Suspension system and vehicle

Abstract

A suspension system (300) and a vehicle (1000). The suspension system (300) comprises a suspension assembly and a thermal management system (20). The suspension assembly comprises a suspension electric motor (10) and a suspension controller (25). The suspension controller (25) is configured to control the suspension electric motor (10). The suspension electric motor (10) is configured to provide a target thrust for a target duration. The suspension controller (25) is further configured to output a target current corresponding to the target thrust. The target thrust and the target duration are determined on the basis of road conditions and vehicle parameters. The thermal management system (20) is configured to exchange heat with the suspension controller (25), so that the internal temperature of the suspension controller (25) does not exceed a current-limiting temperature of the suspension controller (25), thereby enabling the suspension controller (25) to output the target current corresponding to the target thrust. The thermal management system (20) is further configured to exchange heat with the suspension electric motor (10), so that after the suspension electric motor (10) achieves the target thrust and sustains the target thrust for the target duration, the temperature of a permanent magnet does not exceed a demagnetization temperature of the permanent magnet.

Description

Suspension system and vehicle

[0001] This application claims priority to Chinese patent application No. 202510015180.9, filed on January 3, 2025, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This disclosure relates to the field of suspension motor technology, and more particularly to a suspension system and vehicle. Background Technology

[0003] The suspension system is an assembly of all components connecting the vehicle body and wheels. It is configured to support the vehicle body and absorb road shocks, improving vehicle comfort and handling. With the development of vehicle electrification, electromagnetic suspension is gradually replacing traditional suspension systems that primarily use hydraulic shock absorbers. Summary of the Invention

[0004] This disclosure provides a suspension system and vehicle designed to address the problem that when the suspension system provides a large thrust to the vehicle body, the duration of the thrust is short.

[0005] On one hand, a suspension system is provided, comprising a suspension assembly and a thermal management system. The suspension assembly includes a suspension motor and a suspension controller. The suspension controller is configured to control the suspension motor, which is configured to provide a target thrust for a target duration. The suspension controller is also configured to output a target current corresponding to the target thrust. The target thrust and target duration are determined based on road conditions and vehicle parameters. The thermal management system is configured to exchange heat with the suspension controller to ensure that the internal temperature of the suspension controller does not exceed its current-limiting temperature, thereby enabling the suspension controller to output the target current corresponding to the target thrust. The thermal management system is also configured to exchange heat with the suspension motor to ensure that the temperature of the permanent magnet in the suspension motor after reaching the target thrust and maintaining it for the target duration does not exceed the demagnetization temperature of the permanent magnet.

[0006] The suspension system provided in some embodiments of this disclosure can dissipate heat from the suspension motor and suspension controller through a thermal management system. This ensures that the temperature of the suspension motor remains below the demagnetization temperature of the permanent magnet, maintaining a stable magnetic field strength for the permanent magnet. It also provides a suitable operating temperature for the suspension controller, preventing adverse effects on its output current at high temperatures, thus ensuring a continuous and stable output of the target current to the suspension motor. This allows the suspension motor to operate at the target thrust for the target duration, thereby guaranteeing vehicle stability under adverse road conditions.

[0007] In some embodiments, vehicle parameters include suspension parameters. Road conditions include road surface smoothness and the length of bumpy road surfaces.

[0008] In some embodiments, the thermal management system is configured to cool the suspension system according to a corresponding cooling strategy based on the operating conditions of the suspension system.

[0009] In some embodiments, the operating conditions of the suspension system include at least one of the following: a first operating condition, a second operating condition, and a third operating condition. The first operating condition characterizes the suspension motor in the suspension system as being stopped. The second operating condition characterizes the suspension motor in the suspension system as operating under normal load conditions. The third operating condition characterizes the suspension motor in the suspension system as operating under high load conditions.

[0010] In some embodiments, the cooling strategy of the suspension system corresponding to the first operating condition includes the thermal management system operating in a first heat dissipation mode when the temperature of the suspension motor is less than a first temperature threshold and the temperature of the suspension controller is less than a third temperature threshold.

[0011] In some embodiments, the cooling strategy for the suspension system corresponding to the second operating condition includes operating the thermal management system in a second heat dissipation mode when the temperature of the suspension motor is between a first temperature threshold and a second temperature threshold, or when the temperature of the suspension controller is between a third temperature threshold and a fourth temperature threshold. The heat dissipation power of the first heat dissipation mode is less than that of the second heat dissipation mode. The first temperature threshold is less than the second temperature threshold, the third temperature threshold is less than the fourth temperature threshold, and the second temperature threshold is greater than the fourth temperature threshold.

[0012] In some embodiments, when the thermal management system operates in a second heat dissipation mode, the heat dissipation power of the thermal management system is positively correlated with the temperature of the suspension motor and the temperature of the suspension controller.

[0013] In some embodiments, the cooling strategy for the suspension system corresponding to the third operating condition includes operating the thermal management system in a third heat dissipation mode when the temperature of the suspension motor exceeds a second temperature threshold or the temperature of the suspension controller exceeds a fourth temperature threshold. The heat dissipation power of the third heat dissipation mode is greater than that of the second heat dissipation mode.

[0014] In some embodiments, the thermal management system includes a suspension motor cooling circuit, which includes a third coolant reservoir and a second power pump. The inlet of the third coolant reservoir is connected to the outlet of the suspension motor. The inlet of the second power pump is connected to the outlet of the third coolant reservoir, and the outlet of the second power pump is connected to the inlet of the suspension motor. When the temperature of the suspension motor is lower than a first temperature threshold and the temperature of the suspension controller is lower than a third temperature threshold, the second power pump is activated to enable the thermal management system to operate in a first heat dissipation mode.

[0015] In some embodiments, the suspension motor cooling circuit further includes a bubble separator, the inlet of which is connected to the outlet of the suspension motor, and the outlet of which is connected to the inlet of a third coolant storage tank.

[0016] In some embodiments, the suspension system further includes a battery pack cooling circuit, which includes a third coolant reservoir, a third power pump, and a battery pack assembly. The inlet of the third power pump is connected to the outlet of the third coolant reservoir. The battery pack assembly has cooling pipes suitable for cooling the battery. The inlet of the cooling pipes is connected to the outlet of the third power pump, and the outlet of the cooling pipes is connected to the inlet of the third coolant reservoir.

[0017] In some embodiments, the thermal management system further includes a heat exchanger having a first heat exchange channel and a second heat exchange channel, which are thermally connected. The first heat exchange channel is connected to the suspension motor cooling circuit, and the second heat exchange channel is connected to the battery pack cooling circuit.

[0018] In some embodiments, when the temperature of the suspension motor is between a first temperature threshold and a second temperature threshold, or when the temperature of the suspension controller is between a third temperature threshold and a fourth temperature threshold, the second power pump and the third power pump are activated to enable the thermal management system to operate in a second heat dissipation mode.

[0019] In some embodiments, the suspension system further includes a control valve adapted to open or close the flow path between the suspension motor cooling circuit and the battery pack cooling circuit.

[0020] In some embodiments, the suspension system further includes a powertrain, the inlet of which is connected to the outlet of the suspension motor, and the outlet of which is connected to the inlet of the second power pump.

[0021] In some embodiments, the powertrain includes a first powertrain and a second powertrain. The suspension motor includes a first suspension motor and a second suspension motor. The first powertrain and the first suspension motor are connected in series to form a first cooling branch, and the second powertrain and the second suspension motor are connected in series to form a second cooling branch. The first cooling branch and the second cooling branch are connected in series, or the first cooling branch and the second cooling branch are connected in parallel.

[0022] In some embodiments, the suspension system further includes an air conditioning subsystem, which satisfies at least one of the following: the air conditioning subsystem exchanges heat with the suspension motor cooling circuit via a heat exchanger; and the air conditioning subsystem exchanges heat with the battery pack cooling circuit via a heat exchanger.

[0023] In some embodiments, the heat exchanger further includes a third heat exchange channel, the air conditioning subsystem is connected to the third heat exchange channel, and the third heat exchange channel is thermally connected to the first heat exchange channel and the second heat exchange channel respectively. When the temperature of the suspension motor is greater than a second temperature threshold, or the temperature of the suspension controller is greater than a fourth temperature threshold, the second power valve, the third power valve, and the compressor are activated to enable the thermal management system to operate in a third heat dissipation mode.

[0024] In some embodiments, along the arrangement direction of the first heat exchange channel, the second heat exchange channel, and the third heat exchange channel, the first heat exchange channel is located between the second heat exchange channel and the third heat exchange channel.

[0025] In some embodiments, the suspension system includes a first power pump, a first radiator, and a powertrain, with the inlet of the first radiator connected to the outlet of the first power pump. The first radiator is at least a portion of the powertrain, and the outlet of the powertrain is connected to the inlet of the first power pump. In a second cooling mode, the inlet of the suspension motor is connected to the outlet of the first radiator, and the outlet of the suspension motor is connected to the inlet of the powertrain.

[0026] In some embodiments, the suspension system further includes a suspension controller, the outlet of which is connected to the inlet of the powertrain; in a first cooling mode, the inlet of the suspension controller is connected to the outlet of a first radiator, and in a second cooling mode, the inlet of the suspension controller is connected to the outlet of the suspension motor.

[0027] In some embodiments, the suspension system further includes a second power pump and a first switching device, wherein the inlet of the second power pump is connected to the outlet of the suspension motor. In a first cooling mode, the outlet of the second power pump is connected to the inlet of the suspension motor, and the outlet of the cooling device is connected to the inlet of the powertrain. In a second cooling mode, the outlet of the second power pump is connected to the inlet of the powertrain, and the outlet of the cooling device is connected to the inlet of the suspension motor. The first switching device is configured to switch the thermal management system between the first cooling mode and the second cooling mode.

[0028] In some embodiments, the first switching device includes a four-way valve having a first port, a second port, a third port, and a fourth port. The first port is connected to the outlet of the second power pump, the second port is connected to the inlet of the suspension motor, the third port is connected to the outlet of the first radiator, and the fourth port is connected to the inlet of the powertrain. In a first cooling mode, the first and second ports are connected, and the third and fourth ports are connected. In a second cooling mode, the first and fourth ports are connected, and the second and third ports are connected.

[0029] In some embodiments, a first radiator and a first power pump are connected in series to form a third cooling branch. The thermal management system further includes a second radiator and a second switching device, wherein the second radiator and the first power pump are connected in series to form a fourth cooling branch, and the fourth cooling branch is connected in parallel with the third cooling branch. The second switching device is configured to allow cooling medium to flow through at least one of the third and fourth cooling branches, thereby enabling the thermal management system to switch between a second cooling mode and a third cooling mode.

[0030] In some embodiments, the suspension system further includes an air conditioning subsystem, which includes a heat exchange circuit and a heat exchange component disposed in the heat exchange circuit. The second radiator includes a first flow channel and a second flow channel. The first flow channel is located in the heat exchange circuit, and the second flow channel is located in the fourth cooling branch, and the second flow channel is thermally connected to the first flow channel.

