second mode of this application refers to another operating mode of the active electromagnetic suspension thermal management system. In this mode, the coolant flows through a liquid-cooled heat exchanger for heat dissipation, and the air conditioning system needs to be activated and provide a cold source to achieve active cooling of the coolant.

[0029] The road information in this application refers to data about the road conditions ahead of the vehicle obtained through vehicle preview systems (such as cameras, radar, high-precision maps, etc.), which may include, but is not limited to, information about road surface unevenness, curvature, and specific discrete events (such as speed bumps, potholes, etc.).

[0030] The thermal load parameter in this application is a quantitative parameter predicted based on road information, vehicle speed, etc. It is used to characterize the thermal load that the electromagnetic actuator may face in the near future and is one of the bases for the system to predict and make decisions on the working mode.

[0031] Please see Figure 1 This is a schematic flowchart of a control method for an active electromagnetic suspension thermal management system provided in an embodiment of this application. The active electromagnetic suspension thermal management system includes an electromagnetic actuator, a cooling jacket disposed on the electromagnetic actuator, a front-end radiator, a liquid-cooled heat exchanger, a three-way control valve, an electronic water pump, and an air conditioning system, comprising: S110: Obtain the current temperature of the electromagnetic actuator and road information ahead of the vehicle; For example, during vehicle operation, a temperature sensor mounted on the electromagnetic actuator continuously collects the actuator's current temperature. Simultaneously, an onboard forward-looking system, such as an onboard camera, LiDAR, or high-precision map, acquires road information within a predetermined distance ahead of the vehicle. This road information includes the overall road surface roughness level, the curvature of specific road sections, and discrete events present in the path ahead, such as the location and estimated intensity of speed bumps or potholes.

[0032] S120. Based on road information, predict the thermal load parameters of the electromagnetic actuator; For example, using acquired road information, including continuous road surface irregularities and features of discrete events such as speed bumps or potholes, combined with the vehicle's current speed, a predictive model built into the controller is used for calculation. This model processes the input information into parameter values ​​characterizing the expected thermal load based on pre-calibrated mapping relationships. This thermal load parameter aims to reflect the additional heat that the electromagnetic actuators may generate due to the road surface's excitation of the suspension when the vehicle enters the next road segment.

[0033] S130. Based on the current temperature, preset temperature threshold, heat load parameters and preset heat load threshold, determine the target working mode, wherein the target working mode includes a first mode in which the coolant of the cooling jacket flows through the front heat sink or a second mode in which the coolant flows through the liquid-cooled heat exchanger. For example, after determining the current temperature of the electromagnetic actuator and the predicted heat load parameters based on the road information ahead, a dual judgment criterion is applied: first, the real-time monitored current temperature is compared with a preset temperature threshold; second, the predicted heat load parameters are compared with the preset heat load threshold. If the current temperature does not exceed the temperature threshold and the predicted heat load also does not exceed the heat load threshold, it is determined to be a low heat load condition, and the first mode is adopted, i.e., a conventional air-cooled cooling mode relying on the front radiator. Conversely, if the current temperature is higher than the temperature threshold, or the predicted heat load exceeds the heat load threshold, or both conditions are met simultaneously, it is determined to face or be about to face a high heat load risk, and the second mode is activated. In the second mode, the coolant is guided to flow through the coolant-refrigerant heat exchanger, and the cooling capacity of the vehicle's air conditioning system is used for active cooling, thereby ensuring that the electromagnetic actuator can maintain a suitable operating temperature range under various operating conditions.

[0034] S140. Based on the target operating mode, control the target connection state of the three-way control valve, the target operating state of the electronic water pump, and the target operating state of the air conditioning system to drive the coolant to flow along the path corresponding to the target operating mode.

[0035] For example, after determining the target operating mode, corresponding coordinated control operations are performed. For the first mode, the three-way control valve is controlled to guide the coolant from the electromagnetic actuator cooling jacket to the front radiator, while the electronic water pump is controlled to run at a matching speed and the air conditioning system is kept in a non-coordinated cooling state, establishing a coolant circulation path that relies on ambient air for heat dissipation.

[0036] In the second mode, the three-way control valve is switched to guide the coolant flow to the liquid-cooled heat exchanger (coolant-refrigerant heat exchanger). The electric water pump is controlled to operate at a higher speed to provide sufficient flow. The air conditioning system compressor is started, allowing the refrigerant to flow through the expansion valve specifically designed for this liquid-cooled heat exchanger (coolant-refrigerant heat exchanger) before entering it. This establishes a synergistic heat dissipation path that utilizes the heat absorbed by refrigerant evaporation to actively cool the coolant. By controlling the operating states of these three key components, the coolant is ultimately driven to continuously flow along the physical path corresponding to the selected target operating mode, thereby achieving efficient heat dissipation for the electromagnetic actuator.

[0037] In summary, this embodiment of the application achieves real-time perception of the system's thermal state and prediction of future load by acquiring the real-time temperature of the electromagnetic actuator and fusing it with road forward-looking information. Based on a dual judgment criterion, the operating mode is determined. When the current temperature or predicted heat load exceeds a preset threshold, it switches to the active cooling mode of the integrated air conditioning cooling circuit. This method utilizes the evaporation heat absorption effect of the low-temperature refrigerant in the coolant-refrigerant radiator within the air conditioning system to forcibly cool the coolant, significantly lowering its temperature than ambient air. This overcomes the bottleneck of traditional air-cooled cooling solutions being limited by ambient temperature, ensuring that the electromagnetic actuator maintains strong cooling capacity and stable performance even under extreme high-temperature or continuous high-load conditions.

