Vehicle braking system control method and device, medium and equipment

Abstract

The invention provides a vehicle braking system control method and device, a medium and equipment, and relates to the field of automobiles. The braking system comprises an air compressor, an electric control dryer and an air pipeline. When the first air pressure sensor in the electric control dryer fails, the braking system can obtain the electric signal of the second air pressure sensor arranged in the air pipeline in time, the air pressure condition in the air pipeline is obtained in time, the air compressor is controlled to be started or stopped in time, normal operation of the braking system is maintained, and the service life of the braking system is prolonged. And the driving safety of the vehicle is ensured.

Description

Technical Field

[0001] The present application relates to the automotive field, and in particular to a vehicle braking system control method, device, medium and equipment. Background Art

[0002] Automobiles are equipped with a vehicle braking system that can achieve vehicle braking through methods such as air brakes or oil brakes. When a vehicle uses air brakes, the braking system uses air pressure to drive dynamic braking. To achieve this braking method, the braking system includes at least an air compressor, an electronically controlled dryer, air piping, and brakes. The air compressor can be used to generate compressed air. The electronically controlled dryer in the vehicle filters and dehydrates the compressed air, allowing the treated compressed air to enter the vehicle's air piping. The air piping pushes the compressed air to the brakes, activating or releasing the vehicle's brakes.

[0003] The electronically controlled dryer is equipped with an air pressure sensor that detects the air pressure in the air line, allowing the vehicle control unit to start or stop the air compressor based on the pressure. However, if the air pressure sensor fails, the vehicle control unit cannot accurately obtain the air pressure in the air line and cannot control the start and stop of the air compressor in a timely manner. This may cause the vehicle's brakes to fail, posing a driving safety hazard. Summary of the Invention

[0004] In view of this, the present application provides a vehicle brake system control method, device, medium and equipment, the main purpose of which is to solve the technical problem of being unable to timely control the air compressor due to failure of the air pressure sensor in the electronically controlled dryer.

[0005] To achieve the above objectives, the present application discloses, in a first aspect, a method for controlling a vehicle brake system. The brake system includes an air compressor, an electronically controlled dryer, and an air pipeline. The electronically controlled dryer is provided with a first air pressure sensor, and the air pipeline is provided with a second air pressure sensor. The method includes:

[0006] acquiring a first electrical signal from a first air pressure sensor;

[0007] If the first electrical signal is a fault electrical signal, obtaining a second electrical signal from a second air pressure sensor, the second electrical signal being used to represent a target air pressure value in the air line;

[0008] When the target air pressure value is not within the air pressure threshold range corresponding to normal operation of the air pipeline, the air compressor is controlled to start or stop.

[0009] Optionally, the fault electrical signal includes a high-level fault signal, and when the target air pressure value is not within the air pressure threshold range corresponding to the normal operation of the air pipeline, controlling the air compressor to start or stop includes:

[0010] When the target air pressure value is greater than or equal to a first threshold, the air compressor is controlled to shut down, wherein the first threshold is an upper limit value for normal operation of the air pipeline.

[0011] Optionally, the fault electrical signal includes a low-level fault signal, and when the target air pressure value is not within the air pressure threshold range corresponding to the normal operation of the air pipeline, controlling the air compressor to start or stop includes:

[0012] When the target air pressure value is less than or equal to a second threshold value, the air compressor is controlled to start, wherein the second threshold value is a minimum air pressure value of the braking system required for the vehicle to reach a normal driving condition.

[0013] Optionally, the method further includes:

[0014] Obtaining a signal change rate of the second electrical signal within a preset time period;

[0015] Obtaining a standard signal change rate of the second electrical signal within a preset time period;

[0016] A tightness detection value indicating the tightness of the brake system is determined based on a difference between the signal change rate and a standard signal change rate.

[0017] Optionally, the method further includes:

[0018] Obtain the number of braking times and braking degree values ​​of the vehicle braking system per unit time;

[0019] Determine the duration of air pressure change and the rate of change of air pressure value per unit time;

[0020] Establish a linear relationship between the number of braking times, braking degree value, air pressure change time, and air pressure change rate;

[0021] The standard signal change rate of the second electrical signal is determined based on the actual number of braking times and the actual braking degree value within the preset time period in combination with a linear relationship.

[0022] Optionally, the method further includes:

[0023] Get the load value representing the vehicle's load;

[0024] According to the load value, a first threshold value and / or a second threshold value is set.