[0031] In some embodiments, the air conditioning subsystem is a heat pump air conditioner.

[0032] In some embodiments, the second switching device includes a first switching valve and a second switching valve. A first end of the first switching valve is connected to the outlet of the first power pump, a second end of the first switching valve is connected to the inlet of the first radiator, and a third end of the first switching valve is connected to the inlet of the second flow channel. The input end of the second switching valve is connected to the outlet of the second flow channel, and the first output end of the second switching valve is connected to the inlet of the first radiator. In a first state, the second output end of the second switching valve is connected to a first cooling branch. The first end is selectively connected to one of the second and third ends, and the input end is selectively connected to one of the first and second output ends.

[0033] In some embodiments, the suspension system further includes a third radiator, the inlet of which is connected to the outlet of the second power pump, and the outlet of the third radiator is connected to the inlet of the second power pump.

[0034] In some embodiments, the suspension system further includes a third switching device and a fourth radiator. A first opening of the third switching device is connected to the outlet of the suspension motor, and a second opening of the third switching device is connected to the inlet of the third radiator. The fourth radiator includes a third flow channel, the inlet of which is connected to the third opening of the third switching device, and the outlet of which is connected to the inlet of the second power pump. In a first cooling mode, the first opening is connected to the second opening. In a second cooling mode, the first opening is connected to the third opening.

[0035] In some embodiments, the second radiator further includes a fourth flow channel, which is thermally connected to the third flow channel and is located in the heat exchange loop. In the third heat dissipation mode, the air conditioning subsystem is turned on, and the first opening is connected to both the second and third openings.

[0036] In some embodiments, the thermal management system further includes a compressor and a condenser, with the condenser inlet connected to the compressor outlet. The condenser outlet is connected to the suspension motor inlet, and the suspension motor outlet is connected to the compressor inlet.

[0037] Secondly, a vehicle is provided that includes the aforementioned suspension system. Attached Figure Description

[0038] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0039] Figure 1 is a structural schematic diagram of a vehicle according to some embodiments;

[0040] Figure 2 is a schematic diagram of the suspension motor in the suspension system shown in Figure 1;

[0041] Figure 3 is a cross-sectional view along line AA in Figure 2;

[0042] Figure 4 is a schematic diagram of the structure of the central rod in Figure 2;

[0043] Figure 5 is a cross-sectional view along line BB in Figure 4;

[0044] Figure 6 is a schematic diagram of the connection structure between the center rod and the cooling adapter according to some embodiments;

[0045] Figure 7 is a cross-sectional view along line CC in Figure 4;

[0046] Figure 8 is a schematic diagram of one of the thermal management systems according to some embodiments;

[0047] Figure 9 is a second schematic diagram of the structure of a thermal management system according to some embodiments;

[0048] Figure 10 is a third schematic diagram of the structure of a thermal management system according to some embodiments;

[0049] Figure 11 is a fourth schematic diagram of the structure of a thermal management system according to some embodiments;

[0050] Figure 12 is a fifth schematic diagram of a thermal management system according to some embodiments;

[0051] Figure 13 is a sixth schematic diagram of a thermal management system according to some embodiments;

[0052] Figure 14 is a seventh structural schematic diagram of a thermal management system according to some embodiments;

[0053] Figure 15 is a hardware control architecture diagram of a thermal management system according to some embodiments;

[0054] Figure 16 is an eighth schematic diagram of a thermal management system according to some embodiments.

[0055] Reference numerals: 1000, vehicle; 100, body; 200, wheel; 300, suspension system; 10, suspension motor; 101, first suspension motor; 102, second suspension motor; 103, third suspension motor; 104, fourth suspension motor; 11, first sliding member; 110, center rod; 111, mounting section; 1111, first cooling channel; 1111a, first cooling channel section; 1111b, second cooling channel section; 1111c, connecting section; 112, sliding section; 1121, second cooling channel; 1121a, third cooling channel section; 1121b, fourth cooling channel section; 1122, receiving cavity; 1123, mounting cavity; 1124, weight reduction groove; 12, second sliding member; 120, housing; 13, drive assembly; 131, electric drive structure; 1310, coil winding; 132. Drive structure; 1320. Permanent magnet; 14. Cooling adapter; 141. Base; 1411. First cavity; 1412. Second cavity; 142. Inlet pipe; 143. Outlet pipe; 151. Elastic limiting component; 152. Stop component; 153. Elastic component; 154. Connecting component; 16. Guide component; 171. First limiting component; 1710. Radial through hole; 172. Second limiting component; 20. Thermal Management System; 21. Fluid Transmission Device; 211. First Power Pump; 212. Second Power Pump; 215. Third Power Pump; 213. First Switching Device; 2130. Four-Way Valve; 214. Compressor; 23. Radiator; 231. First Radiator; 232. Fan; 233. Second Radiator; 234. Second Switching Device; 2341. First Switching Valve; 2342. Second Switching Valve; 235. Third Radiator; 236. Fourth Radiator; 237. Third Switching Device; 238. Controller; 24. Powertrain; 241. First Powertrain; 242. Second Powertrain; 25. Suspension Controller; 26. Air Conditioning Subsystem; 261. Heat Exchange Circuit; 262. Components to be Exchanged; 263. Throttling Valve; 264. Condenser; 265. Pressure Holding Valve; 266. Refrigerant reservoir; 267. Electronic expansion valve; 271. First coolant storage tank; 272. Second coolant storage tank; 273. Third coolant storage tank; 28. Heat exchanger; 29. ​​Bubble separator; 31. Battery pack assembly; 310. Battery pack module; 32. Temperature sensor. Detailed Implementation

[0056] The technical solutions of the embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this disclosure, and not all embodiments. Based on the embodiments of this disclosure, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this disclosure.

[0057] In the description of this disclosure, it should be understood that the terms "upper," "lower," "left," "right," "front," "rear," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or relative positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this disclosure and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this disclosure. Unless otherwise specified, the above-mentioned orientational descriptions can be flexibly set in practical applications, provided that the relative positional relationships shown in the accompanying drawings are satisfied.

[0058] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this disclosure, unless otherwise stated, "a plurality of" means two or more.

[0059] In the description of this disclosure, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "communication" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection. They can refer to a direct connection or an indirect connection through an intermediate medium, or a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this disclosure according to the specific circumstances.

[0060] In embodiments of this disclosure, the terms "comprising," "including," or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, article, or apparatus that includes that element.

[0061] In this disclosure, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or illustration. Any embodiment or design described as "exemplary" or "for example" in this disclosure should not be construed as being more preferred or advantageous than other embodiments or designs. Rather, the use of terms such as "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0062] In the description of this specification, specific features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0063] In related technologies, the suspension system overheats quickly, and the large thrust it provides to the vehicle body is sustained for a short period of time. This results in a limited function of the suspension system, which cannot perform its original performance under adverse conditions. Consequently, the vehicle cannot provide sufficient thrust to the vehicle and sustain that thrust for the required duration under adverse conditions such as going over potholes or rolling, thus affecting the vehicle's driving stability.

[0064] To address the aforementioned issues, this disclosure provides a vehicle. The vehicle can be a pure electric vehicle, a hybrid electric vehicle, a plug-in hybrid electric vehicle, a range-extended electric vehicle, or a gasoline-powered vehicle. The vehicle can also be a sedan, truck, bus, lorry, trailer, etc.

[0065] Referring to Figure 1, the vehicle 1000 includes a body 100 and wheels 200. The body 100 is used for passengers to ride in and for carrying goods. The wheels 200 are mounted under the body 100 to support the body 100 and are able to roll on the road surface to enable the vehicle 1000 to move.

[0066] The aforementioned vehicle 1000 also includes a suspension system 300. The suspension system 300 is located between the body 100 and the wheels 200 and is configured to transmit the forces and torques acting between the body 100 and the wheels 200, as well as to buffer the impact forces received by the body 100 during the driving of the vehicle 1000, so as to ensure that the vehicle 1000 drives smoothly.

[0067] The suspension system 300 can be a non-independent suspension structure, an independent suspension structure, or an active suspension structure. The suspension system 300 typically includes a floor and suspension motors 10 respectively located near the four apex positions of the floor. The floor is connected to the vehicle body 100 and is configured to provide support for the vehicle body 100 and the occupants within it. The four suspension motors 10 are respectively positioned above the four wheels 200, so that when a wheel 200 is subjected to impact forces, the corresponding suspension motor 10 can mitigate the impact.

[0068] It should be noted that the suspension motor 10 mentioned above can be a linear motor, and when it is used in the suspension system 300 of the vehicle 1000, it can also be called a suspension motor.

[0069] In some embodiments of this disclosure, the suspension system 300 is an active suspension structure. The active suspension structure can dynamically and adaptively adjust itself according to road conditions and the motion state of the vehicle 1000, ensuring that the suspension system 300 is always in the optimal damping state. The thermal management system can cool the suspension system 300 according to different heat dissipation modes based on the operating conditions of the suspension system, enabling the suspension system 300 to operate continuously and stably. The following section first describes the structure of the suspension motor in some embodiments of this disclosure, and then describes various heat dissipation modes of the suspension system in some embodiments of this disclosure based on the suspension motor.

[0070] Referring to Figures 2 and 3, in some embodiments of this disclosure, the suspension motor 10 may include a first sliding member 11, a second sliding member 12, and a drive assembly 13. The drive assembly 13 may include an electric drive structure 131 and a cooperating drive structure 132. The electric drive structure 131 is disposed on the mounting section 111 of the first sliding member 11, and the cooperating drive structure 132 is disposed on the second sliding member 12. The electric drive structure 131 is configured to cooperate with the cooperating drive structure 132 to drive the second sliding member 12 to slide relative to the first sliding member 11.

[0071] In this way, when one of the first sliding member 11 and the second sliding member 12 is connected to the base plate, and the other of the first sliding member 11 and the second sliding member 12 is connected to the wheel 200, the vibration of the wheel 200 can be reduced by the relative sliding of the first sliding member 11 and the second sliding member 12 under the action of the electric drive structure 131 and the cooperating drive structure 132.

[0072] It should be noted that the aforementioned electric drive structure 131 can be a coil winding 1310, which is connected to three-phase power. The drive structure 132 can be a permanent magnet 1320. The first sliding member 11 is the center rod 110, and the second sliding member 12 is the housing 120. The center rod 110 is divided into a mounting section 111 and a sliding section 112. The mounting section 111 is connected to the coil winding 1310, and the sliding section 112 is slidably connected to the housing 120.