[0038] Meanwhile, by coordinating the suspension cooling with the vehicle's air conditioning system, the weight, cost, and space burden associated with independently configuring high-power cooling fans and large radiators to cope with extreme operating conditions is avoided. This not only simplifies the system structure but also optimizes energy efficiency from the perspective of overall vehicle energy management. The introduction of predictive control logic based on road information proactively identifies high-heat-load road sections such as continuous curves and bumpy surfaces, and initiates active cooling in advance, achieving intelligent thermal management. Furthermore, the designed dual-mode parallel architecture of conventional air cooling and active cooling allows for basic heat dissipation through the front-end radiator even when the air conditioning system is unavailable, providing functional redundancy and further enhancing the practicality and robustness of the entire thermal management system.

[0039] Please see Figure 2The diagram below is a schematic of the active electromagnetic suspension thermal management system circuit provided in this application embodiment. The active electromagnetic suspension thermal management system consists of three tightly coupled circuits: a control circuit, a suspension thermal management circuit (coolant circuit), and an air conditioning cooling circuit (refrigerant circuit), which together achieve intelligent and efficient heat dissipation of the electromagnetic actuator.

[0040] The control loop is the core of the entire system's decision-making, primarily comprising the suspension thermal management controller. This controller acquires real-time information such as current vehicle speed and air conditioning system status via the vehicle's CAN bus; it also receives advance warning information from vehicle anti-road systems (such as cameras and radar) regarding road unevenness, curvature, and discrete events (such as speed bumps); and directly collects signals from temperature sensors installed on the electromagnetic actuators and vehicle body to obtain the current actuator temperature. The controller analyzes all this multi-dimensional data, determines the current and future thermal load conditions based on its embedded predictive model and decision logic, and then generates control commands, which are sent to the respective actuators in the suspension thermal management loop and the air conditioning cooling loop.

[0041] The suspension thermal management circuit is a closed-loop coolant circulation system responsible for directly absorbing and removing the heat generated by the electromagnetic actuator. This circuit consists of the following components connected sequentially via piping to form a closed loop: the electromagnetic actuator and its surrounding cooling jacket serve as the heat source, from which high-temperature coolant flows out; it then flows through a flow-switching component—a three-way control valve. The valve's three ports connect to the outlet from the cooling jacket, the inlet to the front radiator, and the inlet to the coolant-refrigerant radiator (Chiller); the front radiator is located at the front of the vehicle, relying on oncoming airflow or a fan to facilitate convective heat exchange between the coolant and ambient air; the coolant-refrigerant radiator is a dedicated component for heat exchange between the coolant and refrigerant; and an electric water pump, as the circulation power source, pumps the coolant flowing back from the front radiator or the coolant-refrigerant radiator back to the cooling jacket inlet. The controller's commands determine the valve spool position of the three-way control valve, thereby guiding the hot coolant to one of the two parallel cooling terminals.

[0042] The air conditioning refrigeration circuit uses the vehicle's original vapor compression refrigeration cycle, which is shared and expanded in this solution. The basic circuit path involves the compressor compressing low-temperature, low-pressure gaseous refrigerant into a high-temperature, high-pressure gas. This gas then flows through the condenser, releasing heat to the environment, and becomes a high-pressure, medium-temperature liquid. After passing through an expansion valve, it is depressurized and cooled, becoming a low-temperature, low-pressure mist mixture. This mist evaporates and absorbs heat in the evaporator in the passenger compartment, providing cooling for the vehicle interior. Finally, the gaseous refrigerant returns to the compressor. The innovation of this solution lies in the introduction of a dedicated parallel refrigeration branch after the condenser outlet: a portion of the high-pressure, medium-temperature liquid refrigerant is diverted, passing through a dedicated expansion valve for the coolant-refrigerant radiator, becoming a low-temperature, low-pressure refrigerant, and entering the coolant-refrigerant radiator in the suspension thermal management circuit. Here, the low-temperature refrigerant evaporates, absorbing heat from the hot coolant flowing through the coolant-refrigerant radiator from the electromagnetic actuator, achieving active and forced cooling of the coolant. After absorbing heat, the refrigerant vapor is drawn out from the coolant-refrigerant radiator outlet and eventually flows into the pipeline at the evaporator outlet of the passenger compartment, where it is drawn back by the compressor, thus forming a synergistic refrigeration circuit that integrates passenger compartment refrigeration and suspension active cooling functions.

[0043] Based on controller decisions, the system switches between two operating modes: Conventional cooling mode (Mode 1): When the controller determines the heat load is low, it instructs the three-way control valve to switch, allowing coolant to flow directly from the cooling jacket to the front radiator for traditional air cooling. In this mode, the electric water pump typically operates at low speed, and the controller does not request the air conditioning compressor to start for suspension cooling (the air conditioning can independently serve the passenger compartment). Active cooling mode (Mode 2): When the controller determines the current temperature is too high or predicts a high heat load, it instructs the three-way control valve to switch, allowing coolant to flow to the coolant-refrigerant radiator. Simultaneously, the controller requests the air conditioning compressor to start and ensures refrigerant flows through the dedicated expansion valve branch leading to the coolant-refrigerant radiator. Inside the coolant-refrigerant radiator, the refrigerant evaporates, strongly absorbing heat from the coolant, lowering its temperature below ambient temperature. In this mode, the electric water pump typically operates at a higher speed to ensure sufficient coolant flow. Through the integration and coordinated control of these three loops, intelligent and efficient thermal management of the electromagnetic actuator is achieved, transitioning from ambient temperature-dependent air cooling to active forced cooling.