[0025] Optionally, the vehicle braking system is further provided with a display device;

[0026] The method also includes:

[0027] The display device is used to display fault electrical signals or abnormal sealing detection values.

[0028] In a second aspect of the present application, an embodiment provides a vehicle brake system control device, wherein the brake system includes an air compressor, an electronically controlled dryer, and an air pipeline. The electronically controlled dryer is provided with a first air pressure sensor, and the air pipeline is provided with a second air pressure sensor. The device includes:

[0029] A first acquisition module, configured to acquire a first electrical signal from a first air pressure sensor;

[0030] a second acquisition module, configured to acquire a second electrical signal from a second air pressure sensor if the first electrical signal is a fault electrical signal, the second electrical signal being used to represent a target air pressure value in the air pipeline;

[0031] The control module is used to control the air compressor to start or stop when the target air pressure value is not within the air pressure threshold range corresponding to the normal operation of the air pipeline.

[0032] In a third aspect of the present application, an embodiment provides an electronic device, including:

[0033] One or more processors and one or more memories, wherein at least one program code is stored in the one or more memories, and the at least one program code is loaded and executed by the one or more processors to implement the operations performed by the method described in the first aspect.

[0034] In a fourth aspect embodiment of the present application, a computer-readable storage medium is provided, in which at least one program code is stored. The at least one program code is loaded and executed by a processor to implement the operations performed by any method of the first aspect.

[0035] In summary, according to the technical solution disclosed in this application, when the air pressure sensor in the electronically controlled dryer fails, the vehicle's braking system is unable to determine the air pressure in the air line and promptly control the start or stop of the air compressor. In this application, the braking system includes an air compressor, an electronically controlled dryer, and an air line. The electronically controlled dryer is provided with a first air pressure sensor, and the air line is provided with a second air pressure sensor. First, a first electrical signal from the first air pressure sensor is obtained; if the first electrical signal is a fault signal, a second electrical signal from the second air pressure sensor is obtained, and the second electrical signal is used to represent the target air pressure in the air line. Finally, if the target air pressure is not within the air pressure threshold range corresponding to normal operation of the air line, the air compressor is controlled to start or stop. When the first air pressure sensor in the electronically controlled dryer fails, the braking system can promptly obtain the electrical signal from the second air pressure sensor provided in the air line, promptly obtain the air pressure in the air line, and promptly control the start or stop of the air compressor, thereby maintaining the normal operation of the braking system and ensuring the driving safety of the vehicle.

[0036] The above description is only an overview of the technical solution of the present application. In order to more clearly understand the technical means of the present application, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0038] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0039] Figure 1 The schematic diagram of the vehicle braking system provided in the embodiment of the present application is shown. Figure 1 ;

[0040] Figure 2 The schematic diagram of the vehicle braking system provided in the embodiment of the present application is shown. Figure 2 ;

[0041] Figure 3 A flow chart of a vehicle braking system control method provided by an embodiment of the present application is shown;

[0042] Figure 4 The schematic diagram of the vehicle braking system provided in the embodiment of the present application is shown. Figure 3 ;

[0043] Figure 5 A structural diagram of a vehicle braking system control device provided in an embodiment of the present application is shown. DETAILED DESCRIPTION

[0044] In order to better understand the technical solutions provided by the embodiments of this specification, the technical solutions of the embodiments of this specification are described in detail below through the accompanying drawings and specific embodiments. It should be understood that the embodiments of this specification and the specific features in the embodiments are detailed descriptions of the technical solutions of the embodiments of this specification, rather than limitations on the technical solutions of this specification. In the absence of conflict, the embodiments of this specification and the technical features in the embodiments can be combined with each other.

[0045] In this article, relational terms such as first and second are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply the existence of any such actual relationship or order between these entities or operations. Moreover, the terms "comprise", "include" or any other variants thereof are intended to cover non-exclusive inclusion, so that the process, method, article or equipment comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or also include elements inherent to such process, method, article or equipment. In the absence of further restrictions, the elements defined by the statement "comprising a ..." do not exclude the presence of other identical elements in the process, method, article or equipment comprising the elements. The term "two or more" includes two or more than two cases.

