CN117962530A

CN117962530A - Vehicle suspension system, vehicle, and vehicle suspension heat dissipation method

Info

Publication number: CN117962530A
Application number: CN202410372989.2A
Authority: CN
Inventors: 黄泰硕; 孙宪猛; 张勋; 杜武智; 章峰
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2024-03-29
Filing date: 2024-03-29
Publication date: 2024-05-03

Abstract

The invention discloses a vehicle suspension system, a vehicle and a vehicle suspension heat dissipation method. A vehicle suspension system includes: the shock absorber comprises a shock absorber body and a flow guiding device, wherein the flow guiding device is provided with a first flow guiding edge corresponding to the shock absorber body, and the first flow guiding edge protrudes back to or towards the shock absorber body. The invention utilizes Bernoulli principle, and generates flow velocity difference and pressure difference around the shock absorber through the structure of the flow guiding device so as to increase the air flow quantity around the shock absorber and remarkably improve the heat dissipation function of the vehicle suspension system.

Description

Vehicle suspension system, vehicle, and vehicle suspension heat dissipation method

Technical Field

The present invention relates generally to the field of vehicle heat dissipation technology, and more particularly to a vehicle suspension system, a vehicle, and a vehicle suspension heat dissipation method.

Background

In the automobile suspension system in the prior art, the temperature of the shock absorber rises faster in the working process, and the heat dissipation problem of the shock absorber is always a problem to be solved in the industry.

Accordingly, there is a need to provide a vehicle suspension system, a vehicle and a vehicle suspension heat dissipation method to at least partially solve the above-mentioned problems.

Disclosure of Invention

In the summary, a series of concepts in a simplified form are introduced, which will be further described in detail in the detailed description. The summary of the invention is not intended to define the key features and essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.

To at least partially solve the above-described problems, a first aspect of the present invention provides a vehicle suspension system including:

a damper;

The flow guiding device is provided with a first flow guiding edge corresponding to the shock absorber, and the first flow guiding edge protrudes back to or towards the shock absorber.

Optionally, the damper is provided with a second guide edge, and the first guide edge and the second guide edge are correspondingly arranged, wherein the length of the first guide edge is different from the length of the second guide edge in the front-rear direction of the vehicle.

Optionally, the guiding device includes outside fin, outside fin set up in the bumper shock absorber is close to one side of wheel, outside fin is provided with first side, the bumper shock absorber with the position that outside fin is connected is provided with the second side, first side with the second side sets up relatively, the length of first side is less than the length of second side.

Optionally, the flow guiding device further comprises:

The inner side radiating fin, the inner side radiating fin set up in the bumper shock absorber is kept away from one side of wheel, the inner side radiating fin is provided with the third side, the bumper shock absorber with the position that the inner side radiating fin is connected is provided with the fourth side, the third side with the fourth side sets up relatively, the length of third side is less than the length of fourth side.

Optionally, at least one of the outer cooling fins and at least one of the inner cooling fins are arranged on the damper, and the outer cooling fins and the inner cooling fins which are located at the same height are oppositely arranged on the damper.

Optionally, the damper is provided with a plurality of outer cooling fins and a plurality of inner cooling fins, the outer cooling fins are arranged at intervals along the axial direction of the damper, and/or the inner cooling fins are arranged at intervals along the axial direction of the damper.

Optionally, the flow guiding device is arranged on one side of the shock absorber away from the wheel and is arranged at intervals with the shock absorber, and an airflow channel is formed between the shock absorber and the flow guiding device.

Optionally, the flow guiding device is adapted to be connected with a vehicle, the flow guiding device comprising:

And an airbag capable of being protruded toward the damper when the airbag is inflated, such that the air flow passage is bent to be capable of increasing an air flow rate.

Optionally, the method further comprises:

and the inflation device is connected with the air bag and can inflate the air bag, so that the air bag protrudes towards the shock absorber.

Optionally, the method further comprises:

The emergency valve is arranged on the air bag, the emergency valve can be triggered to be opened when the wheels rotate to a preset angle, and the air bag is deflated when the emergency valve is opened.

Optionally, the gasbag includes more than two sub-gasbags, more than two sub-gasbags are arranged along the fore-and-aft direction of vehicle, more than two be provided with between the sub-gasbag and dodge the district, dodge the district and correspond the bumper shock absorber sets up, after the gasbag is inflated the thickness of sub-gasbag orientation dodge the district and reduce gradually.