[0073] In this way, the electromagnetic field generated by the energized coil winding 1310 can drive the permanent magnet 1320 to move up and down. The direction of movement of the permanent magnet 1320 can be changed by adjusting the power supply phase sequence, and the sliding length of the permanent magnet 1320 can be changed by adjusting the power supply magnitude. In practical applications, taking the connection between the center rod 110 and the base plate, and the connection between the housing 120 and the wheel 200 as an example, the following explanation is provided.

[0074] Visual sensors on vehicle 1000, such as lidar or cameras, can detect the road conditions ahead. When a bump is detected, the coil winding 1310 is energized, causing the permanent magnet 1320 to move upwards. This moves the housing 120 and wheel 200 upwards relative to the center rod 110, reducing the distance between the wheel 200 and the floor. Conversely, when a depression is detected, a current with the opposite phase sequence is supplied to the coil winding 1310, causing the permanent magnet 1320 to move downwards. This moves the wheel 200 downwards, increasing the distance between the wheel 200 and the floor. Thus, the height of the center rod 110 and the vehicle body 100 relative to the ground remains constant, effectively improving the stability of the vehicle body 100 through active damping.

[0075] Referring to Figures 3 and 4, in some embodiments of this disclosure, a first cooling channel 1111 is provided inside the mounting section 111. In this way, after the coil winding 1310 is fitted onto the outer peripheral surface of the mounting section 111, the first cooling channel 1111 located within the mounting section 111 can fully contact the inner wall surface of the coil winding 1310, allowing the first cooling channel 1111 to cool the coil winding 1310 from within, thereby effectively improving the cooling effect on the suspension motor 10.

[0076] It should be noted that the structure of the first cooling channel 1111 mentioned above can be varied, and the following section will discuss its possible structural designs.

[0077] Referring to Figures 4 and 5, in some possible structural designs, the first cooling channel 1111 may include a first cooling channel segment 1111a, a second cooling channel segment 1111b, and a connecting segment 1111c. Both the first cooling channel segment 1111a and the second cooling channel segment 1111b extend axially along the central rod 110, and the connecting segment 1111c connects the first cooling channel segment 1111a and the second cooling channel segment 1111b.

[0078] In this way, one of the first cooling channel section 1111a and the second cooling channel section 1111b is used to receive the cooling medium, and the other of the first cooling channel section 1111a and the second cooling channel section 1111b is used to discharge the cooling medium. For example, the cooling medium can flow from top to bottom into the mounting section 111 along the first cooling channel section 1111a, then enter the second cooling channel section 1111b via the connecting section 1111c located at the bottom of the mounting section 1111, and flow from bottom to top along the second cooling channel section 1111b until it flows out of the mounting section 111.

[0079] It should be noted that the structures of the first cooling channel section 1111a, the second cooling channel section 1111b, and the connecting section 1111c mentioned above also have multiple structures.

[0080] For example, there are multiple connecting segments 1111c, which are arranged along the sliding direction of the slider, and the multiple connecting segments 1111c respectively connect the first cooling channel segment 1111a and the second cooling channel segment 1111b.

[0081] For example, there are multiple first cooling channel sections 1111a, which are arranged circumferentially along the mounting section 111; there are also multiple second cooling channel sections 1111b, which are arranged circumferentially along the mounting section 111; and the connecting section 1111c connects the multiple first cooling channel sections 1111a and the multiple second cooling channel sections 1111b.

[0082] In some other possible structural designs, the first cooling channel 1111 can also be configured as a structure that spirals around the mounting section 111 along the axis. In this way, the first cooling channel 1111 can make full contact with the coil winding 1310 in a limited space, thereby improving the cooling effect of the suspension motor 10.

[0083] It should also be noted that, along the axial direction of the central rod 110, the length of the first cooling channel 1111 is greater than or equal to the length of the winding coil 1310, so as to ensure the cooling effect of the first cooling channel 1111 on the coil winding 1310. Furthermore, the cooling medium can be water or oil; some embodiments of this disclosure use water as an example for illustration.

[0084] The above structure describes the cooling method for the current loss heat generated by the mounting section 111. The following describes the cooling method for the frictional heat generated by the sliding section 112.

[0085] Referring again to Figures 3 and 4, in some embodiments of this disclosure, the sliding section 112 is provided with a second cooling channel 1121 that communicates with the first cooling channel 1111. In this way, the frictional heat on the outer peripheral surface of the sliding section 112 can be cooled in time by the adjacent second cooling channel 1121, and the cooling medium that has absorbed the frictional heat then enters the first cooling channel 1111 from the second cooling channel 1121 to absorb the current loss heat of the coil winding 1310.

[0086] Referring again to Figures 3 and 4, in some embodiments of this disclosure, the second cooling channel 1121 may include a third cooling channel segment 1121a and a fourth cooling channel segment 1121b, wherein the third cooling channel segment 1121a is connected to the first cooling channel segment 1111a, and the fourth cooling channel segment 1121b is connected to the second cooling channel segment 1111b.

[0087] In this way, the cooling medium can flow from the third cooling channel section 1121a into the sliding section 112 to absorb frictional heat, then flow into the first cooling channel section 1111a and the second cooling channel section 1111b to absorb the current loss heat of the mounting section 111, and finally flow into the fourth cooling channel section 1121b to absorb the frictional heat of the sliding section 112.

[0088] It should be noted that this disclosure does not limit the structure of the third cooling channel section 1121a and the fourth cooling channel section 1121b, as long as the two are not directly connected.

[0089] Referring to Figure 6, in some embodiments of this disclosure, the suspension motor 10 may further include a cooling adapter 14, which includes a base 141, an inlet pipe 142, and an outlet pipe 143. The base 141 is connected to the sliding section 112 and has a first cavity 1411 and a second cavity 1412 that are not interconnected. The first cavity 1411 is connected to a third cooling channel section 1121a, and the second cavity 1412 is connected to a fourth cooling channel section 1121b. The inlet pipe 142 is connected to the first cavity 1411 and is configured to supply cooling medium. The outlet pipe 143 is connected to the second cavity 1412 and is configured to discharge cooling medium. Thus, cooling medium can be introduced into the suspension motor 10 through the cooling adapter 14.

[0090] In addition, the cooling adapter 14 is provided with mounting holes and positioning holes that mate with the end of the sliding section 112 to ensure accurate docking of the first cavity 1411 and the third cooling channel section 1121a, as well as accurate docking of the second cavity 1412 and the fourth cooling channel section 1121b. A sealing gasket is also provided between the end of the cooling adapter 14 and the sliding section 112 to prevent leakage of the cooling medium during flow.

[0091] The cooling structure of the suspension motor 10 has been described above. The following describes the force transmission structure and the installation structure of some major components in some embodiments of this disclosure.

[0092] Referring again to FIG3, in some embodiments of this disclosure, the suspension motor 10 may further include an elastic limiting member 151 and a stop member 152, which are located on opposite sides of the permanent magnet 1320 along the axial direction of the central rod 110.

[0093] It is understood that the permanent magnet 1320 in the suspension motor 10 is formed by stacking silicon steel sheets. Due to various errors in the manufacturing process or assembly process, the axial length of the permanent magnet 1320 in the same production batch may vary. Therefore, some embodiments of this disclosure use an elastic limiting member 151 to constrain the permanent magnet 1320. The elastic force of the elastic limiting member 151 can be used to firmly connect permanent magnets 1320 of different lengths, thereby facilitating the assembly process.

[0094] In some embodiments of this disclosure, the housing 120 may include a top wall, which is sleeved on the first sliding member 11 and slidably connected to the center rod 110. The suspension motor 10 may also include a connecting member 154 (e.g., a fork arm) and an elastic member 153. The connecting member 154 is connected to the end of the housing 120 away from the top wall, and the elastic member 153 is disposed between the connecting member 154 and the mounting section 111. The elastic member 153 may be a spring, a rubber column, or a latex column, etc.

[0095] In this way, when the connecting member 154 moves upward due to the vibration of the wheel 200, the elastic member 153 can provide a certain amount of damping, thereby buffering the vibration of the wheel 200. In addition, the elastic member 153 can prevent the connecting member 154 from colliding with the mounting section 111 when the amplitude is too large.

[0096] Referring to Figure 3, in some embodiments of this disclosure, the suspension motor 10 may further include a guide member 16. The guide member 16 passes through a sliding hole inside the mounting section 111 and slides relative to the mounting section 111 along the axial direction of the mounting section 111. The guide member 16 is connected to the connector 154. In this way, the relative sliding between the guide member 16 and the sliding hole can guide the relative sliding between the housing 120 and the center rod 110, thereby ensuring the smooth movement of the housing 120.

[0097] Referring to Figures 3 and 4, in some embodiments of this disclosure, the sliding section 112 is further provided with a receiving cavity 1122, and the second cooling channel 1121 surrounds the outer periphery of the receiving cavity 1122. The upper and lower ends of the coil winding 1310 are respectively provided with a first limiting member 171 and a second limiting member 172, and the first limiting member 171 is provided with a radial through hole 1710 communicating with the receiving cavity 1122.

[0098] In this way, the wires of the coil winding 1310 can be placed in the receiving cavity 1122 through the radial through hole 1710, while the second cooling channel 1121 separates the frictional heat source from the wires, thereby slowing down the aging of the wires.

[0099] Referring to Figures 3, 4 and 7, in some embodiments of this disclosure, the sliding section 112 is further provided with a mounting cavity 1123, in which a sensor can be placed, and the sensor is configured to detect the temperature of the coil winding 1310.

[0100] Referring to Figures 3 and 7, in some embodiments of this disclosure, the sliding section 112 is further provided with a weight-reducing groove 1124 to reduce the overall weight of the center rod 110.

[0101] The structure of the suspension motor 10 in some embodiments of this disclosure has been described in detail above. Based on the suspension motor 10, some embodiments of this disclosure also provide a suspension system 300, which can adopt corresponding cooling and heat dissipation modes according to different operating conditions. The following will describe the various cooling and heat dissipation modes of the suspension system 300 in some embodiments of this disclosure.

[0102] In related technologies, the suspension system overheats quickly, and the large thrust it provides to the vehicle body is sustained for a short period of time. This results in a limited function of the suspension system, which cannot perform its original performance under adverse conditions. Consequently, the vehicle cannot provide sufficient thrust to the vehicle and sustain that thrust for the required duration under adverse conditions such as going over potholes or rolling, thus affecting the vehicle's driving stability.

[0103] Analysis reveals that the main factors affecting the duration of the maximum thrust of the suspension system 300 include the temperature of the suspension motor 10 and the temperature of the suspension controller 25. For example, during the operation of the suspension motor 10, a large amount of current loss heat is generated after the coil winding 1310 of the mounting section 111 is energized, and a certain amount of frictional heat is also generated by the reciprocating friction between the sliding section 112 and the housing 120. The heat accumulates in the suspension motor 10, causing the temperature of the permanent magnet 1320 to rise, and demagnetization occurs after exceeding the demagnetization temperature, affecting the magnetic field strength of the suspension motor 10, thereby reducing the output thrust of the suspension motor 10 and the duration of that output thrust.