[0046] The car starts and stops by the braking system. Specifically, the braking method is divided into at least air brake, oil brake, hydraulic brake or exhaust brake according to the driving source. Among them, the air brake uses compressed air as the driving source. For example, Figure 1 As shown, the braking system includes a vehicle control unit (VCU) 11, an air compressor 12, an electronically controlled dryer 13, an air line 14, and a brake 15. The VCU 11 controls the air compressor 12, the electronically controlled dryer 13, and the brake 15. The air compressor 12 can be an electric air compressor that generates compressed air based on a start signal from the VCU 11. The generated compressed air serves as the driving source for the braking system. The electronically controlled dryer 13 is an air processing system that combines electronics and mechanics. Connected to the air compressor 12, the VCU 11 controls the electronically controlled dryer 13 to dry the compressed air, removing moisture from the air in the braking system. The dried compressed air is then transferred to the air line 14, which then transfers the compressed air to the brake 15. The air line 14 then transfers the compressed air to the brake 15, which serves as the driving source for the brake 15. The brake 15 can perform braking operations, starting and stopping the vehicle, and thus decelerating and accelerating the vehicle.

[0047] Among them, Figure 2As shown, the electrically controlled dryer 13 includes a first voltage sensor 131 and an electronic control unit (ECU) 132. Based on the connection between the electrically controlled dryer 13 and the air line 14, the air pressure value detected by the first voltage sensor 131 can be used to represent the air pressure value in the air line 14, and the air pressure value is uploaded to the ECU 132. The vehicle control unit 11 is connected to the ECU 132. The vehicle control unit 11 controls the air compressor 12 to start or stop according to the air pressure value obtained by the ECU 132. For example, when the air pressure value read by the vehicle control unit 11 is low, the air compressor can be controlled to start generating compressed air. When the air pressure value read by the vehicle control unit 11 is high, the air compressor can be controlled to start and stop generating compressed air.

[0048] However, when the first voltage sensor 131 fails, the vehicle control unit 11 cannot accurately obtain the air pressure value in the air line 14. Consequently, it cannot promptly control the start-up of the air compressor 12 based on the air pressure value, thereby causing the air compressor 12 to replenish compressed air into the air line 14, or control the air compressor 12 to stop delivering compressed air to the air line. If the compressed air in the air line 14 is not replenished in a timely manner, the vehicle control unit 14 cannot control the brake 15 to slow the vehicle, preventing the vehicle from driving normally, thus affecting driving safety. If the air compressor 12 cannot be shut down in a timely manner, it can easily overheat and burn, causing damage to other components of the air compressor 12.

[0049] In order to solve the technical problem that the air compressor cannot be controlled in time due to the failure of the air pressure sensor in the electronically controlled dryer, the present application provides the following embodiments to solve the above problem:

[0050] The present application provides a vehicle brake system control method, which is executed in a vehicle VCU. In this method, the vehicle includes a brake system, such as Figure 4 As shown, the system comprises at least: an air compressor 12, an electrically controlled dryer 13, and an air pipeline 14. The VCU is the control center for the air compressor 12, the electrically controlled dryer 13, and the air pipeline 14. The electrically controlled dryer 13 includes a first air pressure sensor 1333, and the air pipeline includes a second air pressure sensor 141. There can be at least one air pipeline.

[0051] Step 301: Acquire a first electrical signal from a first air pressure sensor.

[0052] The electrically controlled dryer cleans and dries the compressed air generated by the air compressor before transferring it to the air line. As the compressed air circulates, the air pressure in the air line changes. A first air pressure sensor can acquire the air pressure in real time and convert it into an electrical signal. Exemplarily, the electrical signal can be a current, voltage, or level. The VCU can directly acquire the first electrical signal from the first air pressure sensor or through the ECU in the electrically controlled dryer. When the first electrical signal received by the VCU is in the form of a voltage or current value, the VCU can determine the air pressure in the air line based on the linear relationship between the voltage or current value and the air pressure. When the first electrical signal is in the form of a level signal, the VCU can determine the air pressure range in the air line. Exemplarily, if the first electrical signal received by the VCU is a high-level signal, the air pressure value received by the first air pressure sensor exceeds a preset pressure value; if the first electrical signal received by the VCU is a low-level signal, the air pressure value received by the first air pressure sensor is less than or equal to the preset pressure value.

[0053] Step 302: If the first electrical signal is a fault electrical signal, a second electrical signal from a second air pressure sensor is obtained, where the second electrical signal is used to represent a target air pressure value in the air pipeline.