Optionally, the flow guiding device comprises:

A liner plate which is arc-shaped and protrudes toward the damper such that the air flow passage is curved to be able to increase the air flow rate;

And the driving device is connected with the lining plate and can drive the lining plate to move towards the shock absorber or move away from the shock absorber.

A second aspect of the invention provides a vehicle comprising a vehicle suspension system as claimed in any one of the preceding claims.

A third aspect of the present invention provides a vehicle suspension heat dissipation method implemented by the vehicle suspension system according to any one of the above-described technical solutions, including:

Acquiring vehicle running state information;

And controlling the flow guiding device to adjust the flow speed and/or the flow rate of the airflow around the shock absorber according to the vehicle running state information.

Optionally, the vehicle running state information includes:

Vehicle speed;

when the vehicle speed is greater than or equal to a first threshold value, the flow guiding device is controlled to bulge or move towards the shock absorber;

And when the vehicle speed is smaller than a first threshold value, controlling the flow guiding device to retract or move back to the shock absorber.

Optionally, the vehicle running state information further includes:

Wheel rotation angle;

when the wheel rotation angle is smaller than or equal to a second threshold value, the flow guiding device is controlled to bulge or move towards the shock absorber;

and when the vehicle rotation angle or the wheel rotation angle is larger than a second threshold value, controlling the flow guiding device to retract or move back to the shock absorber.

Optionally, the vehicle running state information further includes:

Steering action of the driver;

When the steering action is smaller than or equal to a third threshold value, the flow guiding device is controlled to bulge or move towards the shock absorber;

And when the steering action is greater than a third threshold value, controlling the flow guiding device to retract or move back to the shock absorber.

According to the vehicle suspension system, the vehicle and the vehicle suspension heat dissipation method, bernoulli principle is applied to suspension heat dissipation, and the flow velocity difference and the pressure difference are generated around the shock absorber through the structure of the flow guiding device, so that the air flow around the shock absorber is increased, namely the ventilation quantity around the shock absorber is increased, the heat dissipation function of the vehicle suspension system is remarkably improved, and the purpose of rapid heat dissipation of the shock absorber is achieved.

Drawings

The following drawings of embodiments of the present invention are included as part of the invention. Embodiments of the present invention and their description are shown in the drawings to explain the principles of the invention. In the drawings of which there are shown,

FIG. 1 is a schematic view of the Bernoulli principle of the prior art;

FIG. 2 is a perspective view of a vehicle suspension system according to a preferred embodiment of the present invention;

FIG. 3 is a front view of a vehicle suspension system according to a preferred embodiment of the present invention;

FIG. 4 is a cross-sectional view of a vehicle suspension system according to a preferred embodiment of the present invention;

FIG. 5 is a top view of a vehicle suspension system according to a preferred embodiment of the present invention;

fig. 6 is a control schematic diagram of a vehicle suspension heat dissipation method according to a preferred embodiment of the present invention.

Reference numerals illustrate:

100: moving object

200: Vehicle suspension system

201: Shock absorber

202: Suspension frame rod

203: Wheel of vehicle

204: Heat sink

241: Outside fin

242: Inner side radiating fin

300: Vehicle suspension system

301: Wheel cover of vehicle body

302: Wheel of vehicle

303: Shock absorber

304: Wheel speed sensor

305: Emergency valve

306: Suspension virtual kingpin

307: Air bag

308: Inflatable joint

309: Electromagnetic valve

310：ECU

311: Rotation angle sensor

312: Avoidance zone

313: Inflation device

S21: second side edge

S22: second side edge

S23: third side edge

S24: and a fourth side.

Detailed Description

In the following description, numerous specific details are set forth in order to provide a more thorough understanding of the present invention. It will be apparent, however, to one skilled in the art that the invention may be practiced without one or more of these details. In other instances, well-known features have not been described in detail in order to avoid obscuring the invention.

In the following description, a detailed description will be given for the purpose of thoroughly understanding the present invention. It should be appreciated that these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of these exemplary embodiments to those skilled in the art. It will be apparent that embodiments of the invention may be practiced without limitation to the specific details that are familiar to those skilled in the art. Preferred embodiments of the present invention are described in detail below, however, the present invention may have other embodiments in addition to these detailed descriptions.