[0044] In some instances, based on road information, the thermal load parameters of electromagnetic actuators are predicted, including: Based on road information, extract road surface roughness features and discrete event features; Based on road surface roughness characteristics, discrete event characteristics, and current vehicle speed, thermal load parameters are determined, including: Calculate the heat load components of the continuous road surface based on the current vehicle speed and road surface unevenness characteristics; Calculate the thermal load components of discrete events based on the current vehicle speed and the characteristics of discrete events; The thermal load parameters are determined based on the continuous road surface thermal load component and at least one discrete event thermal load component.

[0045] For example, the process of predicting electromagnetic actuator thermal load parameters based on road information involves transforming qualitative road perception data into quantitative thermal management decision-making data. This process first extracts and analyzes features from the acquired raw road information. Then, based on the vehicle's current state and the extracted features, a predetermined calculation model is used for quantitative estimation, ultimately generating thermal load parameters that characterize the expected future thermal load. These parameters aim to anticipate the additional heat that may be generated when the vehicle enters a specific road segment ahead due to frequent suspension system actuation caused by road surface excitation, providing data input for predictive control.

[0046] Specifically, feature extraction is based on road information provided by the vehicle's anti-collision system. This road information includes overall road surface roughness data for the road ahead, as well as identification information for discrete obstacles or events such as speed bumps, potholes, and road joints. The controller parses and separates two types of features from this information: road surface roughness features describing the degree of continuous road undulation, and discrete event features describing the intensity and type of specific local obstacles. Road surface roughness features can typically be quantified into different levels or specific numerical indices, while discrete event features can include intensity parameters such as event type identifiers, estimated height, or depth. This processing allows for separate calculations for these two different types of heat sources.

[0047] After obtaining the above characteristics, and combining them with the real-time acquired current vehicle speed, two types of thermal load components are calculated. For thermal loads caused by continuous road surfaces, a continuous road surface thermal load component is calculated. This component is calculated based on the current vehicle speed and the extracted road surface roughness features, by inputting both into a pre-stored calculation relationship (e.g., multiplying the vehicle speed by a weighting coefficient corresponding to the road surface roughness level). This calculation relationship reflects the rate of heat generation or accumulation per unit time or unit distance of continuous operation of the suspension system when the vehicle travels at a certain speed over a road surface with a specific degree of undulation. For thermal loads caused by discrete event impacts, a discrete event thermal load component is calculated. This component is calculated based on the current vehicle speed and discrete event features (especially event intensity parameters), determined through a specific calculation relationship (e.g., multiplying the event intensity coefficient by the square of the vehicle speed). This calculation relationship reflects the instantaneous heat generated by a single violent operation of the suspension system when the vehicle travels at a certain speed over a single specific obstacle.

[0048] The determination of the thermal load parameter is based on the calculated continuous road surface thermal load component and at least one discrete event thermal load component. When multiple discrete events exist within the predicted path, the thermal load component of each identified discrete event can be calculated separately and then summed. The thermal load parameter is generated by superimposing the continuous road surface thermal load component and the discrete event thermal load component (or the sum of the components). This superimposed parameter is a comprehensive scalar value that quantifies the total additional thermal load of the electromagnetic actuator predicted based on the current vehicle speed and known road conditions ahead over a preset distance or time. This parameter is used for subsequent comparison with a preset thermal load threshold and serves as one of the criteria for triggering the switching of different operating modes.

[0049] In summary, the embodiments of this application realize the transformation of thermal load from road information to quantifiable parameters. By decomposing complex road information into continuous and discrete features for independent processing, the prediction model can characterize the differentiated impact mechanisms of different road conditions on suspension thermal load, improving the accuracy and physical interpretability of the prediction model. Introducing the current vehicle speed as a key variable ensures the real-time correlation between the prediction results and the vehicle's current dynamics, enabling thermal management decisions to adapt to changes in the vehicle's driving state. By generating thermal load parameters, decision inputs are provided to the controller, enabling the implementation of threshold-based mode switching logic, laying the data foundation and judgment criteria for subsequent proactive and intelligent thermal management.

[0050] It should be noted that the decision to switch operating modes based on the predicted heat load parameters is not executed continuously and repeatedly in every control cycle. Instead, the decision logic operates in a periodic or event-triggered manner. Specifically, after the controller determines the target operating mode based on the current temperature and predicted heat load parameters, the decision result will remain effective for a period of time, driving the system to operate in the determined first or second mode. Mode switching is not immediately triggered by instantaneous fluctuations in sensor signals or minor changes in road information; instead, a reasonable judgment hysteresis range or a fixed decision execution cycle is set. This intermittent mode switching mechanism effectively avoids the problem of frequent oscillations and switching of operating modes in a short period of time, which may be caused by brief fluctuations in road conditions or temperature measurement noise. It avoids frequent and unnecessary instantaneous mode switching caused by minute instantaneous fluctuations in sensor signals or short-term output changes in the predictive model, thereby improving the stability and reliability of the entire thermal management system and reducing wear and energy consumption of key actuators (such as three-way control valves and air conditioning compressors) due to repeated start-stop or switching.

[0051] In some instances, the target operating mode is determined based on the current temperature, a preset temperature threshold, heat load parameters, and a preset heat load threshold, including: If the current temperature is not greater than a preset temperature threshold and the heat load parameter is not greater than a preset heat load threshold, the target operating mode is determined to be the first mode, which allows the coolant to flow through the front radiator; or, When the current temperature is greater than the preset temperature threshold and / or the heat load parameter is greater than the preset heat load threshold, the target operating mode is determined to be the second mode that allows the coolant to flow through the liquid-cooled heat exchanger.