[0054] During the continuous operation of the first air pressure sensor, damage or abnormality may occur, which may cause the first electrical signal received by the VCU to be abnormal. When the first electrical signal is abnormal, the compressed air generated by the air compressor controlled by the VCU based on the first electrical signal cannot be adapted to actual needs. For example, there is insufficient compressed air in the air pipeline, and the first electrical signal is a signal value that does not indicate insufficient compressed air. The VCU cannot control the air compressor to generate compressed air in time, which may cause the braking system to fail. At this time, the first electrical signal is a fault electrical signal and cannot accurately represent the air pressure value in the air pipeline. After confirming that the first electrical signal is a fault signal, the VCU obtains the second electrical signal from the second voltage sensor. The second voltage sensor is installed in the air pipeline and can also accurately represent the target air pressure value of the air pipeline during actual operation.

[0055] In a possible embodiment, when the braking system includes both a first air pressure sensor and a second air pressure sensor, the braking system can simultaneously obtain a first electrical signal from the first air pressure sensor and a second electrical signal from the second air pressure sensor, and stop obtaining the first electrical signal when the first electrical signal is abnormal; or the braking system obtains the first electrical signal from the first air pressure sensor, and when the first electrical signal is abnormal, stops obtaining the first electrical signal and obtains the second electrical signal from the second air pressure sensor.

[0056] In one possible embodiment, the VCU can determine whether the first electrical signal is a fault signal based on whether it is a persistent signal. During operation, the brake system consumes and generates compressed air, and during this process, the air pressure value continuously changes. The first electrical signal acquired by the first air pressure sensor is a continuously changing signal. For example, when the first electrical signal is a level signal, it is high in some time ranges and low in other time ranges. When the first electrical signal is high, the VCU controls the air compressor to start; when the first electrical signal is low, the VCU controls the air compressor to stop. However, if the first electrical signal is continuously high or low within a sustained range, the first electrical signal is abnormal, confirming that the first electrical signal is a fault signal and the first air pressure sensor is unreliable. Upon determining that the first air pressure sensor is unreliable, the VCU immediately activates the second air pressure sensor or acquires a second electrical signal from the second air pressure sensor, using the second electrical signal to represent the air pressure value in the air line.

[0057] In one possible embodiment, when the first electrical signal is determined to be a fault signal, the VCU may notify the user of the unreliability of the first air pressure sensor via a display device of the brake system. Specifically, the display device may be a sensor warning light on the driver's instrument panel, and the VCU may illuminate the sensor warning light. The user can determine that the first air pressure sensor is unreliable by observing the illuminated sensor warning light.

[0058] In a possible embodiment, the air pipeline can be at least one pipeline, each pipeline is installed with a corresponding air pressure sensor, and the VCU can simultaneously obtain the electrical signals represented by the air pressure sensors in multiple pipelines to obtain the air pressure values ​​of the corresponding pipelines.

[0059] Step 303 : When the target air pressure value is not within the air pressure threshold range corresponding to the normal operation of the air pipeline, the air compressor is controlled to start or stop.

[0060] During the normal operation of the braking system, the air pipeline corresponds to a normal operating air pressure threshold range. When the target air pressure value is within the air pressure threshold range, the air pipeline is still in the normal operating range. The VCU can continue or stop the air compressor to produce compressed air according to actual working needs to maintain the air pipeline operating within the normal air pressure threshold range.

[0061] To address the technical issue of the VCU being unable to accurately determine the actual air pressure in the air line when the first voltage sensor in the electronically controlled dryer fails, the VCU in the braking system of this embodiment can determine whether the first electrical signal from the first air pressure sensor is a fault signal. If the first electrical signal is determined to be a fault signal, it obtains the second electrical signal from the second air pressure sensor, acquires the air pressure in the air line through the other air pressure sensors, and accurately controls the start or stop of the air compressor based on the air pressure in the air line.

[0062] In a possible embodiment, the fault electrical signal includes a high-level fault signal, and when the target air pressure value is not within the air pressure threshold range corresponding to the normal operation of the air pipeline, controlling the air compressor to start or stop includes:

[0063] When the target air pressure value is greater than or equal to a first threshold, the air compressor is controlled to shut down, wherein the first threshold is an upper limit value for normal operation of the air pipeline.