[0104] If the temperature of the suspension controller 25 is too high, the control strategy inside the suspension controller 25 will limit the current under high temperature conditions. Assuming a target current of 5A is required, the current output of the suspension controller 25 will be limited due to the high temperature, and the electromagnetic force formed by the coil winding after being energized will also decrease. The intensity of the excitation magnetic field formed by this electromagnetic force will also decrease, so the thrust on the vehicle body generated by the interaction between the excitation magnetic field formed by the energized coil winding 1310 and the magnetic field generated by the permanent magnet 1320 itself will not reach the target thrust corresponding to the target current. This will affect the thrust output of the entire suspension motor 10 and the comfort of the vehicle when driving on bumpy roads.

[0105] Therefore, some embodiments of this disclosure also provide a suspension system 300, which includes a suspension assembly comprising a suspension motor 10, a suspension controller 25, and a thermal management system 20. The suspension controller 25 is configured to control the suspension motor 10. The suspension motor 10 is capable of providing a target thrust for a target duration. The suspension controller 25 is also configured to output a target current corresponding to the target thrust. The target thrust and target duration are determined based on road conditions and vehicle parameters. The thermal management system 20 is configured to exchange heat with the suspension controller 25 to ensure that the internal temperature of the suspension controller 25 does not exceed the current-limiting temperature of the suspension controller 25, thereby enabling the suspension controller 25 to output a target current corresponding to the target thrust. The thermal management system 20 is also configured to exchange heat with the suspension motor 10 to ensure that the temperature of the permanent magnet 1320 after the suspension motor 10 reaches the target thrust and sustains it for the target duration does not exceed the demagnetization temperature of the permanent magnet 1320.

[0106] It is understood that some embodiments of this disclosure utilize a thermal management system 20 to dissipate heat from the suspension motor 10 and the suspension controller 25. This ensures that the temperature of the suspension motor 10 remains below the demagnetization temperature of the permanent magnet 1320, maintaining a stable magnetic field strength. Simultaneously, it provides a suitable operating temperature for the suspension controller 25, preventing adverse effects on its output current at high temperatures and ensuring a continuous and stable output of the target current to the suspension motor 10. Thus, the suspension motor 10 can operate in a stable magnetic field environment and at its rated current, enabling it to provide sufficient thrust for the duration required under these conditions, thereby guaranteeing vehicle stability under adverse road conditions.

[0107] It should be noted that the target thrust and target duration mentioned above need to be determined based on road conditions and vehicle parameters. Road conditions include road smoothness and the length of bumpy road surfaces. The thermal management system 20 is configured to cool the suspension system 300 according to the corresponding cooling strategy based on the operating conditions of the suspension system 300.

[0108] The operating conditions of the suspension system 300 include at least one of the following: first operating condition, second operating condition, and third operating condition.

[0109] The cooling strategy of the suspension system corresponding to the first operating condition includes: when the temperature of the suspension motor 10 is less than the first temperature threshold and the temperature of the suspension controller 25 is less than the third temperature threshold, the thermal management system 20 operates in the first heat dissipation mode; the first temperature threshold is greater than the third temperature threshold.

[0110] The cooling strategy for the suspension system corresponding to the second operating condition includes: when the temperature of the suspension motor 10 is between a first temperature threshold and a second temperature threshold, or when the temperature of the suspension controller 25 is between a third temperature threshold and a fourth temperature threshold, the thermal management system 20 operates in a second heat dissipation mode, wherein the heat dissipation power of the first heat dissipation mode is less than the heat dissipation power of the second heat dissipation mode. The first temperature threshold is less than the second temperature threshold, the third temperature threshold is less than the fourth temperature threshold, and the second temperature threshold is greater than the fourth temperature threshold.

[0111] When the thermal management system 20 operates in the second heat dissipation mode, the heat dissipation power of the thermal management system 20 is positively correlated with the temperature of the suspension motor 10 and the temperature of the suspension controller 25.

[0112] The cooling strategy for the suspension system corresponding to the third operating condition includes: when the temperature of the suspension motor 10 is greater than the second temperature threshold, or the temperature of the suspension controller 25 is greater than the fourth temperature threshold, the thermal management system 20 operates in a third heat dissipation mode; wherein the heat dissipation power of the third heat dissipation mode is greater than the heat dissipation power of the second heat dissipation mode.

[0113] When the vehicle's suspension system 300 is not subjected to road surface excitation, for example, when the vehicle is traveling on a smooth road surface, the suspension system 300 does not need to adjust the vehicle's suspension, and the suspension motor 10 is in the off state. The components of the suspension system 300 stop generating heat, the suspension system 300 has no heat dissipation requirement or a low heat dissipation requirement, and the suspension system 300 is in the first operating condition.

[0114] When the vehicle is subjected to road surface excitation, such as when driving on an uneven road surface, the suspension system 300 needs to adjust to adapt to the uneven road surface, and the suspension motor 10 is in the on state. Due to the continuous operation of the components of the suspension system 300, heat is generated, and the suspension system 300 has a heat dissipation requirement, thus the suspension system 300 is in a second operating condition. The suspension motor 10 outputs a first target thrust, which is negatively correlated with the road surface smoothness. The less smooth the road surface, the greater the first target thrust; the more smooth the road surface, the smaller the first target thrust, in order to ensure the vehicle's driving stability.

[0115] When a vehicle is subjected to significant road surface excitation, such as when driving on rough roads, the suspension system 300 needs to adjust the vehicle's suspension to adapt to the rough road conditions; or when the suspension motor 10 needs to achieve special scenarios that generate a large amount of heat (including but not limited to energy-intensive lifting, dancing, and stationary jumps), the suspension motor 10 operates under high load. Due to the continuous high load operation, the various components of the suspension system 300 generate a large amount of heat, resulting in a significant heat dissipation requirement for the suspension system 300. The suspension system 300 then operates in a third condition. The suspension motor 10 outputs a second target thrust, which is greater than the first target thrust, allowing the vehicle to obtain greater thrust to adapt to rough roads or special scenarios.

[0116] Furthermore, the target operating time of the suspension system 300 is positively correlated with the length of the uneven road surface. The longer the uneven road surface, the longer the suspension system 300 needs to work, the more heat is generated by the suspension motor 10 and the suspension controller 25, and the longer the thermal management system 20 needs to intervene for cooling.

[0117] It should be noted that when the suspension motor 10 stops operating, the cooling time of the suspension motor 10 can be limited. For example, after the suspension motor 10 stops operating, once the cooling circuit containing the suspension motor 10 has reached a preset operating time, the cooling circuit can be controlled to stop operating to reduce overall vehicle energy consumption. The preset operating time can be determined based on the cooling performance of the suspension motor 10 and the cooling circuit containing the suspension motor 10, and this disclosure does not limit it.

[0118] The aforementioned vehicle parameters include suspension parameters, such as axle load parameters, unsprung mass, sprung mass, target spring stiffness, and frequency deviation, among other indicators of the suspension system. For example, the target thrust of the suspension motor 10 is positively correlated with the axle load parameter. When the vehicle accelerates, the vehicle's center of gravity shifts towards the rear axle, resulting in a decrease in the front axle load and an increase in the rear axle load. At this time, the target thrust of the front suspension motor needs to be appropriately reduced, and the target thrust of the rear suspension motor needs to be appropriately increased to maintain the balance of the vehicle's attitude.

[0119] To ensure effective heat dissipation of the suspension motor 10 and suspension controller 25, the thermal management system 20 in some embodiments of this disclosure can match a suitable heat dissipation mode according to the operating conditions of the suspension system 300. This ensures that the suspension system 300 can effectively dissipate heat, preventing the temperature of the permanent magnet 1320 of the suspension motor 10 from exceeding the demagnetization temperature, or preventing the output current of the suspension controller 25 from falling below the target current. Furthermore, it can be adjusted according to the actual operating conditions of the suspension system 300 to avoid unnecessary energy waste, thereby reducing the energy consumption of the cooling system and improving energy efficiency while ensuring the cooling effect of the suspension system 300. The thermal management system 20 of some embodiments of this disclosure will be described in detail below with reference to the accompanying drawings.

[0120] Referring to Figure 8, in some embodiments of this disclosure, the thermal management system 20 includes a suspension motor cooling circuit (i.e., a small suspension motor cooling loop), which includes a second power pump 212, a suspension motor 10, and a third coolant storage tank 273 connected in sequence. The inlet of the third coolant storage tank 273 is connected to the outlet of the suspension motor 10. The inlet of the second power pump 212 is connected to the outlet of the third coolant storage tank 273, and the outlet of the second power pump 212 is connected to the inlet of the suspension motor 10.

[0121] When the temperature of the suspension motor 10 is lower than the first temperature threshold and the temperature of the suspension controller 25 is lower than the third temperature threshold, the second power pump 212 is started so that the thermal management system 20 operates in the first heat dissipation mode.

[0122] Thus, when the suspension motor 10 is in the first operating condition, the heat generated by the suspension motor 10 is relatively small, and the thermal management system 20 can adopt the first heat dissipation mode. Starting the second power pump 212 to drive the coolant flow in the suspension motor cooling circuit is sufficient to meet the heat dissipation requirements. It should be noted that the third coolant storage tank 273 can be a circulating auxiliary tank. In this way, all the coolant in the third coolant storage tank 273 participates in the suspension motor cooling circuit, effectively improving the heat capacity of the suspension motor cooling circuit.

[0123] Referring again to Figure 8, in some embodiments, when there is sufficient interior space in the vehicle, the third coolant reservoir 273 can be positioned above the top of the shock absorber tower of the suspension system 300, allowing the third coolant reservoir 273 to expel gas from the coolant. When interior space is insufficient, the third coolant reservoir 273 can be positioned lower, and a bubble separator 29 can be added to the suspension motor cooling circuit to utilize the cyclone separation performance of the bubble separator 29 to separate gas from the coolant. Therefore, as shown in Figure 8, the suspension motor cooling circuit may also include a bubble separator 29, with its inlet connected to the outlet of the suspension motor 10 and its outlet connected to the inlet of the third coolant reservoir 273. The bubble separator 29 is configured to separate gas and liquid in the coolant within the suspension motor cooling circuit, achieving low-level exhaust and ensuring efficient operation of the suspension motor cooling circuit.

[0124] Referring to FIG9, in some embodiments of this disclosure, the thermal management system 20 further includes a battery pack cooling circuit, which includes a third power pump 215, a battery pack assembly 31, and a third coolant storage tank 273 connected in sequence, and some cooling pipes in the battery pack cooling circuit pass through the battery pack assembly 31. For example, the third coolant storage tank 273 can be a water tank.

[0125] The inlet of the third power pump 215 is connected to the outlet of the third coolant storage tank 273. The battery pack assembly 31 is provided with a cooling pipe suitable for cooling the battery. The inlet of the cooling pipe is connected to the outlet of the third power pump 215, and the outlet of the cooling pipe is connected to the inlet of the third coolant storage tank 273.