[0052] For example, based on the real-time monitored current temperature of the electromagnetic actuator and the predicted heat load parameters based on road information, the controller determines the system's target operating mode through a dual judgment criterion. The design principle of this decision-making mechanism is that relying solely on real-time temperature for judgment is a passive response, lagging behind in the face of sudden high heat loads; while relying solely on predicted heat load may lead to misjudgments due to model errors or changes in road conditions. Therefore, combining the current temperature, reflecting the immediate thermal state, with the predicted heat load parameters, characterizing future thermal risks, constitutes a comprehensive judgment basis that balances response speed and foresight. The preset temperature threshold is a pre-calibrated upper limit of safe temperature based on the electromagnetic actuator's material properties and performance maintenance requirements, while the preset heat load threshold is a critical heat load value determined based on typical operating cycles and thermal balance analysis of the suspension system. These two preset thresholds together define the boundary conditions of the ideal operating temperature range of the electromagnetic actuator and serve as the decision-making benchmark for mode switching.

[0053] The specific process for determining the target operating mode is as follows: First, the current temperature of the electromagnetic actuator is compared with a preset temperature threshold to determine whether its real-time thermal state has exceeded the limit. Simultaneously, the predicted heat load parameters are compared with the preset heat load threshold to assess the recent load risk. Next, logical synthesis is performed based on these two comparison results. If and only if the current temperature is not greater than the preset temperature threshold and the heat load parameters are not greater than the preset heat load threshold, the controller determines that the system is in a low heat load condition. In this case, the target operating mode is determined to be the first mode, where the coolant flows through the front-end radiator, i.e., the conventional cooling mode. Conversely, if the current temperature is greater than the preset temperature threshold and / or the heat load parameters are greater than the preset heat load threshold, or any combination thereof, the controller determines that the system is facing or about to face a high heat load challenge. In this case, the target operating mode is determined to be the second mode, where the coolant flows through the coolant-refrigerant heat exchanger, i.e., the active cooling mode. This decision-making process ensures the accuracy of the mode switching judgment.

[0054] In summary, this application's embodiments, by introducing real-time temperature judgment, ensure the system's immediate response capability to the current overheating state of the electromagnetic actuator. This allows for rapid response to temperature rises caused by unforeseen, instantaneous high loads, such as during aggressive driving, thus safeguarding the foundation of component safety. By introducing road-predicted heat load parameter judgment, the system gains proactive management capabilities, enabling it to switch to a more efficient active cooling mode before the vehicle actually enters high-load sections such as continuously bumpy roads or curves. This proactive cooling effectively mitigates temperature peaks. By fusing these two approaches through AND / OR logic, premature intervention that ignores the current low temperature due to predicted high load is avoided, as is delayed response that ignores the impending risk of high heat loads simply because the current temperature is within limits. This ensures that mode switching decisions are both robust and timely, maintaining the electromagnetic actuator within its optimal temperature range under various complex operating conditions.

[0055] In some instances, based on the target operating mode, the target connection state of the three-way control valve, the target operating state of the electric water pump, and the target operating state of the air conditioning system are controlled, including: Based on the target operating mode, determine the target connection state of the three-way control valve; Based on the target operating mode, determine the target operating state of the electronic water pump; Based on the target operating mode, determine the target operating state of the air conditioning system.

[0056] For example, based on a determined target operating mode, control commands are generated for the target connectivity state of the three-way control valve. When the target operating mode is mode one, the control commands are designed to switch the three-way control valve to the first state. In this state, the valve's flow path is configured to guide coolant from the outlet of the electromagnetic actuator cooling jacket to the inlet of the front-end radiator. When the target operating mode is mode two, the control commands are designed to switch the three-way control valve to the second state. In this state, the valve's flow path is reconfigured to guide coolant from the cooling jacket to the inlet of the coolant-refrigerant heat exchanger. This step selects different heat dissipation terminal paths for the coolant by changing the connectivity of the flow path inside the valve.

[0057] Based on the determined target operating mode, control commands are generated for the target operating state of the electric water pump. These commands primarily involve setting the pump drive speed. When the target operating mode is the first mode, the control command sets the electric water pump to operate at a first target speed. This speed is typically a value that meets basic circulation requirements. When the target operating mode is the second mode, the control command sets the electric water pump to operate at a second target speed. The second target speed is set higher than the first target speed to ensure sufficient coolant flow through the coolant-refrigerant heat exchanger in active cooling mode, thereby matching its stronger heat dissipation capacity.

[0058] Based on the determined target operating mode, control commands are generated for the target operating state of the air conditioning system. These commands determine whether the air conditioning system intervenes and provides a cooling source to the coolant-refrigerant heat exchanger. When the target operating mode is Mode 1, the control commands set the target operating state of the air conditioning system to a non-cooperative cooling state. This state indicates that the air conditioning system does not perform cooling functions for the coolant in the coolant-refrigerant heat exchanger; its operation only responds to the comfort needs of the passenger compartment. When the target operating mode is Mode 2, the control commands set the target operating state of the air conditioning system to a cooperative cooling state. This state indicates that the air conditioning system needs to be started and operated, and a portion of the cooling capacity of its cooling circuit will be directed to the coolant-refrigerant heat exchanger for active cooling of the coolant flowing through it.

[0059] In summary, this embodiment decouples the single target operating mode decision into the state definition of three key execution components. This decoupled control allows for independent scheduling of valve path switching, water pump flow regulation, and air conditioning system function calls. By determining the connection state of the three-way control valve, the physical heat dissipation path of the coolant is selected; by determining the operating state of the electronic water pump, the coolant flow rate is ensured to match the cooling demand of the selected heat dissipation path; and by determining the operating state of the air conditioning system, the presence or absence of the active cooling source is controlled. The combination of these three states ensures that the coolant flows along the path desired by the target operating mode, thereby translating intelligent decision-making into physical actions and realizing the execution of the thermal management strategy.