[0064] When the first electrical signal continuously outputs a high-level signal, the VCU controls the air compressor to start, continuously generating compressed air. This compressed air is then transferred to the air line, gradually increasing the air pressure in the air line. If the first electrical signal continues to output a high-level signal for a period exceeding a threshold, the high-level signal persists for too long, indicating a high-level fault signal. The continuous generation of compressed air can easily cause the air pressure in the air line to become excessively high. Upon confirming that the first electrical signal is a high-level fault signal, the VCU immediately acquires a second electrical signal from the second air pressure sensor to determine whether the target voltage corresponding to the second electrical signal exceeds a normal air pressure threshold range. If the target air pressure exceeds a first threshold, which serves as the upper limit of the air pressure threshold range, the VCU determines that the air pressure in the air line is excessively high, potentially posing a safety hazard to the braking system. For example, the air pressure represented by the first threshold may be 1 MPa. Furthermore, excessively high air pressure in the air line may indicate that the air compressor has been operating for an extended period of time, potentially causing overheating, overload, or even burnout. Therefore, in this embodiment, when the VCU determines that the target air pressure is greater than or equal to the first threshold, it controls the compressor to shut down, maintaining the air pressure in the brake system's air pipeline within a normal range and maintaining normal operation of the brake system. This also protects the air compressor from failure due to prolonged operation.

[0065] In another possible embodiment, the fault electrical signal includes a low-level fault signal, and when the target air pressure value is not within the air pressure threshold range corresponding to the normal operation of the air pipeline, controlling the air compressor to start or stop includes:

[0066] When the target air pressure value is less than or equal to a second threshold value, the air compressor is controlled to start, wherein the second threshold value is a minimum air pressure value of the braking system required for the vehicle to reach a normal driving condition.

[0067] When the first electrical signal is a low-level signal, the VCU controls the air compressor to stop, and the air compressor does not produce compressed air. During the operation of the braking system, compressed air is continuously consumed, and the air pressure value in the air pipeline gradually decreases. However, when the duration of the low-level signal received by the VCU exceeds the threshold, the low-level signal duration is too long, and the continuous low-level signal indicates a low-level fault signal. Since the air pipeline has not received compressed air for a long time, the air pressure value in the air pipeline may be low. When the air pressure value is low, the driving source in the braking system is insufficient, making it difficult to perform braking actions, and it is easy to cause safety hazards during vehicle driving. Therefore, after determining the low-level fault signal, the VCU immediately obtains the second electrical signal of the second air pressure sensor to determine whether the target voltage value corresponding to the second electrical signal exceeds the normal air pressure threshold range. If the target voltage value does not exceed the normal air pressure threshold range, the VCU can enable the air compressor to produce compressed air or maintain the air compressor shut down according to actual work needs. When the target air pressure value exceeds the first threshold value which is the lower limit of the air pressure threshold range, the VCU can determine that the air pressure value in the air pipeline is too low and the compressed air in the air pipeline is insufficient, and immediately start the air compressor to increase the voltage value in the air pipeline to prevent the braking system from being unable to perform braking actions normally due to the low air pressure value in the air pipeline, thereby ensuring the driving safety of the vehicle.

[0068] In a possible embodiment, the method further includes:

[0069] Obtain the signal change rate of the second electrical signal within a preset time length; obtain the standard signal change rate of the second electrical signal within the preset time length; and determine a tightness detection value used to indicate the tightness of the braking system based on the difference between the signal change rate and the standard signal change rate.

[0070] The VCU can be used to detect the tightness of the brake system. The tightness of the brake system is used to indicate whether there is any air leakage in the brake system. When there is an air leakage in the brake system, the tightness of the brake system deteriorates. The tightness detection value, as an indication of the tightness, can be used to indicate the extent of the air leakage in the brake system.

[0071] If there is no air leakage in the brake system, the air pressure in the air line changes when the brake system is braking, or when the air compressor replenishes compressed air, or when compressed air is replenished during braking. The signal change rate represented by the second electrical signal detecting this air pressure value is the standard signal change rate. However, if there is an air leakage in the brake system, the rate of increase of the air pressure in the air line decreases when compressed air is replenished, and the rate of decrease of the air pressure in the air line increases when compressed air is consumed, resulting in a deviation from the standard signal change rate.

[0072] In one possible embodiment, when determining the standard signal change rate, multiple braking systems can be configured, each corresponding to a leak detection value. The VCU can self-learn the signal change rate of each braking system under different inflation or deflation conditions. The VCU can establish a linear relationship between the signal change rate and the leak detection value under each inflation or deflation condition.