Ordinal numbers such as "first" and "second" cited in the present invention are merely identifiers and do not have any other meaning, such as a particular order or the like. Also, for example, the term "first component" does not itself connote the presence of "second component" and the term "second component" does not itself connote the presence of "first component".

It should be noted that the terms "upper", "lower", "front", "rear", "left", "right", "inner", "outer" and the like are used in the present invention for illustrative purposes only and are not limiting.

The bernoulli principle is a fundamental principle in fluid mechanics and can be expressed as:

P+1/2ρv²+ρgh=C

the simplified principle is shown in fig. 1, because the length S2 of the upper and lower surfaces of the moving object 100 is greater than S1, when the air flows through the upper and lower surfaces, the air flow rate V2 is greater than V1, the faster the flow rate, the smaller the air pressure, and the pressure difference between the upper and lower surfaces drives the surrounding air flow to rise to generate stable air flow. The most classical application of the Bernoulli principle is that the horizontal movement of the wings of an airplane generates upward lifting force, and a Venturi valve commonly used on an automobile pipeline is actually an application of the Bernoulli principle.

The invention discloses a vehicle suspension system, a vehicle and a vehicle suspension heat dissipation method.

Exemplary embodiments according to the present invention will now be described in more detail with reference to the accompanying drawings.

In a preferred embodiment, a vehicle suspension system includes: the shock absorber comprises a shock absorber and a flow guiding device, wherein the flow guiding device is provided with a first flow guiding edge corresponding to the shock absorber, and the first flow guiding edge protrudes back to or towards the shock absorber so as to increase the flow speed and/or flow rate of air flow around the shock absorber.

The shock absorber can be an electromagnetic shock absorber, and the shock absorber comprises a shell, and the flow guiding device is arranged on the shell of the shock absorber, namely, the first flow guiding edge is arranged corresponding to the shell of the shock absorber and protrudes back to or towards the shell of the shock absorber.

According to Bernoulli's principle, the air current stroke around the first guide edge is increased, and the higher the stroke is, the faster the velocity of flow is, and the air velocity of flow in this region obviously becomes to improve the radiating efficiency to the bumper shock absorber, simultaneously because the air velocity of flow in this region becomes fast, the atmospheric pressure diminishes, thereby has increased the side direction air current that flows to this region, and the side direction air current can be regarded as flowing along the vehicle width direction, has further improved the radiating efficiency to the bumper shock absorber.

In the vehicle suspension system in the embodiment, the Bernoulli principle is applied to suspension heat dissipation, and the air flow quantity around the shock absorber is increased through the structure of the flow guiding device, namely, the ventilation quantity around the shock absorber is increased, so that the heat dissipation function of the vehicle suspension system is obviously improved, and the purpose of quick heat dissipation of the shock absorber is realized.

In one embodiment, the shock absorber is provided with a second guide edge, the first guide edge being provided corresponding to the second guide edge, wherein the length of the first guide edge is different from the length of the second guide edge in the front-rear direction of the vehicle.

The second guide edge is arranged on the shell of the shock absorber, and specifically is the position where the guide device is connected with the shell of the shock absorber.

The length of the first diversion edge is smaller than that of the second diversion edge on one side of the shock absorber, which is close to the wheel, and the length of the first diversion edge is larger than that of the second diversion edge on one side of the shock absorber, which is far away from the wheel, so that the adjusting effect of the diversion device is kept consistent in the width direction of the vehicle. Referring to fig. 4, when the vehicle is traveling, the generated airflow is shown by arrow H in fig. 4, while the lateral airflows are increased as shown by arrows E1, E2.

In one embodiment, as shown in fig. 2,3 and 4, the flow guiding device includes a heat sink 204, the damper 201 is an electromagnetic damper, and the damper 201 includes a housing;

The heat sink 204 is disposed on the housing of the damper 201, and the heat sink 204 and the housing of the damper 201 may be fixedly connected, for example, by welding, or integrally formed;

The heat sink 204 includes an outer heat sink 241, the outer heat sink 241 is disposed on a side of the housing of the damper 201 near the wheel 203, the outer heat sink 241 is provided with a first side S21, a second side S22 is disposed at a connection position of the damper 201 and the outer heat sink 241, the first side S21 is disposed opposite to the second side S22, and a length of the first side S21 is smaller than a length of the second side S22.