[0060] In some instances, the target connection state of a three-way control valve is determined based on the target operating mode, including: When the target operating mode is the first mode, the target connectivity state is determined to be the first state, which is used to guide the coolant from the cooling jacket through the front radiator; or, When the target operating mode is the second mode, the target connection state is determined to be the second state. The second state is used to guide the coolant from the cooling jacket to flow through the liquid-cooled heat exchanger.

[0061] For example, based on the determination of the current target operating mode, the controller defines the target connection state of the three-way control valve accordingly. When the determined target operating mode is the first mode, which allows coolant to flow through the front-end radiator, the controller determines the target connection state of the three-way control valve to be the first state. Specifically, this first state means that the flow path inside the valve is configured such that the pipe from the outlet of the electromagnetic actuator cooling jacket is connected to the pipe leading to the inlet of the front-end radiator, while simultaneously blocking or closing the pipe leading to the inlet of the coolant-refrigerant heat exchanger. This configuration ensures that the high-temperature coolant flowing out after absorbing heat from the actuator can be entirely guided to the front-end radiator, creating conditions for subsequent air-cooled heat dissipation.

[0062] Conversely, when the target operating mode is determined to be the second mode, where coolant flows through the coolant-refrigerant heat exchanger, the controller determines the target connection state of the three-way control valve to be the second state. Specifically, this second state means that the flow path inside the valve is reconfigured to connect the pipe from the cooling jacket outlet to the pipe leading to the coolant-refrigerant heat exchanger inlet, while simultaneously blocking or closing the pipe leading to the front-end radiator inlet. This configuration forces the coolant carrying heat to change its flow direction and flow into the coolant-refrigerant heat exchanger, preparing for active heat exchange using the air conditioning refrigerant.

[0063] The design, which maps the target operating mode to specific valve states, is based on the principle that the three-way control valve is the actuator that physically switches the coolant between two parallel heat dissipation paths. The decision logic must control the valve's connection state to translate into an actual change in coolant flow direction. The first state corresponds to the first mode, establishing a traditional path of cooling via ambient air: electromagnetic actuator cooling jacket → three-way control valve → front-end radiator. The second state corresponds to the second mode, establishing an enhanced heat dissipation path of active cooling via an air conditioning system: electromagnetic actuator cooling jacket → three-way control valve → coolant-refrigerant heat exchanger. This defined correspondence ensures that intelligent decision-making can drive the hardware to execute its preset physical function, guiding the coolant flow to the selected heat dissipation terminal.

[0064] In summary, this embodiment of the application provides operating instructions to the system actuator by defining the target state of the three-way control valve. The first state defined for the first mode and the second state defined for the second mode correspond to the physical requirements of coolant flowing to the front-end radiator or to the coolant-refrigerant heat exchanger, respectively. This mapping relationship enables the underlying program controlling the three-way control valve to obtain a definite angle or position target, thereby driving the valve core to move to the predetermined position. Regardless of whether the system determines that conventional air cooling or active cooling is required, the coolant from the electromagnetic actuator can be guided to the designated heat dissipation terminal, ensuring that the thermal management strategy can be executed by the hardware system. Without a process for defining the mode as a specific valve state, the controller's decision cannot be translated into actual intervention in the cooling circuit, and the entire thermal management process will be interrupted.

[0065] In some instances, the target operating state of the electric water pump is determined based on the target operating mode, including: When the target operating mode is the first mode, the target operating state is determined to be running at the first target speed; or, when the target operating mode is the second mode, the target operating state is determined to be running at the second target speed, wherein the second target speed is greater than the first target speed.

[0066] For example, based on the determined target operating mode, the controller generates a specific definition of the target operating state of the electric water pump. This definition involves setting differentiated target drive speed values ​​for the electric water pump. When the target operating mode is determined to be a first mode that causes coolant to flow through the front-end radiator, the controller accordingly determines the target operating state of the electric water pump to be operating at a first target speed. This first target speed is a pre-calibrated or calculated value, and its setting principle is to meet the minimum or suitable flow rate required to maintain effective circulation of coolant in the closed loop formed by the electromagnetic actuator cooling jacket, three-way control valve, front-end radiator, and the water pump itself under normal air-cooled heat dissipation conditions.

[0067] Conversely, when the target operating mode is determined to be the second mode, where coolant flows through the coolant-refrigerant heat exchanger, the controller determines the target operating state of the electric water pump to be operating at a second target speed. This second target speed is also a predetermined value, and it is set to be greater than the first target speed. The higher speed setting aims to drive the coolant to flow through the coolant-refrigerant heat exchanger at a greater flow rate to ensure it matches the high-intensity heat exchange process on the refrigerant evaporation side within the heat exchanger, thereby removing the heat generated by the electromagnetic actuator.

[0068] The technical principle behind mapping the operating mode to a specific pump speed is to adapt the driving capacity of the coolant circulation to the heat exchange requirements of the selected heat dissipation path. In the first mode, the heat dissipation terminal is the front-end radiator, whose heat dissipation efficiency mainly relies on convective heat exchange between the coolant and the ambient air. The heat exchange intensity of this process is relatively limited and constrained by the ambient temperature. Therefore, it is only necessary to ensure a basic coolant flow rate sufficient to cover the heat generated by the electromagnetic actuator under low heat load. Excessively high flow rates do not contribute much to improving the heat dissipation effect of this path and instead increase the unnecessary energy consumption of the pump. Therefore, adopting a lower initial target speed is a reasonable choice that balances heat dissipation requirements and energy efficiency.

[0069] In the second mode, the heat dissipation terminal transforms into a coolant-refrigerant heat exchanger, utilizing the latent heat of phase change of the low-temperature refrigerant in the air conditioning system for heat exchange. This process has a significantly higher potential heat exchange capacity than air cooling. To fully utilize this powerful cooling capacity, it is essential to ensure a sufficient flow of high-temperature coolant continuously supplied to the heat exchanger so that its heat can be carried away by the refrigerant. Therefore, employing a higher second target rotational speed in the second mode to increase the coolant circulation flow rate is necessary to meet the fluid transport capacity requirements for efficient heat exchange in the coolant-refrigerant heat exchanger.