[0073] Therefore, in one possible embodiment, the VCU can obtain the signal change rate of the second electrical signal over a preset duration. The signal change rate is used to indicate the change in the air pressure value in the air line under a certain operating condition. The VCU can also obtain the standard signal change rate of the air line under the same operating condition. By calculating the difference between the standard signal change rate and the signal change rate, it can be determined whether the rate of increase of the air pressure value corresponding to the second electrical signal has decreased or whether the rate of decrease has increased, thereby determining the airtightness test value of the braking system.

[0074] In one possible embodiment, when the determined airtightness detection value is less than a third threshold, it can be confirmed that a leak has occurred in the brake system. The VCU can notify the user of a leak in the brake system via a display device of the brake system. Specifically, the display device can be a leak warning light located on the driver's seat instrument panel, which the driver can check to be informed of the leak.

[0075] Using the technical solution of this embodiment, the VCU can obtain the signal change rate of the second electrical signal, which can indicate changes in the air pressure in the air line. The VCU can compare the signal change rate of the second electrical signal with a standard signal change rate and determine a tightness detection value indicating the tightness of the brake system based on the difference between the signal change rate and the standard signal change rate.

[0076] In a possible embodiment, the method further includes:

[0077] Obtain the number of braking times and braking degree values ​​of the vehicle braking system per unit time;

[0078] Determine the rate of change of air pressure value per unit time;

[0079] Establish a linear relationship between the number of braking times, braking degree value and the rate of change of air pressure value;

[0080] According to the actual number of braking times and the actual braking degree value within the preset time, combined with the linear relationship, the standard signal change rate of the second electrical signal is determined. The standard signal change rate is used to represent the standard air pressure value change rate.

[0081] While a vehicle is in motion, the driver commands the braking system to apply the brakes by pressing the brake pedal. The degree of braking applied by the driver can be represented by a braking degree value. Depending on the braking degree value, the braking system applies different degrees of braking action.

[0082] The braking system consumes compressed air during braking. Consequently, the air pressure in the air lines changes during braking, which can be represented by the pressure change rate. Therefore, the VCU can record the number of braking cycles, the degree of braking, and the pressure change rate over a preset time period. The VCU establishes a linear relationship between the number of braking cycles, the degree of braking, and the pressure change rate.

[0083] In the process of determining the specific standard signal change rate, the VCU can determine the standard signal change rate based on the actual number of braking times and the actual braking degree value, combined with the linear relationship, to achieve the representation of the air pressure value change rate.

[0084] In a possible embodiment, the method further includes:

[0085] Get the load value representing the vehicle's load;

[0086] According to the load value, a first threshold value and / or a second threshold value is set.

[0087] The load value is used to indicate the load weight of the vehicle. The first threshold and the second threshold are the upper and lower limits of the air pressure threshold range. When the vehicle is driving, the air pressure in the air pipeline needs to be controlled within the air pressure threshold range. The first threshold and the second threshold are fixed settings. Specifically, the first threshold and the second threshold are set based on the case where the vehicle is fully loaded. However, during the actual driving of the vehicle, there may also be a situation where the vehicle is not fully loaded. Compared with the case of not being fully loaded, the braking system in a fully loaded vehicle needs to be replenished with compressed air more promptly, and the compressed air needs to be more sufficient. Compared with the braking system in an underloaded vehicle, the air compressor faces greater working pressure.

[0088] In this embodiment, a load value representing the actual vehicle load is obtained, and the air pressure threshold range is adjusted based on the vehicle load value. For example, the vehicle can increase the first threshold value as the load value increases, ensuring that after the VCU controls the air compressor to shut down, the compressed air in the air line is sufficient for the brake system to perform one or more braking operations. The vehicle can also decrease the second threshold value as the load value increases, allowing the VCU to promptly activate the air compressor to generate compressed air based on the vehicle's actual driving needs. Furthermore, during vehicle startup, the air pressure in the air line must reach a certain preset value for proper startup. This preset value falls within the air pressure threshold range. Compared to fully loaded vehicles, the preset value for partially loaded vehicles needs to be set higher to ensure proper braking during driving, requiring greater air compressor workload. Adaptive adjustment of the air pressure threshold range based on the vehicle's actual load value can effectively reduce the operating pressure on the air compressor.