When the vehicle is running, the generated air flows through the first side S21 and the second side S22 of the outer fin 241 as shown by arrow H in fig. 4, and the length of the first side S21 is smaller than that of the second side S22, so that the air flow stroke corresponding to the area of the second side S22 is increased, the air flow rate near the first side S21 is V3, the air flow rate near the second side S22 is V4, V3 is less than V4, and the pressure difference between the left side and the right side drives the surrounding air flow as shown by arrows E1 and E2.

In one embodiment, as shown in fig. 4, the first side S21 is a straight edge, and the second side S22 is an arcuate edge. By setting the second side S22 as an arc-shaped side, it is convenient to be fixedly connected with the housing of the damper 201, and the length of the arc-shaped side is easily longer than that of the straight side. The first side S21 may be configured as an arc-shaped side, so long as the length of the first side S21 is smaller than the length of the second side S22.

The outer fin 241 may be provided with two other sides, or may be provided as straight sides, and is perpendicularly connected to the first side S21.

In one embodiment, as shown in fig. 2, 3, and 4, the heat sink 204 further includes:

The inner cooling fin 242, the inner cooling fin 242 is disposed on a side of the housing of the damper 201 away from the wheel 203, the inner cooling fin 242 is provided with a third side S23, a fourth side S24 is disposed at a position where the damper 201 is connected with the inner cooling fin 242, the third side S23 is disposed opposite to the fourth side S24, and a length of the third side S23 is smaller than a length of the fourth side S24.

When the vehicle is running, the generated air flows through the third side S23 and the fourth side S24 of the inner fin 242 as shown by arrow H in fig. 4, and the length of the third side S23 is smaller than that of the fourth side S24, so that the air flow stroke corresponding to the area of the fourth side S24 is increased, the air flow rate near the third side S23 is V5, the air flow rate near the fourth side S24 is V6, V5 is less than V6, and the pressure difference between the left side and the right side drives the ambient air flow as shown by arrows E1 and E2.

In the vehicle suspension system in this embodiment, the bernoulli principle is applied by the shape of the cooling fin 204, and the structural principle is simple without adding parts, so that the cost control is better, and the vehicle suspension system is not limited by the arrangement space, and has better application prospect.

In one embodiment, as shown in fig. 3, the third side S23 is an arc-shaped side, the fourth side S24 is an arc-shaped side, and the radius of the third side S23 is greater than the radius of the fourth side S24. By providing the third side S23 as an arcuate edge, it is convenient to fixedly connect with the housing of the shock absorber 201. By making the radius of the third side S23 larger than the radius of the fourth side S24, it is easy to realize that the length of the fourth side S24 is larger than the length of the third side S23.

In one embodiment, as shown in fig. 2 and 3, at least one outer fin 241 and at least one inner fin 242 are provided on the housing of the shock absorber 201, and the outer fin 241 and the inner fin 242 located at the same height are oppositely provided on the housing of the shock absorber. Thereby, the adjusting actions of the outer side radiating fins 241 and the inner side radiating fins 242 are joined in the vehicle width direction, a stepwise expansion effect is formed, and the heat radiation efficiency of the damper 201 is further improved.

In one embodiment, as shown in fig. 2 and 3, the outer shell of the damper 201 is provided with a plurality of outer side cooling fins 241 and a plurality of inner side cooling fins 242, the plurality of outer side cooling fins 241 and the plurality of inner side cooling fins 242 are arranged from low to high along the axial direction of the damper 201, the plurality of outer side cooling fins 241 are arranged at intervals, and the plurality of inner side cooling fins 242 are also arranged at intervals, but the outer side cooling fins 241 and the inner side cooling fins 242 located at the same height are still arranged opposite to each other on the outer shell. By providing the plurality of outer side fins 241 and the plurality of inner side fins 242, it is possible to perform air-blowing cooling from a large space of the housing of the damper 201, and the heat radiation effect to the damper 201 can be significantly improved.