[0070] In some instances, the target operating state of the air conditioning system is determined based on the target operating mode, including: When the target operating mode is the first mode, the target operating state is determined to be a non-cooperative cooling state. The non-cooperative cooling state indicates that the air conditioning system does not perform the cooling function for the coolant in the liquid-cooled heat exchanger; or... When the target operating mode is the second mode, the target operating state is determined to be the coordinated cooling state, which is used to indicate that the air conditioning system starts up and provides a cold source for the liquid-cooled heat exchanger.

[0071] For example, based on the determined target operating mode, the controller generates a definition of the target operating state of the air conditioning system, which clarifies whether the air conditioning system intervenes in the suspension thermal management loop and provides active cooling. When the target operating mode is determined to be the first mode that allows coolant to flow through the front radiator, the controller accordingly determines the target operating state of the air conditioning system to be a non-cooperative cooling state. This non-cooperative cooling state indicates that the air conditioning system does not perform the cooling function for the coolant flowing within the coolant-refrigerant heat exchanger.

[0072] In the first mode, the air conditioning system operates according to its normal logic. This means that the starting and stopping of the air conditioning compressor, and the circulation of refrigerant throughout the circuit, are determined solely by the cooling needs of the passenger compartment, such as responding to manual settings on the air conditioning panel or automatic climate control commands to adjust the interior temperature. At this time, the air conditioning system's cooling circuit and the active electromagnetic suspension's coolant circuit are functionally completely decoupled, with no heat exchange between them. The coolant flowing through the coolant-refrigerant heat exchanger does not transfer heat to the refrigerant, and the heat exchanger is essentially inactive in this mode.

[0073] Conversely, when the target operating mode is determined to be the second mode, where coolant flows through the coolant-refrigerant heat exchanger, the controller determines the target operating state of the air conditioning system to be cooperative cooling. This cooperative mode instructs the air conditioning system to start operating, and a portion of its cooling capacity will be used to cool the coolant flowing through the coolant-refrigerant heat exchanger. At this time, the air conditioning system not only needs to respond to the cooling needs of the passenger compartment but also must provide cooling for the coolant flowing through the coolant-refrigerant heat exchanger. The controller sends explicit instructions via the vehicle communication network to ensure the air conditioning compressor starts and controls the refrigerant flow to the dedicated piping connected to the heat exchanger, thereby initiating the heat exchanger's operation and effectively cooling the hot coolant from the electromagnetic actuator.

[0074] In summary, this application's embodiments achieve functional integration and energy efficiency optimization among vehicle thermal management systems by mapping operating modes to collaborative states of the air conditioning system. Defining a non-collaborative state for the first mode avoids unnecessary energy consumption by the air conditioning system under low heat loads, allowing the suspension cooling system to operate independently with minimal power consumption, which is beneficial to overall vehicle energy efficiency and electric vehicle range. Defining a collaborative state for the second mode is crucial for handling high heat loads. This state utilizes the cooling capacity of the air conditioning system as an enhanced cold source, leveraging the low-temperature evaporation characteristics of the air conditioning refrigerant to cool the coolant to below ambient temperature in the heat exchanger. This overcomes the bottleneck of traditional air cooling being limited by ambient temperature, providing stable and efficient cooling capacity for the electromagnetic actuator under extreme conditions.

[0075] In some instances, the air conditioning system includes a compressor, a condenser, and an expansion valve connected to a liquid-cooled heat exchanger. After determining the target operating state as a coordinated cooling state, it also includes: Based on the coordinated cooling state, control the compressor to start; Control the flow of refrigerant from the condenser through the expansion valve, and the flow of refrigerant after passing through the expansion valve into the liquid-cooled heat exchanger; The refrigerant exchanges heat within the liquid-cooled heat exchanger, thereby lowering the temperature of the coolant within the liquid-cooled heat exchanger.

[0076] For example, after determining that the target operating state of the air conditioning system is a coordinated cooling state, the first step is to control the compressor to start. When the target operating state is coordinated cooling, it means the system decision requires utilizing the air conditioning system's cooling capacity to enhance heat dissipation from the electromagnetic actuator. To achieve this enhanced heat dissipation, the compressor, as the core power source of the air conditioning refrigeration circuit, must be operational. Controlling the compressor to start means sending a start command to the compressor's controller or activating its drive circuit to initiate operation. After starting, the compressor begins compressing the low-temperature, low-pressure refrigerant vapor from the evaporator, converting it into a high-temperature, high-pressure gaseous refrigerant output. This provides the necessary pressure and power for the entire refrigeration cycle, a prerequisite for the refrigerant to flow to the coolant-refrigerant heat exchanger and undergo effective heat exchange.

[0077] The control system controls the flow of refrigerant from the condenser through an expansion valve connected to the coolant-refrigerant heat exchanger, and controls the refrigerant, after being throttled by this expansion valve, to flow into the coolant-refrigerant heat exchanger. After the compressor starts, the high-temperature, high-pressure gaseous refrigerant exchanges heat with ambient air in the condenser, condensing into a high-pressure, medium-temperature liquid refrigerant. Based on the control logic of the coordinated refrigeration state, a portion of this liquid refrigerant is guided to a dedicated branch serving the suspension thermal management. The control action first ensures that the refrigerant from the condenser outlet is guided to the expansion valve connected to the coolant-refrigerant heat exchanger. The function of this expansion valve is to throttle the high-pressure liquid refrigerant, causing its pressure and temperature to drop sharply, becoming a low-pressure, low-temperature mist-like refrigerant. Subsequently, the control action ensures that the throttled, low-temperature, low-pressure refrigerant enters the refrigerant flow channel reserved for it inside the coolant-refrigerant heat exchanger.