[0089] In this technical solution, the VCU can set the first and second thresholds based on the vehicle's actual load, adjusting the air pressure threshold range in real time. This prevents the air compressor from constantly operating at the vehicle's full load, effectively reducing the compressor's operating time, alleviating its operating pressure, and extending its service life.

[0090] The present application provides a vehicle brake system control device, the brake system includes an air compressor, an electric control dryer and an air pipeline, the electric control dryer is provided with a first air pressure sensor, the air pipeline is provided with a second air pressure sensor, such as Figure 5 As shown, the device includes:

[0091] A first acquisition module 51 is configured to acquire a first electrical signal from a first air pressure sensor;

[0092] a second acquisition module 52, configured to acquire a second electrical signal from a second air pressure sensor if the first electrical signal is a fault electrical signal, the second electrical signal being used to represent a target air pressure value in the air pipeline;

[0093] The control module 53 is configured to control the air compressor to start or stop when the target air pressure value is not within the air pressure threshold range corresponding to the normal operation of the air pipeline.

[0094] Optionally, the fault electrical signal includes a high-level fault signal, and the control module 53 is configured to:

[0095] When the target air pressure value is greater than or equal to a first threshold, the air compressor is controlled to stop, wherein the first threshold is an upper limit value for normal operation of the air pipeline.

[0096] Optionally, the fault electrical signal includes a low-level fault signal, and the control module 53 is configured to:

[0097] When the target air pressure value is less than or equal to a second threshold, the air compressor is controlled to start, wherein the second threshold is a minimum air pressure value of the braking system required for the vehicle to reach a normal driving condition.

[0098] Optionally, the vehicle braking system control device further includes a detection module configured to:

[0099] Obtaining a signal change rate of the second electrical signal within a preset time period;

[0100] Obtaining a standard signal change rate of the second electrical signal within the preset time period;

[0101] A tightness detection value indicating the tightness of the brake system is determined according to a difference between the signal change rate and the standard signal change rate.

[0102] Optionally, the vehicle braking system control device further includes a training module for:

[0103] Obtaining the number of braking times and braking degree values ​​of the vehicle braking system per unit time;

[0104] Determining the rate of change of the air pressure value per unit time;

[0105] Establishing a linear relationship between the number of braking times, the braking degree value, and the rate of change of the air pressure value;

[0106] According to the actual number of braking times and the actual braking degree value within the preset time length, combined with the linear relationship, the standard signal change rate of the second electrical signal is determined, and the standard signal change rate is used to represent the standard change rate of the air pressure value.

[0107] Optionally, the vehicle brake system control device further includes a setting module for:

[0108] Get the load value representing the vehicle's load;

[0109] The first threshold and / or the second threshold are set according to the load value.

[0110] Optionally, the vehicle braking system is further provided with a display device, a control module 53, for:

[0111] The display device is used to display the fault electrical signal or the abnormal sealing detection value.

[0112] It should be noted that, in the above embodiments, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant description of other embodiments.

[0113] Those skilled in the art will appreciate that the embodiments of the present application can be provided as methods, systems, or computer program products. Therefore, the present application can adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application can adopt the form of a computer program product implemented on one or more computer-readable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) that contain computer-readable program code.

[0114] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded computer, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0115] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0116] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 The steps for the function specified in one or more boxes.

[0117] An embodiment of the present application also provides a computer program product, which includes computer software instructions. When the computer software instructions are executed on a processing device, the processing device executes the process of the vehicle braking system control method.

[0118] A computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the process or function according to the embodiment of the present application is generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions can be transmitted from one website, computer, server or data center to another website, computer, server or data center via a wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) method. The computer-readable storage medium can be any available medium that a computer can store or a data storage device such as a server or data center that includes one or more available media integrated. The available medium can be a magnetic medium (e.g., a floppy disk, a hard disk, a tape), an optical medium (e.g., a DVD), or a semiconductor medium (e.g., a solid state drive (SSD)).

[0119] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0120] In the several embodiments provided in this application, it should be understood that the disclosed devices, apparatuses and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of units is merely a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interface, device or unit, which can be electrical, mechanical or other forms.

[0121] Units described as separate components may or may not be physically separate, and components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0122] In addition, the functional units in the various embodiments of the present application may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0123] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application is essentially or the part that contributes to the prior art or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions for enabling a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the various embodiments of the present application. The aforementioned storage medium includes: various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0124] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application.