[0126] Thus, when the third power pump 215 drives the coolant in the third coolant storage tank 273 to circulate along the battery pack cooling circuit, the cooling pipes flowing near the battery pack device 31 can absorb the heat generated by the battery pack device 31, thereby cooling the battery pack device 31.

[0127] It should be noted that the battery pack device 31 includes multiple battery pack modules 310. The multiple battery pack modules 310 can be connected in series, in parallel, or some of the battery pack modules 310 can be connected in series and then in parallel.

[0128] Referring again to FIG9, in some embodiments of this disclosure, the thermal management system 20 includes an air conditioning subsystem 26, a battery pack cooling circuit, and a suspension motor cooling circuit. The air conditioning subsystem 26 satisfies at least one of the following:

[0129] The air conditioning subsystem 26 and the battery pack cooling circuit exchange heat through a heat exchanger; the air conditioning subsystem 26 can heat or cool the battery.

[0130] The air conditioning subsystem 26 and the suspension motor cooling circuit exchange heat through a heat exchanger. The air conditioning subsystem 26 can cool at least one of the suspension motor 10 and the suspension controller 25. It should be noted that the two heat exchangers mentioned above may be the same or different.

[0131] When the ambient temperature is low, the air conditioning subsystem 26 absorbs heat from the suspension motor cooling circuit to heat the battery. The air conditioning subsystem 26 can also absorb heat from the suspension motor cooling circuit to heat the cabin.

[0132] In some embodiments, the thermal management system 20 may further include a heat exchanger 28 having a first heat exchange channel and a second heat exchange channel. The first heat exchange channel is connected to the suspension motor cooling circuit, and the second heat exchange channel is connected to the battery pack cooling circuit.

[0133] When the temperature of the suspension motor 10 is between the first temperature threshold and the second temperature threshold, or when the temperature of the suspension controller 25 is between the third temperature threshold and the fourth temperature threshold, the second power pump 212 and the third power pump 215 are started so that the thermal management system 20 operates in the second heat dissipation mode.

[0134] Thus, the suspension motor cooling circuit and the battery pack cooling circuit can be connected through the heat exchanger 28. When the suspension motor 10 is in the second operating condition, the heat generated by the suspension motor 10 is relatively large. The second heat dissipation mode can be adopted, and the second power pump 212 and the third power pump 215 can be started. This allows the coolant with a higher temperature in the suspension motor cooling circuit to exchange heat with the coolant with a lower temperature in the battery pack cooling circuit in the heat exchanger 28, thereby improving the heat dissipation efficiency of the suspension motor 10 and thus helping to maintain the temperature of the suspension motor 10 within the preset range.

[0135] Referring again to Figure 9, to improve the heat dissipation of the suspension motor 10, the heat exchanger 28 also has a third heat exchange channel. The thermal management system 20 may also include an air conditioning subsystem 26, which includes a compressor 214, a condenser 264, and a pressure holding valve 265 connected in sequence. The air conditioning subsystem 26 is connected to the third heat exchange channel, and the third heat exchange channel is thermally connected to the first and second heat exchange channels of the heat exchanger 28.

[0136] When the temperature of the suspension motor 10 exceeds the second temperature threshold, or the temperature of the suspension controller 25 exceeds the fourth temperature threshold, the second power pump 212, the third power pump 215, and the compressor 214 are started so that the thermal management system 20 operates in the third heat dissipation mode.

[0137] Thus, when the suspension motor 10 is in the third operating condition, the heat generated by the suspension motor 10 will soon cause the permanent magnet 1320 to reach the demagnetization temperature. At this time, the third cooling mode can be adopted, and the compressor 214, the second power pump 212, and the third power pump 215 can be started. When the low-temperature refrigerant in the air conditioning subsystem 26 flows through the third heat exchange channel, due to the large temperature difference between the refrigerant in the third heat exchange channel and the coolant in the first and second heat exchange channels, the refrigerant can quickly absorb the heat of the coolant in the first and second heat exchange channels. This rapidly cools the suspension motor 10 in the suspension motor cooling circuit and the battery pack device 31 in the battery pack cooling circuit, preventing the temperature of the suspension motor 10 from continuing to rise and causing the permanent magnet 1320 to demagnetize.

[0138] In some embodiments, along the arrangement direction of the first heat exchange channel, the second heat exchange channel, and the third heat exchange channel, the first heat exchange channel is located between the second and third heat exchange channels. Thus, the first heat exchange channel can be adjacent to the second and third heat exchange channels, which facilitates the refrigerant in the air conditioning subsystem 26 and the coolant in the battery pack cooling circuit to jointly absorb heat from the coolant in the suspension motor cooling circuit, thereby improving the cooling efficiency of the suspension motor 10.

[0139] In some embodiments, the air conditioning subsystem 26 is a heat pump air conditioner.

[0140] Referring to Figure 16, the suspension system 300 may further include a control valve 238, which is adapted to open or close the flow path between the suspension motor cooling circuit and the battery pack cooling circuit. Thus, when the battery requires heating, the heat from the suspension motor cooling circuit can be used to heat the battery.

[0141] Referring again to FIG9, in some embodiments of this disclosure, the suspension motor cooling circuit is further provided with a powertrain 24 connected in series with the suspension motor 10.

[0142] Thus, when the second power pump 212 drives the coolant in the suspension motor cooling circuit to circulate, the coolant can absorb the heat generated by the suspension motor 10 and the powertrain 24. After the temperature rises, the coolant exchanges heat with the refrigerant in the third heat exchange channel after entering the heat exchanger 28. The refrigerant can absorb the temperature of the coolant in the first heat exchange channel, so that the temperature of the coolant can be reduced. After the temperature is reduced, the coolant enters the suspension motor 10 and the powertrain 24 again along the suspension motor cooling circuit, so as to cool down the suspension motor 10 and the powertrain 24 again.

[0143] In the above scheme, when the suspension system 300 is in the first operating condition, only the second power pump 212 needs to be started, and the cooling requirements of the suspension motor 10 can be met by using the suspension motor cooling circuit.

[0144] When the suspension system 300 is in the second operating condition, the second power pump 212 and the third power pump 215 can be activated to cool the suspension motor 10 using the suspension motor cooling circuit and the battery pack cooling circuit, respectively. Furthermore, the flow rate of coolant in each circuit can be controlled by adjusting the rotational speeds of the first power pump 211 and the second power pump 212. If the road surface is uneven and the temperature of the suspension motor 10 or the suspension controller 25 is high, the rotational speeds of the first power pump 211 and the second power pump 212 can be set higher; conversely, if the road surface is smooth and the temperature of the suspension motor 10 or the suspension controller 25 is low, the rotational speeds of the first power pump 211 and the second power pump 212 can be set lower. The relationship between the temperature of the suspension motor 10 and the rotational speeds of the first power pump 211 and the second power pump 212 can be a linear positive correlation, a nonlinear positive correlation, or a discontinuous positive correlation; this disclosure does not limit this relationship.

[0145] When the suspension system 300 is in the third operating condition, it indicates that the suspension motor 10 is about to reach the demagnetization temperature or the suspension controller 25 is about to reach the current limiting temperature. At this time, the second power pump 212, the third power pump 215, and the compressor 214 can be started to allow the thermal management system 20 to exert its maximum cooling performance, so as to quickly cool down the suspension system 300 and promote the temperature of the suspension motor 10 and the suspension controller 25 to return to the preset temperature range, thereby maintaining the maximum thrust of the suspension motor 10.

[0146] Referring again to Figure 9, the powertrain 24 may include a first powertrain 241 and a second powertrain 242, and the suspension motor 10 may include a first suspension motor 101 and a second suspension motor 102. The first powertrain 241 and the first suspension motor 101 are connected in series to form a first cooling branch, and the second powertrain 242 and the second suspension motor 102 are connected in series to form a second cooling branch. The first cooling branch and the second cooling branch can be connected in series, or the first cooling branch and the second cooling branch can be connected in parallel.

[0147] Referring to Figures 4 and 10, in some embodiments of this disclosure, the thermal management system 20 may include a fluid transmission device 21, a suspension motor 10, and a heat dissipation device 23. The fluid transmission device 21 is configured to drive the flow of cooling medium within the thermal management system 20. The suspension motor 10 has a first cooling channel 1111 and a second cooling channel 1121, both of which are connected to the fluid transmission device 21. The heat dissipation device 23 is connected to the fluid transmission device 21. In a second or third heat dissipation mode, the heat dissipation device 23 is thermally connected to the suspension motor 10.

[0148] In this way, when the fluid transmission device 21 is started, the heat dissipation device 23 and the suspension motor 10 can exchange heat through the cooling medium, so that the current loss heat generated by the suspension motor 10 in the mounting section 111 can be carried away by the cooling medium in the first cooling channel 1111, and the frictional heat generated by the sliding section 112 can be carried away by the cooling medium in the second cooling channel 1121. Then the cooling medium flows to the heat dissipation device 23, releases the absorbed heat through the heat dissipation device 23, and flows back to the suspension motor 10 for cooling again, forming a circulating cooling flow path.

[0149] Referring to Figures 4 and 10, in some embodiments of this disclosure, the fluid transmission device 21 includes a first power pump 211, the heat dissipation device 23 includes a first radiator 231, and the thermal management system 20 further includes a powertrain 24, wherein the first radiator 231 is at least a portion of the powertrain 24. The inlet of the first power pump 211 is connected to the outlet of the powertrain 24, and the inlet of the first radiator 231 is connected to the outlet of the first power pump 211. In a second heat dissipation mode, the inlet of the first cooling channel 1111 is connected to the outlet of the first radiator 231, and the outlet of the first cooling channel 1111 is connected to the inlet of the powertrain 24.

[0150] It should be noted that the aforementioned powertrain 24 can be an electric motor or an engine, etc.; the first power pump 211 can be a hydraulic pump or a hydraulic motor, etc.; and the first radiator 231 can be an air-cooled radiator or a water-cooled radiator, etc.

[0151] In this way, driven by the first power pump 211, the cooling medium can first enter the suspension motor 10 to absorb heat, then enter the powertrain 24 to absorb heat, and then enter the first radiator 231 to release the previously absorbed heat, before flowing back to the suspension motor 10 for further cooling. Thus, the existing power pump, auxiliary coolant reservoir, and radiator in the vehicle can be used to cool the suspension motor 10 and the suspension system 300. Without adding any extra cooling components, the first radiator 231 can provide a certain amount of heat dissipation, ensuring that the water temperature meets the cooling requirements of the suspension motor 10.