In one embodiment, as shown in fig. 5, the flow guiding device is disposed on a side of the shock absorber 303 away from the wheel 302, and is disposed at a distance from the shock absorber 303, and an air flow channel is formed between the shock absorber 303 and the flow guiding device. In the running process of the vehicle, the air flow channel can be used for blowing and cooling the shock absorber 303 through the air flow along the front-rear direction of the vehicle, and the length of the air flow channel can be adjusted by controlling the flow guiding device, so that the air flow quantity around the shock absorber 303 can be increased, namely the ventilation quantity around the shock absorber 303 is increased, the heat dissipation function of a vehicle suspension system is improved, and the purpose of rapidly dissipating heat of the shock absorber 303 is achieved.

In one embodiment, as shown in fig. 5, a deflector is adapted to be coupled to a vehicle, comprising:

a body wheel cover 301, the body wheel cover 301 being fixedly connectable to a frame of the vehicle;

The airbag 307, the airbag 307 is provided to the vehicle body wheel cover 301, and the airbag 307 can bulge toward the damper 303 when inflated, so that the air flow passage is curved to be able to increase the flow rate of the air flow.

Before the airbag 307 is inflated, the air flow passage between the damper 303 and the wheel cover 301 can be regarded as a straight passage, and after the airbag 307 is inflated, the protrusion of the airbag 307 changes the straight passage into a curved passage, so that the passage length is increased, and the air flow rate is correspondingly increased.

Since the wheel rotation angle required by the vehicle at different speeds is different, the full-stroke wheel rotation angle (shown as a dotted line wheel 302 in fig. 5) is generally used at a low speed, but the wheel rotation angle is smaller (shown as a solid line wheel 302 in fig. 5) when the vehicle speed is high, and the space of the wheel cover part is surplus, the wheel rotation limit is assumed to be a dotted line position as shown in fig. 5, the actually achievable rotation angle is a solid line position when the vehicle speed is constant, and the space can be used as a heat dissipation requirement under logic control.

Through earlier stage vehicle demarcation, the wheel 302 conventional angle of using of different speed of a motor vehicle is calculated, to some high performance vehicles under the assurance surplus circumstances, through control gasbag 307 work, change local space, thereby increase local air current flux promotes shock absorber 303 radiating effect, and its basic principle is: by changing the profile of the air bag 307, the air flow path between the damper 303 and the air bag 307 is prolonged, and the Bernoulli principle shows that the air flow velocity is obviously increased at the narrowest place caused by the longer travel and the faster flow velocity, so that the heat dissipation efficiency of the suspension system is improved; meanwhile, the flow speed of the air flow inside the shock absorber 303 is high, so that the air pressure inside the shock absorber is low, the inward lateral air flow is increased, and the heat dissipation efficiency is improved.

In one embodiment, as shown in fig. 5, the vehicle suspension system further includes:

the inflation device 313, the inflation device 313 may employ an air pump or a compressed air tank;

the inflation connector 308, the inflation connector 308 is arranged on the air bag 307, the inflation connector 308 is externally connected with the inflation device 313, and the inflation device 313 can inflate the air bag 307 through the inflation connector 308. The control module may control whether the inflator 313 inflates the airbag 307 according to the value of the air pressure inside the airbag 307.

Solenoid valve 309, solenoid valve 309 being connected to bladder 307, solenoid valve 309 being opened to deflate bladder 307. After the air bag 307 is deflated, the convex size of the air bag 307 gradually decreases, and the passage between the damper 303 and the wheel housing 301 gradually returns to a straight passage, at which time the heat radiation effect on the damper 303 can be reduced because the high temperature state of the damper 303 is reduced.

The solenoid valve 309 is provided with a pressure sensor, and the state of the air bag 307 is recognized by the pressure sensor, and the solenoid valve 309 is opened or closed when the condition is satisfied. When the vehicle speed falls below the threshold value, the high temperature state of the shock absorber 303 is reduced, the electromagnetic valve 309 is opened, the size of the air bag 307 is reduced or the air bag 307 is completely restored to the original state, and finally the ECU judges whether the restoration is complete according to the air pressure value until the restoration of the air bag 307 is completed when judging.

the emergency valve 305, the emergency valve 305 is arranged on the air bag 307, and when the wheel 302 rotates to a preset angle, the emergency valve 305 can be triggered to be opened, and the emergency valve 305 is opened to enable the air bag 307 to deflate.