[0078] Based on the heat exchange process of refrigerant within the coolant-refrigerant heat exchanger, the effect of lowering the temperature of the coolant in the heat exchanger is achieved. When the low-temperature, low-pressure refrigerant flows into the coolant-refrigerant heat exchanger, it comes into thermal contact with the hot coolant flowing through the other side of the heat exchanger from the electromagnetic actuator cooling jacket. Because the refrigerant is in a low-temperature, low-pressure state, it absorbs heat from the coolant within the heat exchanger and evaporates, undergoing a phase change. This evaporation and heat absorption process is a heat transfer process, extracting a large amount of heat from the coolant. The coolant, as the other medium in the heat exchange, has its heat absorbed by the refrigerant, resulting in a significant drop in its own temperature. Through this heat exchange occurring inside the coolant-refrigerant heat exchanger, the physical effect of lowering the temperature of the coolant flowing through the heat exchanger is achieved. The cooled low-temperature coolant is then driven by an electric water pump back to the electromagnetic actuator cooling jacket, completing a cycle of active cooling of the electromagnetic actuator using an air conditioning cold source.

[0079] In summary, under the synergistic cooling condition, this embodiment starts the compressor and guides the refrigerant through a dedicated expansion valve into the coolant-refrigerant heat exchanger. The refrigerant's evaporation absorbs heat, efficiently cooling the flowing coolant. This process allows the coolant temperature to drop below ambient temperature, thus eliminating the dependence of traditional air-cooled cooling on air temperature and airflow velocity. This increases the system's cooling capacity and provides stable, reliable, and efficient heat dissipation for the electromagnetic actuator under high-temperature environments or continuous high-load conditions. This not only effectively prevents performance degradation of the actuator due to overheating but also optimizes the utilization of the vehicle's thermal management resources through the synergy between the air conditioning system and suspension cooling.

[0080] Please see Figure 3 This application provides a control device for an active electromagnetic suspension thermal management system. The active electromagnetic suspension thermal management system includes an electromagnetic actuator, a cooling jacket mounted on the electromagnetic actuator, a front-end radiator, a liquid-cooled heat exchanger, a three-way control valve, an electronic water pump, and an air conditioning system. The multi-dimensional data acquisition unit 21 is used to acquire the current temperature of the electromagnetic actuator and road information in front of the vehicle. The thermal load calculation unit 22 is used to predict the thermal load parameters of the electromagnetic actuator based on road information. The working mode determination unit 23 is used to determine the target working mode based on the current temperature, preset temperature threshold, heat load parameters and preset heat load threshold. The target working mode includes a first mode in which the coolant of the cooling jacket flows through the front heat sink or a second mode in which the coolant flows through the liquid-cooled heat exchanger. The operating status determination unit 24 is used to control the target connection status of the three-way control valve, the target operating status of the electronic water pump, and the target operating status of the air conditioning system based on the target operating mode, so as to drive the coolant to flow along the path corresponding to the target operating mode.

[0081] Please see Figure 4 This application also provides an electronic device 300, including a memory 310, a processor 320, and a computer program 311 stored in the memory 310 and executable on the processor. When the processor 320 executes the computer program 311, it implements the steps of the control method of the active electromagnetic suspension thermal management system.

[0082] Since the electronic device described in this embodiment is the device used to implement the control device of the active electromagnetic suspension thermal management system in the embodiment of this application, those skilled in the art can understand the specific implementation method and various variations of the electronic device in this embodiment based on the method described in the embodiment of this application. Therefore, how the electronic device implements the method in the embodiment of this application will not be described in detail here. Any device used by those skilled in the art to implement the method in the embodiment of this application is within the scope of protection of this application.

[0083] In practice, when the computer program 311 is executed by the processor, it can implement any of the embodiments corresponding to the first aspect.

[0084] It should be noted that the descriptions of each embodiment in the above embodiments have different focuses. For parts that are not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0085] Those skilled in the art will understand that embodiments of this application can provide methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-readable storage media containing computer-readable program code.

[0086] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, as well as combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create a mechanism for implementing the flowchart. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0087] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0088] These computer program instructions can also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0089] This application also provides a computer program product, which includes computer software instructions that, when executed on a processing device, cause the processing device to perform... Figure 1 The flowchart of a control method for an active electromagnetic suspension thermal management system in the corresponding embodiment.

[0090] A computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the flow or function according to the embodiments of this application is generated. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transferred from one computer-readable storage medium to another. For example, computer instructions may be transferred from one website, computer, server, or data center to another website, computer, server, or data center via wired or wireless means. The computer-readable storage medium may be any usable medium that a computer can store or a data storage device such as a server or data center that integrates one or more usable media. The usable medium may be a magnetic medium, an optical medium, or a semiconductor medium, etc.

[0091] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0092] In the several embodiments provided in this application, it should be understood that the disclosed devices, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; multiple units or components may be combined or integrated into another system, or some features may be omitted or not performed. Furthermore, the mutual couplings or direct couplings or communication connections shown or discussed may be indirect couplings or communication connections through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0093] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0094] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated units described above can be implemented in the form of hardware and / or software functional units.

[0095] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device to execute all or part of the steps of the methods in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory, magnetic disks, or optical disks.

[0096] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

[0097] Although preferred embodiments have been described in this specification, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications that fall outside the scope of this specification.

[0098] Obviously, those skilled in the art can make various modifications to this specification without departing from its spirit and scope. Therefore, this specification also intends to include any modifications that fall within the scope of the claims and their equivalents.