[0125] Although the preferred embodiments of this specification have been described, those skilled in the art may make additional changes and modifications to these embodiments once they have learned the basic creative concepts. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of this specification.

[0126] Obviously, those skilled in the art may make various changes and modifications to this specification without departing from the spirit and scope of this specification. Thus, if such changes and modifications fall within the scope of the claims of this specification and their equivalents, this specification is intended to include such changes and modifications.

Claims

1. A vehicle braking system control method, characterized in that: The braking system includes an air compressor, an electronically controlled dryer, and an air pipeline, wherein the electronically controlled dryer is provided with a first air pressure sensor, and the air pipeline is provided with a second air pressure sensor. The method includes: Acquiring a first electrical signal from the first air pressure sensor; If the first electrical signal is a fault electrical signal, obtaining a second electrical signal from the second air pressure sensor, where the second electrical signal is used to represent a target air pressure value in the air pipeline; When the target air pressure value is not within an air pressure threshold range corresponding to when the air pipeline works normally, the air compressor is controlled to start or stop.

2. The vehicle brake system control method according to claim 1, characterized in that: The fault electrical signal includes a high-level fault signal, and when the target air pressure value is not within the air pressure threshold range corresponding to the normal operation of the air pipeline, controlling the air compressor to start or stop includes: When the target air pressure value is greater than or equal to a first threshold, the air compressor is controlled to stop, wherein the first threshold is an upper limit value for normal operation of the air pipeline.

3. The vehicle brake system control method according to claim 1, characterized in that: The fault electrical signal includes a low-level fault signal, and when the target air pressure value is not within the air pressure threshold range corresponding to the normal operation of the air pipeline, controlling the air compressor to start or stop includes: When the target air pressure value is less than or equal to a second threshold, the air compressor is controlled to start, wherein the second threshold is a minimum air pressure value of the braking system required for the vehicle to reach a normal driving condition.

4. The vehicle brake system control method according to claim 1, characterized in that: The method further comprises: Obtaining a signal change rate of the second electrical signal within a preset time period; Obtaining a standard signal change rate of the second electrical signal within the preset time period; A tightness detection value indicating the tightness of the brake system is determined according to a difference between the signal change rate and the standard signal change rate.

5. The vehicle brake system control method according to claim 4, characterized in that: The method further comprises: Obtaining the number of braking times and braking degree values ​​of the vehicle braking system per unit time; Determining the rate of change of the air pressure value per unit time; Establishing a linear relationship between the number of braking times, the braking degree value, and the rate of change of the air pressure value; According to the actual number of braking times and the actual braking degree value within the preset time length, combined with the linear relationship, the standard signal change rate of the second electrical signal is determined, and the standard signal change rate is used to represent the standard change rate of the air pressure value.

6. The vehicle brake system control method according to claim 2 or 3, characterized in that: The method further comprises: Get the load value representing the vehicle's load; A first threshold or a second threshold is set according to the load value.

7. The vehicle brake system control method according to claim 1 or 4, characterized in that: The vehicle braking system is further provided with a display device; the method further comprises: The display device is used to display the fault electrical signal or abnormal sealing detection value.

8. A vehicle braking system control device, characterized in that: The braking system includes an air compressor, an electronically controlled dryer and an air pipeline, wherein the electronically controlled dryer is provided with a first air pressure sensor, and the air pipeline is provided with a second air pressure sensor. The device includes: a first acquisition module, configured to acquire a first electrical signal from the first air pressure sensor; a second acquisition module, configured to acquire a second electrical signal from the second air pressure sensor if the first electrical signal is a fault electrical signal, wherein the second electrical signal is used to represent a target air pressure value in the air pipeline; The control module is used to control the air compressor to start or stop when the target air pressure value is not within the air pressure threshold range corresponding to the normal operation of the air pipeline.

9. A computer-readable storage medium, characterized in that The computer-readable storage medium stores at least one program code, and the at least one program code is loaded and executed by the processor to implement the operations performed by the vehicle brake system control method according to any one of claims 1 to 7.

10. An electronic device, characterized in that: The electronic device includes one or more processors and one or more memories, and at least one program code is stored in the one or more memories. The at least one program code is loaded and executed by the one or more processors to implement the operations performed by the vehicle braking system control method according to any one of claims 1 to 7.

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