The wheel speed sensor 304 is disposed corresponding to the wheel 302, and is configured to detect a rotational speed of the wheel 302 and send a detection signal to the control module.

the rotation angle sensor 311 is arranged corresponding to the wheel 302 and used for detecting the rotation angle of the wheel 302, or the rotation angle sensor 311 is arranged corresponding to the vehicle body and used for detecting the rotation angle of the vehicle body and sending a detection signal to the control module.

In one embodiment, as shown in fig. 5, the airbag 307 includes two or more sub-airbags, the two or more sub-airbags are arranged on the wheel cover 301 along the front-rear direction of the vehicle, the avoidance area 312 is provided between the two or more sub-airbags, the avoidance area 312 is provided corresponding to the damper 303, and the thickness of the two or more sub-airbags after inflation of the airbag 307 gradually decreases toward the avoidance area 312. By providing the relief area 312, the operation of the damper 303 is not affected even after the airbag 307 is inflated, and damage to the airbag 307 due to contact with the damper 303 can be avoided.

More than two sub-airbags may be connected in series, the sub-airbags may be simultaneously bulged when the airbag 307 is inflated, and the sub-airbags may be simultaneously contracted when the airbag 307 is deflated.

In one embodiment, the flow guiding device comprises:

a liner plate disposed between the damper 303 and the wheel cover 301, the liner plate being arc-shaped and protruding toward the damper 303, such that the air flow passage is curved to be able to increase the flow rate of the air flow;

the driving device is arranged on the wheel cover 301 of the vehicle body, is connected with the lining plate and can drive the lining plate to move towards the shock absorber 303 or move away from the shock absorber 303.

The liner plate moves towards the shock absorber 303, so that the effect similar to that of inflating the air bag 307 can be achieved, before the liner plate moves towards the shock absorber 303, the liner plate and the wheel cover 301 of the vehicle body can be seen as a straight line channel or a channel with smaller curvature, after the liner plate moves towards the shock absorber 303, the straight line channel is changed into a curve channel or a channel with larger curvature by the bulge of the liner plate, and the length of the channel is increased.

The liner plate moves away from the shock absorber 303, and can have an effect similar to that of air bag 307 for deflation, after the liner plate moves away from the shock absorber 303, the bulge size of the liner plate gradually decreases, and the passage between the shock absorber 303 and the wheel cover 301 gradually returns to a straight passage or a passage with smaller curvature, at this time, because the high temperature state of the shock absorber 303 decreases, the heat dissipation effect on the shock absorber 303 can be reduced.

Embodiments of the present invention also provide a vehicle comprising the vehicle suspension system of any of the above embodiments.

As shown in fig. 6, an embodiment of the present invention further provides a vehicle suspension heat dissipation method, implemented by the vehicle suspension system of any one of the above embodiments, including:

Acquiring vehicle running state information;

The flow guiding device is controlled to adjust the flow speed and/or the flow rate of the air flow around the shock absorber according to the running state information of the vehicle.

In one embodiment, the vehicle running state information includes:

Vehicle speed;

When the vehicle speed is greater than or equal to a first threshold value, the diversion device is controlled to bulge or move towards the shock absorber;

When the vehicle is at a higher speed, the shock absorber does more work, the temperature rises faster, the heat dissipation efficiency needs to be improved at the moment, the first threshold is matched with the higher speed, and the parameters of the first threshold can be specifically selected according to the vehicle type, road condition and the type of the shock absorber. When the vehicle reaches the first threshold, the air bag 307 or the lining plate can be started, the air flow quantity around the shock absorber 303 is increased, namely the ventilation quantity around the shock absorber 303 is increased, the heat dissipation function of the vehicle suspension system is improved, and the purpose of rapid heat dissipation of the shock absorber 303 is achieved.

In one embodiment, the vehicle running state information further includes:

Wheel rotation angle;

and when the rotation angle of the vehicle or the rotation angle of the wheels is larger than a second threshold value, controlling the flow guiding device to retract or move back to the shock absorber.

The second threshold value is matched with the wheel rotation angle, the conventional use angle of the wheels 302 with different vehicle speeds is calculated through the calibration of the earlier-stage vehicle, the air bags 307 or lining plates can be started for certain high-performance vehicles under the condition of ensuring the allowance, the air flow quantity around the shock absorber 303 is increased, namely the ventilation quantity around the shock absorber 303 is increased, the heat dissipation function of a vehicle suspension system is improved, and the purpose of rapid heat dissipation of the shock absorber 303 is achieved.