Claims

1. A control method for an active electromagnetic suspension thermal management system, characterized in that, The active electromagnetic suspension thermal management system includes an electromagnetic actuator, a cooling jacket mounted on the electromagnetic actuator, a front-end radiator, a liquid-cooled heat exchanger, a three-way control valve, an electronic water pump, and an air conditioning system, including: Obtain the current temperature of the electromagnetic actuator and the road information ahead of the vehicle; Based on the road information, predict the thermal load parameters of the electromagnetic actuator; Based on the current temperature, the preset temperature threshold, the heat load parameters, and the preset heat load threshold, a target operating mode is determined, wherein the target operating mode includes a first mode in which the coolant of the cooling jacket flows through the front-end radiator or a second mode in which the coolant flows through the liquid-cooled heat exchanger. Based on the target operating mode, the target connection state of the three-way control valve, the target operating state of the electronic water pump, and the target operating state of the air conditioning system are controlled to drive the coolant to flow along the path corresponding to the target operating mode.

2. The method according to claim 1, characterized in that, The step of predicting the thermal load parameters of the electromagnetic actuator based on the road information includes: Based on the road information, extract road surface roughness features and discrete event features; The thermal load parameters are determined based on the road surface unevenness characteristics, the discrete event characteristics, and the current vehicle speed.

3. The method according to claim 2, characterized in that, The determination of the thermal load parameters based on the road surface unevenness characteristics, the discrete event characteristics, and the current vehicle speed includes: Based on the current vehicle speed and the road surface unevenness characteristics, calculate the continuous road surface heat load component; Based on the current vehicle speed and the characteristics of the discrete events, calculate the thermal load component of the discrete events; The heat load parameters are determined based on the continuous road surface heat load component and at least one of the discrete event heat load components.

4. The method according to claim 1, characterized in that, The determination of the target operating mode based on the current temperature, a preset temperature threshold, the heat load parameters, and the preset heat load threshold includes: If the current temperature is not greater than the preset temperature threshold and the heat load parameter is not greater than the preset heat load threshold, the target operating mode is determined to be the first mode that causes the coolant to flow through the front-end radiator; or, If the current temperature is greater than the preset temperature threshold and / or the heat load parameter is greater than the preset heat load threshold, the target operating mode is determined to be the second mode that causes the coolant to flow through the liquid-cooled heat exchanger.

5. The method according to claim 1, characterized in that, The control of the target connection state of the three-way control valve, the target operating state of the electronic water pump, and the target operating state of the air conditioning system based on the target operating mode includes: Based on the target operating mode, determine the target connection state of the three-way control valve; Based on the target operating mode, the target operating state of the electronic water pump is determined; Based on the target operating mode, the target operating state of the air conditioning system is determined.

6. The method according to claim 5, characterized in that, Determining the target connection state of the three-way control valve based on the target operating mode includes: When the target operating mode is the first mode, the target connectivity state is determined to be the first state, which is used to guide the coolant from the cooling jacket through the front-end radiator; or, When the target operating mode is the second mode, the target connectivity state is determined to be the second state, which is used to guide the coolant from the cooling jacket through the liquid-cooled heat exchanger.

7. The method according to claim 5, characterized in that, Determining the target operating state of the electronic water pump based on the target operating mode includes: When the target operating mode is the first mode, the target operating state is determined to be operating at the first target speed; or, When the target operating mode is the second mode, the target operating state is determined to be operating at a second target speed, wherein the second target speed is greater than the first target speed.

8. The method according to claim 5, characterized in that, Determining the target operating state of the air conditioning system based on the target operating mode includes: When the target operating mode is the first mode, the target operating state is determined to be a non-coordinated cooling state, wherein the non-coordinated cooling state is used to indicate that the air conditioning system does not perform the cooling function for the coolant in the liquid-cooled heat exchanger; or, When the target operating mode is the second mode, the target operating state is determined to be a coordinated cooling state, wherein the coordinated cooling state is used to instruct the air conditioning system to start and provide a cold source for the liquid-cooled heat exchanger.

9. The method according to claim 8, characterized in that, The air conditioning system includes a compressor, a condenser, and an expansion valve connected to the liquid-cooled heat exchanger. After determining that the target operating state is a coordinated cooling state, the system further includes: Based on the aforementioned coordinated cooling state, the compressor is controlled to start; Control the flow of refrigerant from the condenser through the expansion valve, and the flow of refrigerant after passing through the expansion valve into the liquid-cooled heat exchanger; The temperature of the coolant in the liquid-cooled heat exchanger is reduced by the heat exchange of the refrigerant within the liquid-cooled heat exchanger.

10. A control device for an active electromagnetic suspension thermal management system, characterized in that, The active electromagnetic suspension thermal management system includes an electromagnetic actuator, a cooling jacket mounted on the electromagnetic actuator, a front-end radiator, a liquid-cooled heat exchanger, a three-way control valve, an electronic water pump, and an air conditioning system, including: A multi-dimensional data acquisition unit is used to acquire the current temperature of the electromagnetic actuator and road information in front of the vehicle; A thermal load calculation unit is used to predict the thermal load parameters of the electromagnetic actuator based on the road information. The working mode determination unit is used to determine a target working mode based on the current temperature, the preset temperature threshold, the heat load parameters and the preset heat load threshold, wherein the target working mode includes a first mode in which the coolant of the cooling jacket flows through the front heat sink or a second mode in which the coolant flows through the liquid-cooled heat exchanger. The operating status determination unit is used to control the target connection state of the three-way control valve, the target operating state of the electronic water pump, and the target operating state of the air conditioning system based on the target operating mode, so as to drive the coolant to flow along the path corresponding to the target operating mode.

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