[0152] Referring again to Figures 4 and 10, in some embodiments of this disclosure, the powertrain 24 may include a first powertrain 241 and a second powertrain 242, and the suspension motor 10 may include a first suspension motor 101 and a second suspension motor 102. The first powertrain 241 and the first suspension motor 101 are connected in series to form a first cooling branch, and the second powertrain 242 and the second suspension motor 102 are connected in series to form a second cooling branch. The first cooling branch and the second cooling branch can be connected in series or in parallel, depending on the flow resistance of the thermal management system 20 and the model of the power pump.

[0153] It should be noted that the aforementioned first powertrain 241 can be a front-mounted powertrain located in front of the vehicle 1000, configured to drive the front wheels of the vehicle 1000; the second powertrain 242 can be a rear-mounted powertrain located behind the vehicle 1000, configured to drive the rear wheels of the vehicle 1000. The first suspension motor 101 can be two suspension motors 10 located in front of the vehicle 1000, each positioned above one of the two front wheels. The two first suspension motors 101 can be connected in series or in parallel. The second suspension motor 102 can be two suspension motors 10 located behind the vehicle 1000, each positioned above one of the two rear wheels. The two second suspension motors 102 can be connected in series or in parallel.

[0154] In this way, the heat dissipation device 23 can cool multiple suspension motors 10 and powertrain 24, thereby ensuring the smooth operation of the suspension system 300.

[0155] Referring again to Figures 4 and 10, in some embodiments of this disclosure, the thermal management system 20 may further include a suspension controller 25, the outlet of which is connected to the inlet of the powertrain 24, and the inlet of which is connected to the outlet of the first cooling channel 1111.

[0156] In this way, by connecting the suspension controller 25 to the circulating cooling flow path, the suspension controller 25 can also be cooled, preventing the suspension controller 25 from exceeding the current limit temperature due to continuous operation. This allows the suspension controller 25 to continuously output rated current to the suspension motor 10, which helps to ensure the duration of the maximum thrust of the suspension motor 10.

[0157] It should be noted that the order in which the powertrain 24, suspension controller 25, and suspension motor 10 are connected in the circulating cooling flow path can be adjusted according to the water temperature requirements of each component and the performance matching status of the heat dissipation device 23.

[0158] It should also be noted that other components requiring cooling can be added to the system, such as bidirectional charging modules, direct current (DC) modules, or integrated distribution cabinet (IDC) modules, depending on the needs of the vehicle.

[0159] Referring again to Figures 4 and 10, in some embodiments of this disclosure, the first radiator 231 and the first power pump 211 are connected in series to form a third cooling branch. The heat dissipation device 23 may further include a second radiator 233 and a second switching device 234. The second radiator 233 and the first power pump 211 are connected in series to form a fourth cooling branch, which is connected in parallel with the third cooling branch. The second switching device 234 is configured to allow the cooling medium to flow through at least one of the third and fourth cooling branches, thereby enabling the thermal management system 20 to switch between a second heat dissipation mode and a third heat dissipation mode.

[0160] In this way, appropriate selection can be made according to the heat dissipation requirements of the powertrain 24 and the suspension motor 10. For example, when the suspension motor 10 operates in the third operating condition, resulting in a large amount of heat generation, the second switching device 234 can be used to direct the cooling medium to flow through the third cooling branch and the fourth cooling branch respectively, so that the first radiator 231 and the second radiator 233 can be used together for heat dissipation. Conversely, when the motor operates in the second operating condition, resulting in a small amount of heat generation, the second switching device 234 can be used to direct the cooling medium to flow through either the third cooling branch or the fourth cooling branch, so that the first radiator 231 or the second radiator 233 can be used for heat dissipation. In this way, energy consumption can be reduced while ensuring the cooling effect.

[0161] Referring again to Figures 4 and 10, in some embodiments of this disclosure, the second switching device 234 may include a first switching valve 2341 and a second switching valve 2342. The first end of the first switching valve 2341 is connected to the outlet of the first power pump 211, the second end of the first switching valve 2341 is connected to the inlet of the first radiator 231, and the third end of the first switching valve 2341 is connected to the inlet of the second flow channel (described below) of the second radiator 233. The input end of the second switching valve 2342 is connected to the outlet of the second flow channel of the second radiator 233, and the first output end of the second switching valve 2342 is connected to the inlet of the first radiator 231. In a first state, the second output end of the second switching valve 2342 is connected to the first cooling branch.

[0162] The first end of the first switching valve 2341 is selectively connected to one of the second and third ends, and the input end of the second switching valve 2342 is selectively connected to one of the first and second output ends. In this way, the cooling medium can flow through at least one of the third and fourth cooling branches by the coordinated use of the first switching valve 2341 and the second switching valve 2342.

[0163] Referring again to Figures 4 and 10, in some embodiments of this disclosure, the thermal management system 20 may further include an air conditioning subsystem 26. The air conditioning subsystem 26 includes a heat exchange circuit 261 and a heat exchange component 262 (e.g., a passenger compartment or battery pack) disposed in the heat exchange circuit 261. The aforementioned second radiator 233 may be a plate heat exchanger. The second radiator 233 includes a first flow channel and a second flow channel. The first flow channel is located in the heat exchange circuit 261, and the second flow channel is located in the fourth cooling branch, and the second flow channel is thermally connected to the first flow channel.

[0164] Understandably, when the air conditioning subsystem 26 is in cooling mode in summer, the temperature of the cooling medium flowing through the first flow channel is low, while the temperature of the cooling medium flowing through the second flow channel is high. At this time, heat exchange can occur between the first and second flow channels, allowing the cooling medium in the second flow channel to be cooled. When the air conditioning subsystem 26 is in heat pump mode in winter, the air conditioning subsystem 26 can recover heat from the powertrain 24 and suspension motor 10 through the second radiator 233, thereby providing a partial heat source for the heat pump cycle and improving energy utilization efficiency.

[0165] The above description illustrates one embodiment of the large-circulation mode (i.e., interconnected cooling of the suspension motor 10 with the powertrain 24, battery pack 31, or air conditioning subsystem 26) in the thermal management system 20. In this embodiment, the powertrain 24 and suspension motor 10 are connected in series, and the water temperature of the powertrain 24 is typically higher than that of the suspension motor 10, causing mutual interference between the powertrain 24 and suspension motor 10 during cooling. To address this technical problem, this disclosure proposes another embodiment of the large-circulation mode.

[0166] Referring to Figures 4 and 11, in some embodiments of this disclosure, the fluid transmission device 21 further includes a second power pump 212 and a first switching device 213, wherein the inlet of the second power pump 212 is connected to the outlet of the first cooling channel 1111 of the suspension motor 10.

[0167] In the first cooling mode, the outlet of the second power pump 212 is connected to the inlet of the suspension motor 10, and the outlet of the cooling device 23 is connected to the inlet of the powertrain 24. In the second cooling mode, the outlet of the second power pump 212 is connected to the inlet of the powertrain 24, and the outlet of the cooling device 23 is connected to the inlet of the suspension motor 10. That is to say, the second cooling mode of this embodiment is the same as that of the embodiments described above, and the cooling circulation path of the suspension motor 10 can be integrated into the cooling circulation loop composed of components such as the powertrain 24 and the air conditioning subsystem 26.

[0168] The difference between this embodiment and the previous embodiment is that the thermal management system 20 may further include a first heat dissipation mode (i.e., a small circulation mode). In the second state, the outlet of the second power pump 212 is connected to the inlet of the first cooling channel 1111. The outlet of the heat dissipation device 23 is connected to the inlet of the powertrain 24. The first switching device 213 is configured to switch the thermal management system 20 between the first state (at least corresponding to the second heat dissipation mode) and the second state (corresponding to the first heat dissipation mode).

[0169] In other words, in the first heat dissipation mode (equivalent to Figure 10), the second power pump 212 and the suspension motor 10 are connected in series to form a relatively independent cooling flow path. The second power pump 212 can drive the cooling medium to circulate within the suspension motor 10, providing a certain amount of heat dissipation through water pipes exposed to the environment. The circulating cooling medium provides a certain amount of convective heat transfer and temperature increase heat capacity. Meanwhile, the powertrain 24 and other components such as the air conditioning subsystem 26 form another relatively independent cooling flow path, thereby avoiding mutual interference between the two cooling flow paths due to different heat dissipation requirements.

[0170] It should be noted that the first switching device 213 can be a four-way valve 2130. The first port of the four-way valve 2130 is connected to the outlet of the second power pump 212, the second port is connected to the inlet of the suspension motor 10, the third port is connected to the outlet of the first radiator 231, and the fourth port is connected to the inlet of the powertrain 24 (or the inlet of the suspension controller 25).

[0171] In this way, when the first port of the four-way valve 2130 is connected to the fourth port and the second port is connected to the third port, the thermal management system 20 is in large circulation mode, and the cooling flow path of the suspension motor 10 and the cooling flow path of the powertrain 24 are integrated together and circulate together, so that the suspension motor 10 can be cooled according to the second heat dissipation mode or the third heat dissipation mode; when the first port of the four-way valve 2130 is connected to the second port and the third port is connected to the fourth port, the thermal management system 20 is in small circulation mode, and the cooling flow path of the suspension motor 10 and the cooling flow path of the powertrain 24 circulate independently, so that the suspension motor 10 can be cooled according to the first heat dissipation mode.

[0172] Referring to Figure 11, in the first heat dissipation mode, the inlet of the suspension controller 25 is connected to the outlet of the first radiator 231, and in the second or third heat dissipation mode, the inlet of the suspension controller 25 is connected to the outlet of the suspension motor 10.

[0173] It is understood that some embodiments of this disclosure can conveniently switch the thermal management system 20 between a small circulation mode and a large circulation mode via a four-way valve 2130. Thus, in this embodiment, when the suspension system 300 is in the first operating condition, the second power pump 212 can be started, and the first port and the second port of the four-way valve 2130 can be connected, so that the heat dissipation requirements can be met through the small circulation cooling circuit where the suspension motor 10 is located.

[0174] When the suspension system 300 is in the second operating condition, the first power pump 211 and the second power pump 212 can be started, and the first port and the fourth port, and the second port and the third port of the four-way valve can be connected. By connecting the cooling flow path of the suspension motor 10 with the cooling flow path of the powertrain 24, a large-circulation cooling flow path is formed, so that the first radiator 231 can be used to dissipate heat from the suspension motor 10, thereby improving the heat dissipation efficiency of the suspension motor 10. In addition, the operating power of the first radiator 231 can be positively correlated with the temperature of the suspension motor 10 or the suspension controller 25. If the temperature of the suspension motor 10 or the suspension controller 25 is high, the operating power of the first radiator 231 can be set higher to ensure the heat dissipation effect.