In one embodiment, the vehicle running state information further includes:

Steering action of the driver;

when the steering action is smaller than or equal to a third threshold value, the diversion device is controlled to bulge or move towards the shock absorber;

In one embodiment, as shown in fig. 6, the vehicle suspension heat dissipation method further includes:

The driver intention can be identified under the emergency working condition (if the driver rotates the steering wheel fast and can be regarded as emergency), the third threshold value is matched with the steering action amplitude or action form of the driver, the steering action of the driver under different working conditions is measured through the calibration of the earlier-stage vehicle, the steering action of the driver under different working conditions is combined with the conventional use angle of the wheels 302, the air bags 307 or lining plates can be started for certain high-performance vehicles under the condition of ensuring the allowance, the air circulation quantity around the shock absorber 303 is increased, namely the ventilation quantity around the shock absorber 303 is increased, the heat dissipation function of a vehicle suspension system is improved, and the purpose of fast heat dissipation of the shock absorber 303 is realized.

In one embodiment, the vehicle speed is obtained, and the wheel speed of the wheels can be detected by the wheel speed sensor 304 and converted into the vehicle speed;

Acquiring the wheel rotation angle, and detecting the rotation angle of the wheel through the rotation angle sensor 311;

the steering action of the driver is acquired, and the steering action of the driver can be acquired through the in-vehicle camera device.

In an emergency condition, when the wheel rotates to a preset angle, the emergency valve 305 is triggered to be opened, and the emergency valve 305 is opened to deflate the air bag 307.

The solenoid valve 309 is provided with a pressure sensor, and the state of the air bag 307 is recognized by the pressure sensor, and the solenoid valve 309 is opened or closed when the condition is satisfied. When the vehicle speed falls below the threshold value, the electromagnetic valve 309 is opened, the size of the air bag 307 is reduced or the air bag 307 is completely restored to the initial state, and finally the ECU judges whether the air bag 307 is completely restored according to the air pressure value until the whole process is finished when the air bag 307 is judged to be completely restored.

The invention relates to a vehicle suspension system, a vehicle and a vehicle suspension heat dissipation method, which have the following characteristics:

the invention aims to realize the increase of the local gas flow of the shock absorber by utilizing the Bernoulli principle, wherein the air bag can realize corresponding functions by replacing mechanical structures such as a lining plate and the like.

The heat radiating fin mainly produces pressure difference by changing local gas flow velocity of the shock absorber through different inner and outer edge lengths, generates additional gas disturbance, increases heat radiating effect, does not have detailed requirements on the implementation form of the inner and outer heat radiating fin edge length difference, and can be adjusted according to technology and specific aerodynamics.

The invention provides a more efficient suspension cooling scheme, which can independently meet the requirements of a cooling system and can also be overlapped with other cooling systems to realize more efficient cooling effect.

The processes, steps described in all the preferred embodiments described above are examples only. Unless adverse effects occur, various processing operations may be performed in an order different from that of the above-described flow. The step sequence of the above-mentioned flow can also be added, combined or deleted according to the actual requirement.

In understanding the scope of the present invention, the term "comprising" and its derivatives, as used herein, are intended to be open ended terms that specify the presence of the stated features, elements, components, groups, integers, and/or steps, but do not exclude the presence of other unstated features, elements, components, groups, integers and/or steps. This concept also applies to words having similar meanings such as the terms "including", "having" and their derivatives.

The terms "attached" or "attached" as used herein include: a construction in which an element is directly secured to another element by directly securing the element to the other element; a configuration for indirectly securing an element to another element by securing the element to an intermediate member, which in turn is secured to the other element; and the construction in which one element is integral with another element, i.e., one element is substantially part of the other element. The definition also applies to words having similar meanings such as the terms, "connected," "coupled," "mounted," "adhered," "secured" and their derivatives. Finally, terms of degree such as "substantially", "about" and "approximately" as used herein mean a deviation of the modified term such that the end result is not significantly changed.

Unless defined otherwise, technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein is for the purpose of describing particular implementations only and is not intended to be limiting of the invention. Features described herein in one embodiment may be applied to another embodiment alone or in combination with other features unless the features are not applicable or otherwise indicated in the other embodiment.