[0175] When the suspension motor 10 is in the third operating condition, the first power pump 211, the second power pump 212, and the air conditioning subsystem 26 can be started. In this way, the coolant in the large circulation cooling circuit where the suspension motor 10 and the suspension controller 25 are located can exchange heat with the refrigerant in the heat exchange circuit when flowing through the second radiator 233. The first radiator 231 and the second radiator 233 can cool the coolant in the large circulation cooling circuit respectively. At this time, the thermal management system 20 can exert its maximum cooling performance and cool down the suspension system 300 as soon as possible, so as to prevent the suspension motor 10 from exceeding the demagnetization temperature or the suspension controller 25 from exceeding the current limiting temperature, thereby ensuring the duration of maximum thrust of the suspension motor 10.

[0176] Referring to Figure 12, in some other embodiments of this disclosure, the heat dissipation device 23 further includes a third radiator 235, the inlet of which is connected to the outlet of the second power pump 212, and the outlet of which is connected to the inlet of the second power pump 212. In this way, based on the aforementioned small-circulation cooling mode for the suspension motor, the suspension motor 10 can be cooled independently via the third radiator 235.

[0177] Referring to Figure 13, in some embodiments of this disclosure, the thermal management system 20 may further include a third switching device 237 and a fourth radiator 236. The first opening of the third switching device 237 is connected to the outlet of the suspension motor 10, and the second opening of the third switching device 237 is connected to the inlet of the third radiator 235. The fourth radiator 236 may be a plate heat exchanger and includes a third flow channel. The inlet of the third flow channel is connected to the third opening of the third switching device 237, and the outlet of the third flow channel is connected to the inlet of the second power pump 212.

[0178] It should be noted that the third switching device 237 here can be a three-way valve. In this way, when the first and second openings are connected, the thermal management system 20 operates in the first cooling mode, and the third flow channel in the fourth radiator 236 does not provide energy exchange. At this time, cooling is achieved through the flow channel and the suspension housing's airflow, and the system's heat capacity can maintain a low water temperature for a certain period, resulting in lower overall system energy consumption. When the first and third openings are connected, the thermal management system 20 operates in the second cooling mode, and the suspension motor 10 can be cooled through the third flow channel of the fourth radiator 236.

[0179] Referring again to FIG13, in some embodiments of this disclosure, the fourth radiator 236 further includes a fourth flow channel, which is thermally connected to the third flow channel and is located in the heat exchange circuit 261. When the ambient temperature is too high and the third radiator 235 cannot provide a lower water temperature, the thermal management system 20 can adopt a third heat dissipation mode, turn on the air conditioning subsystem 26, and connect the first opening to the second opening and the third opening respectively.

[0180] Thus, the third radiator 235 cools the suspension motor 10. In addition, the fourth radiator 236 can provide more cooling capacity to the water cooling small circulation where the suspension motor 10 is located by means of the refrigerant cooling cycle in the air conditioning subsystem 26, so as to improve the heat dissipation power of the suspension motor 10 and cool the temperature of the suspension motor 10 to the preset range as soon as possible.

[0181] It is understood that in some embodiments of this disclosure, the cooling path of the suspension motor 10 can be connected to the cooling path of the air conditioning subsystem 26 via the fourth radiator 236 without affecting the cooling path of the powertrain 24. When the air conditioning subsystem 26 is in cooling mode in summer, the temperature of the cooling medium flowing through the fourth channel is lower, while the temperature of the cooling medium flowing through the third channel is higher. Heat exchange can occur between the third and fourth channels, allowing the cooling medium in the third channel to be cooled. When the air conditioning subsystem 26 is in heat pump mode in winter, it can recover heat from the suspension motor 10 via the fourth radiator 236, thereby providing some heat for the heat pump cycle and improving energy utilization efficiency.

[0182] In some embodiments, the heat exchange circuit 261 of the air conditioning subsystem 26 is further provided with a throttle valve 263. Thus, when the heat generation of the suspension motor 10 in the suspension system 300 increases, the throttle valve 263 can be adjusted to match the cooling temperature and cooling capacity of the air conditioning subsystem 26 with the suspension system 300, so that the suspension system 300 is in a better cooling state.

[0183] Referring again to FIG13, in some embodiments of this disclosure, a first coolant storage tank 271 is connected in parallel to the first power pump 211, and a second coolant storage tank 272 is connected in parallel to the second power pump 212. On the one hand, coolant can be replenished to the cooling flow path in a timely manner; on the other hand, when the gas pressure in the cooling flow path is too high, gas can enter the first coolant storage tank 271 or the second coolant storage tank 272, and be discharged from the thermal management system 20 through the explosion-proof valve located on the coolant storage tank.

[0184] Referring to FIG14, in some embodiments of this disclosure, the fluid transmission device 21 may further include a compressor 214. The heat dissipation device 23 further includes a condenser 264, the inlet of which is connected to the outlet of the compressor 214, the outlet of which is connected to the inlet of a refrigerant reservoir 266, the outlet of which is connected to the inlet of an electronic expansion valve 267, the outlet of which is connected to the inlet of a suspension motor 10, and the outlet of which is connected to the inlet of the compressor 214.

[0185] In this way, the air conditioning subsystem 26 can be connected in series with the first suspension motor 101, the second suspension motor 102, the third suspension motor 103, and the fourth suspension motor 104, and the suspension motor 10 can be cooled by direct refrigerant cooling. It is understandable that, on the one hand, because the refrigerant has a lower temperature and a higher heat transfer coefficient, it has a better heat dissipation effect; on the other hand, when the road surface excitation changes continuously, the heat generation of the suspension system 300 also changes. Due to the adjustable refrigerant temperature, the cooling of the suspension system 300 becomes more flexible. When the heat generation is large, the refrigerant temperature can be lowered, and when the heat generation is small, the refrigerant temperature can be raised, thus ensuring that the suspension system 300 is always in an optimal cooling state.

[0186] It should be noted that, in describing the thermal management system 20 above, for ease of narration, only the first cooling channel 1111 of the suspension motor 10 is mentioned. In fact, when the cooling medium enters the suspension motor 10, it proceeds in the following order: the third cooling channel segment 1121a in the second cooling channel 1121 — the first cooling channel segment 1111a in the first cooling channel 1111 — the second cooling channel segment 1111b in the first cooling channel 1111 — the fourth cooling channel segment 1121b in the second cooling channel 1121.

[0187] The above describes the four heat dissipation modes of the thermal management system 20 provided in some embodiments of this disclosure. The thermal management system 20 provided in some embodiments of this disclosure can improve energy utilization efficiency and select a suitable cooling mode according to different operating conditions of the suspension system 300, so as to ensure that the suspension system 300 always has a good cooling effect, so that the maximum thrust of the suspension motor 10 lasts for a longer period of time, thereby ensuring the driving stability of the vehicle under harsh road conditions.

[0188] Referring to FIG15, in some embodiments of this disclosure, multiple sensors located on the vehicle body 100 (i.e., the vehicle body domain) collect ambient temperature, water inlet temperature (i.e., water temperature before heat exchange), and power pump pulse width modulation signal (PWM) signal, respectively. The above signals are transmitted to the microprocessor (e.g., single-chip microcomputer) inside the suspension motor 10 through the suspension controller 25. After reading the temperature signal of the temperature sensor 32 (refer to FIG8) used to detect the coil winding 1310, the microprocessor determines whether the current operating conditions meet the heat dissipation requirements of the suspension motor 10 and determines whether temperature protection is required.

[0189] If temperature protection is required, the microprocessor will transmit the temperature signal of the coil winding 1310 to the body domain through the suspension controller 25. The body domain controls the power pump PWM signal, fan PWM signal and plate heat exchanger switch (i.e., the opening degree of the throttle valve when the plate heat exchanger is cooling) according to the winding temperature (i.e. the temperature of the suspension motor 10) and water temperature to increase the heat dissipation power of the thermal management system 20.

[0190] The PWM signal of the power pump primarily affects the operating flow rate of the thermal management system 20. A larger duty cycle of the PWM signal results in higher power from the power pump, leading to a greater operating flow rate of the thermal management system 20 per unit time and consequently increased heat dissipation. The PWM signal can be linearly or steppedly adjusted according to changes in water temperature. For the suspension motor 10 temperature, if the temperature changes rapidly, a stepped adjustment can be used; if the temperature changes slowly, linear adjustment based on the suspension motor 10 temperature can be selected.

[0191] Similar to the adjustment of a power pump, the larger the duty cycle of the fan PWM signal, the greater the power of the fan 232, resulting in a higher convective heat transfer coefficient of the air-cooled radiator, more heat dissipation per unit time, and thus increased cooling power. The adjustment of the fan 232 is divided into two types: For a two-stage fan 232, the fan can be adjusted to a low or high speed based on the water temperature and the temperature of the suspension motor 10. For a continuously variable fan 232, the fan PWM signal can be linearly adjusted according to the water temperature and the temperature of the suspension motor 10.

[0192] For plate heat exchanger refrigeration systems, the opening degree can be adjusted in a stepped manner based on the water temperature and the temperature of the suspension motor 10, or linearly based on the water temperature. The advantage of using stepped adjustment is that when the temperature of the suspension motor 10 changes rapidly, the throttle valve 263 does not need to adjust its opening degree in real time, thereby improving the service life of the throttle valve 263.

[0193] It should be noted that when the adjustment commands for winding temperature and water temperature are inconsistent, the most stringent adjustment command shall prevail.

[0194] The above are merely specific embodiments of this disclosure, but the scope of protection of this disclosure is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this disclosure should be included within the scope of protection of this disclosure. Therefore, the scope of protection of this disclosure should be determined by the scope of the claims.

Claims

1. A suspension system (300), comprising: The suspension assembly includes a suspension motor (10) and a suspension controller (25), the suspension controller (25) being configured to control the suspension motor (10), the suspension motor (10) being configured to provide a target thrust for a target duration, and the suspension controller (25) being further configured to output a target current corresponding to the target thrust, the target thrust and the target duration being determined based on road conditions and vehicle parameters; A thermal management system (20) is configured to exchange heat with the suspension controller (25) so that the internal temperature of the suspension controller (25) does not exceed the current-limiting temperature of the suspension controller (25), thereby enabling the suspension controller (25) to output a target current corresponding to the target thrust; The thermal management system (20) is also configured to exchange heat with the suspension motor (10) so that the temperature of the permanent magnet after the suspension motor (10) reaches the target thrust and sustains it for the target duration does not exceed the demagnetization temperature of the permanent magnet.

2. The suspension system (300) according to claim 1, wherein, The vehicle parameters include suspension parameters; the road conditions include road surface smoothness and the length of bumpy road surfaces.

3. The suspension system (300) according to claim 1 or 2, wherein, The thermal management system (20) is configured to cool the suspension system (300) according to the corresponding cooling strategy based on the operating conditions of the suspension system (300).

4. The suspension system (300) according to claim 3, wherein, The operating conditions of the suspension system (300) include at least one of the following: a first operating condition, a second operating condition, and a third operating condition; wherein, the first operating condition is used to characterize that the suspension motor (10) in the suspension system (300) stops operating; the second operating condition is used to characterize that the suspension motor (10) in the suspension system (300) operates under normal load conditions; and the third operating condition is used to characterize that the suspension motor (10) in the suspension system (300) operates under high load conditions.