The present invention has been described in terms of the above embodiments, but it should be understood that the above embodiments are for purposes of illustration and description only and are not intended to limit the invention to the embodiments described. In addition, it will be understood by those skilled in the art that the present invention is not limited to the embodiments described above, and that many variations and modifications may be made in accordance with the teachings of the present invention, which fall within the scope of the claimed invention.

Claims

1. A vehicle suspension system, comprising:

a damper;

2. The vehicle suspension system according to claim 1, wherein the damper is provided with a second flow guiding edge, the first flow guiding edge being provided in correspondence with the second flow guiding edge, wherein a length of the first flow guiding edge is different from a length of the second flow guiding edge in a vehicle front-rear direction.

3. The vehicle suspension system according to claim 1 or 2, characterized in that the flow guiding device comprises an outer side fin (241), the outer side fin (241) being arranged at a side of the shock absorber close to the wheel, the outer side fin (241) being provided with a first side (S21), the shock absorber being provided with a second side (S22) at a position where the shock absorber is connected with the outer side fin (241), the first side (S21) being arranged opposite to the second side (S22), the length of the first side (S21) being smaller than the length of the second side (S22).

4. A vehicle suspension system according to claim 3, wherein the deflector further comprises:

Inboard fin (242), inboard fin (242) set up in the bumper shock absorber is kept away from one side of wheel, inboard fin (242) are provided with third side (S23), the bumper shock absorber with the position that inboard fin (242) are connected is provided with fourth side (S24), third side (S23) with fourth side (S24) set up relatively, the length of third side (S23) is less than the length of fourth side (S24).

5. The vehicle suspension system according to claim 4, characterized in that at least one of the outer side fins (241) and at least one of the inner side fins (242) are provided on the shock absorber, and the outer side fins (241) and the inner side fins (242) located at the same height are provided opposite to each other on the shock absorber.

6. The vehicle suspension system according to claim 4, characterized in that the shock absorber is provided with a plurality of the outer side fins (241) and a plurality of the inner side fins (242), the plurality of the outer side fins (241) being arranged at intervals in the axial direction of the shock absorber, and/or the plurality of the inner side fins (242) being arranged at intervals in the axial direction of the shock absorber.

7. The vehicle suspension system of claim 1 wherein said deflector is disposed on a side of said shock absorber remote from the wheel and spaced from said shock absorber, an air flow path being formed between said shock absorber and said deflector.

8. The vehicle suspension system of claim 7 wherein the deflector is adapted to be coupled to a vehicle, the deflector comprising:

An airbag (307), the airbag (307) being capable of bulging toward the damper when inflated, such that the airflow passage is curved to be capable of increasing the airflow rate.

9. The vehicle suspension system of claim 8, further comprising:

An inflation device (313), the inflation device (313) being connected to the airbag (307) so as to be able to inflate the airbag (307) such that the airbag (307) protrudes towards the shock absorber.

10. The vehicle suspension system of claim 8, further comprising:

The emergency valve (305) is arranged on the air bag (307), the emergency valve (305) can be triggered to be opened when the wheels rotate to a preset angle, and the air bag (307) is deflated by the opening of the emergency valve (305).

11. The vehicle suspension system according to claim 8, characterized in that the airbag (307) includes two or more sub-airbags, the two or more sub-airbags are arranged in a front-rear direction of the vehicle, an avoidance region (312) is provided between the two or more sub-airbags, the avoidance region (312) is provided corresponding to the shock absorber, and a thickness of the sub-airbags after inflation of the airbag (307) gradually decreases toward the avoidance region (312).

12. The vehicle suspension system of claim 7 wherein said deflector comprises:

13. A vehicle comprising a vehicle suspension system according to any one of claims 1-12.

14. A vehicle suspension heat dissipation method implemented by the vehicle suspension system according to any one of claims 7 to 12, comprising:

Acquiring vehicle running state information;

15. The vehicle suspension heat dissipation method according to claim 14, characterized in that the vehicle running state information includes:

Vehicle speed;

16. The vehicle suspension heat dissipation method according to claim 15, characterized in that the vehicle running state information further includes:

Wheel rotation angle;

17. The vehicle suspension heat dissipation method according to claim 15, characterized in that the vehicle running state information further includes:

Steering action of the driver;