5. The suspension system (300) according to claim 4, wherein, The cooling strategy for the suspension system corresponding to the first operating condition includes: When the temperature of the suspension motor (10) is less than the first temperature threshold and the temperature of the suspension controller (25) is less than the third temperature threshold, the thermal management system (20) operates in the first heat dissipation mode. Wherein, the first temperature threshold is greater than the third temperature threshold.

6. The suspension system (300) according to claim 5, wherein, The cooling strategy for the suspension system corresponding to the second operating condition includes: When the temperature of the suspension motor (10) is between the first temperature threshold and the second temperature threshold, or when the temperature of the suspension controller (25) is between the third temperature threshold and the fourth temperature threshold, the thermal management system (20) operates in a second heat dissipation mode, where the heat dissipation power of the first heat dissipation mode is less than that of the second heat dissipation mode. Wherein, the first temperature threshold is less than the second temperature threshold, the third temperature threshold is less than the fourth temperature threshold, and the second temperature threshold is greater than the fourth temperature threshold.

7. The suspension system (300) according to claim 6, wherein, When the thermal management system (20) is running in the second heat dissipation mode, the heat dissipation power of the thermal management system (20) is positively correlated with the temperature of the suspension motor (10) and the temperature of the suspension controller (25).

8. The suspension system (300) according to claim 6 or 7, wherein, The cooling strategy for the suspension system corresponding to the third operating condition includes: When the temperature of the suspension motor (10) is greater than the second temperature threshold, or the temperature of the suspension controller (25) is greater than the fourth temperature threshold, the thermal management system (20) operates in a third heat dissipation mode; wherein the heat dissipation power of the third heat dissipation mode is greater than the heat dissipation power of the second heat dissipation mode.

9. The suspension system (300) according to claim 8, wherein, The thermal management system (20) includes: a suspension motor cooling circuit, the suspension motor cooling circuit including: A third coolant storage tank (273), the inlet of which is connected to the outlet of the suspension motor (10); and The second power pump (212) has its inlet connected to the outlet of the third coolant storage tank (273) and its outlet connected to the inlet of the suspension motor (10). When the temperature of the suspension motor (10) is lower than the first temperature threshold and the temperature of the suspension controller (25) is lower than the third temperature threshold, the second power pump (212) is started so that the thermal management system (20) operates in the first heat dissipation mode.

10. The suspension system (300) according to claim 9, wherein, The suspension motor cooling circuit further includes a bubble separator (29), the inlet of which is connected to the outlet of the suspension motor (10), and the outlet of which is connected to the inlet of the third coolant storage tank (273).

11. The suspension system (300) according to claim 9 or 10, further comprising: Battery pack cooling circuit, the battery pack cooling circuit comprising: Third coolant storage tank (273); A third power pump (215), the inlet of which is connected to the outlet of the third coolant storage tank (273); and The battery pack assembly (31) is provided with a cooling pipe suitable for cooling the battery. The inlet of the cooling pipe is connected to the outlet of the third power pump (215), and the outlet of the cooling pipe is connected to the inlet of the third coolant storage tank (273).

12. The suspension system (300) according to claim 11, wherein, The thermal management system further includes a heat exchanger (28), which has a first heat exchange channel and a second heat exchange channel, and the first heat exchange channel and the second heat exchange channel are thermally connected. The first heat exchange channel is connected to the suspension motor cooling circuit, and the second heat exchange channel is connected to the battery pack cooling circuit.

13. The suspension system (300) according to claim 12, wherein, When the temperature of the suspension motor (10) is between the first temperature threshold and the second temperature threshold, or when the temperature of the suspension controller (25) is between the third temperature threshold and the fourth temperature threshold, the second power pump (212) and the third power pump (215) are started so that the thermal management system (20) operates in the second heat dissipation mode.

14. The suspension system (300) according to any one of claims 11-13, further comprising: A control valve (238) is adapted to open or close the flow path between the suspension motor cooling circuit and the battery pack cooling circuit.

15. The suspension system (300) according to any one of claims 11-14, further comprising: The powertrain (24) has an inlet connected to the outlet of the suspension motor (10) and an outlet connected to the inlet of the second power pump (212).

16. The suspension system (300) according to claim 15, wherein, The powertrain (24) includes a first powertrain (241) and a second powertrain (242); the suspension motor (10) includes a first suspension motor (101) and a second suspension motor (102); The first powertrain (241) and the first suspension motor (101) are connected in series to form a first cooling branch, and the second powertrain (242) and the second suspension motor (102) are connected in series to form a second cooling branch; The first cooling branch is connected in series with the second cooling branch, or the first cooling branch is connected in parallel with the second cooling branch.

17. The suspension system (300) according to any one of claims 11-16, wherein, The thermal management system (20) further includes an air conditioning subsystem (26), which satisfies at least one of the following: the air conditioning subsystem (26) exchanges heat with the suspension motor cooling circuit through a heat exchanger; and the air conditioning subsystem (26) exchanges heat with the battery pack cooling circuit through a heat exchanger.

18. The suspension system (300) according to claim 17, wherein, The heat exchanger (28) also includes: The third heat exchange channel is connected to the air conditioning subsystem (26), and the third heat exchange channel is thermally connected to the first heat exchange channel and the second heat exchange channel of the heat exchanger (28). When the temperature of the suspension motor (10) is greater than the second temperature threshold, or the temperature of the suspension controller (25) is greater than the fourth temperature threshold, the second power pump (212), the third power pump (215), and the compressor (214) of the air conditioning subsystem (26) are started so that the thermal management system (20) operates in the third heat dissipation mode.

19. The suspension system (300) according to claim 18, wherein, Along the arrangement direction of the first heat exchange channel, the second heat exchange channel and the third heat exchange channel, the first heat exchange channel is located between the second heat exchange channel and the third heat exchange channel.

20. The suspension system (300) according to any one of claims 8-19, further comprising: First power pump (211); A first radiator (231), the inlet of which is connected to the outlet of the first power pump (211); and A powertrain (24), wherein the first radiator (231) is at least a part of the powertrain (24), and the outlet of the powertrain (24) is connected to the inlet of the first power pump (211). In the second heat dissipation mode, the inlet of the suspension motor (10) is connected to the outlet of the first radiator (231), and the outlet of the suspension motor (10) is connected to the inlet of the powertrain (24).

21. The suspension system (300) according to claim 20, further comprising: A suspension controller (25), the outlet of which is connected to the inlet of the powertrain (24); In the first heat dissipation mode, the inlet of the suspension controller (25) is connected to the outlet of the first radiator (231), and in the second heat dissipation mode, the inlet of the suspension controller (25) is connected to the outlet of the suspension motor (10).

22. The suspension system (300) according to claim 20 or 21, further comprising: A second power pump (212) is connected to the outlet of the suspension motor (10) via its inlet. In the first cooling mode, the outlet of the second power pump (212) is connected to the inlet of the suspension motor (10), and the outlet of the cooling device (23) is connected to the inlet of the powertrain (24); in the second cooling mode, the outlet of the second power pump (212) is connected to the inlet of the powertrain (24), and the outlet of the cooling device (23) is connected to the inlet of the suspension motor (10). as well as A first switching device (213) is configured to switch the thermal management system (20) between a first heat dissipation mode and a second heat dissipation mode.

23. The suspension system (300) according to claim 22, wherein, The first switching device (213) includes a four-way valve (2130), which has a first port, a second port, a third port and a fourth port; The first port is connected to the outlet of the second power pump (212), the second port is connected to the inlet of the suspension motor (10), the third port is connected to the outlet of the first radiator (231), and the fourth port is connected to the inlet of the powertrain (24). In the first heat dissipation mode, the first port and the second port are connected, and the third port and the fourth port are connected; in the second heat dissipation mode, the first port and the fourth port are connected, and the second port and the third port are connected.

24. The suspension system (300) according to any one of claims 20-23, wherein, The first radiator (231) and the first power pump (211) are connected in series to form a third cooling branch; the thermal management system (20) further includes: A second radiator (233) is connected in series with the first power pump (211) to form a fourth cooling branch, which is connected in parallel with the third cooling branch; and A second switching device (234) is configured to allow the cooling medium to flow through at least one of the third cooling branch and the fourth cooling branch, so that the thermal management system (20) switches between the second heat dissipation mode and the third heat dissipation mode.

25. The suspension system (300) according to claim 24, further comprising: An air conditioning subsystem (26) includes a heat exchange circuit (261) and a heat exchange component (262) disposed in the heat exchange circuit (261); the second radiator (233) includes: A first flow channel, located in the heat exchange loop (261); and The second flow channel is located in the fourth cooling branch and is thermally connected to the first flow channel.

26. The suspension system (300) according to claim 25, wherein, The air conditioning subsystem (26) is a heat pump air conditioner.

27. The suspension system (300) according to claim 25 or 26, wherein, The second switching device (234) includes: The first switching valve (2341) has a first end connected to the outlet of the first power pump (211), a second end connected to the inlet of the first radiator (231), and a third end connected to the inlet of the second flow channel. The second switching valve (2342) has its input end connected to the outlet of the second flow channel and its first output end connected to the inlet of the first radiator (231). In the first state, the second output end of the second switching valve (2342) is connected to the first cooling branch. The first terminal is selectively connected to one of the second terminal and the third terminal, and the input terminal is selectively connected to one of the first output terminal and the second output terminal.

28. The suspension system (300) according to any one of claims 25-27, further comprising: The third radiator (235) has its inlet connected to the outlet of the second power pump (212) of the suspension system (300), and its outlet connected to the inlet of the second power pump (212).

29. The suspension system (300) according to claim 28, further comprising: The third switching device (237) has a first opening connected to the outlet of the suspension motor (10) and a second opening connected to the inlet of the third radiator (235). as well as The fourth radiator (236) includes a third flow channel, the inlet of which is connected to the third opening of the third switching device (237), and the outlet of which is connected to the inlet of the second power pump (212). In the first heat dissipation mode, the first opening is connected to the second opening; in the second heat dissipation mode, the first opening is connected to the third opening.

30. The suspension system (300) according to claim 29, wherein, The second radiator (233) further includes a fourth flow channel, which is thermally connected to the third flow channel and is located in the heat exchange circuit (261); In the third heat dissipation mode, the air conditioning subsystem (26) is turned on, and the first opening is connected to both the second opening and the third opening.

31. The suspension system (300) according to any one of claims 1-30, wherein, The thermal management system (20) also includes: Compressor (214); and A condenser (264) is provided, the inlet of which is connected to the outlet of the compressor (214); the outlet of the condenser (264) is connected to the inlet of the suspension motor (10), and the outlet of the suspension motor (10) is connected to the inlet of the compressor (214).

32. A vehicle (1000) comprising a suspension system (300) according to any one of claims 1-31.

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