Air management system and control method and control device therefor

Abstract

The present application relates to the technical field of clutch air compressor, and provides an air management system, a control method and a control device thereof. The air management system comprises: an electromagnetic valve, which connects a control port of a clutch air compressor and a control port of an air treatment unit through a first channel, and connects the two control ports with the atmosphere through a second channel; an electrical switch, which is connected in the power circuit of the electromagnetic valve; when the air pressure of the air cylinder is higher than a first threshold value, the electrical switch is closed, the first channel is conducted, the clutch of the clutch air compressor is disengaged, and an exhaust valve of the air treatment unit is opened; when the air pressure of the air cylinder is lower than a second threshold value, the electrical switch is opened, the second channel is conducted, the clutch is engaged, and the exhaust valve is closed. The unloading valve of the mechanical spring structure of the air treatment unit is removed, the engagement and disengagement of the clutch and the opening and closing of the exhaust valve are controlled by the electrical switch and the electromagnetic valve, and the problem of slow response caused by control through the unloading valve is overcome.

Description

Technical Field

[0001] This invention relates to the field of clutch-type air compressor technology, and more specifically, to an air management system and its control method and control device. Background Technology

[0002] The vehicle's air management system mainly consists of an air compressor and an air handling unit. Traditionally, the air compressor's start and stop are controlled by an unloading valve in the air handling unit, which controls the flow of the pipeline based on air pressure signals. This unloading valve is a mechanical spring structure; with use, its operating pressure gradually decreases, leading to a slower response to air pressure signals. This not only affects the control of the air compressor but also hinders overall vehicle fuel efficiency.

[0003] In clutch-type air compressors, the disengagement and engagement of the clutch require fast response times; a slow response will affect the clutch's lifespan. Unloading valves with mechanical spring structures are no longer sufficient to meet the control requirements of clutch-type air compressors.

[0004] It should be noted that the information disclosed in the background section above is only used to enhance the understanding of the background of the present invention, and therefore may include information that does not constitute prior art known to those skilled in the art. Summary of the Invention

[0005] This invention provides an air management system and its control method and device. The unloading valve of the air handling unit with mechanical spring structure is eliminated. The engagement and disengagement of the clutch of the clutch-type air compressor and the opening and closing of the exhaust valve of the air handling unit are controlled by electrical switches and solenoid valves. This overcomes the problem of slow response caused by controlling the unloading valve with mechanical spring structure through air pressure signal. It not only achieves efficient and stable control of the air management system, but also reduces the overall vehicle cost.

[0006] According to one aspect of the present invention, an air management system is provided, comprising a clutch-type air compressor, an air handling unit, and an air tank connected in sequence, wherein the air handling unit does not have an unloading valve, and the air management system further comprises: a solenoid valve, which connects the air tank to a first control port of the clutch-type air compressor and a second control port of the air handling unit through a first channel, and connects the first control port and the second control port to the atmosphere through a second channel; an electrical switch, connected in the energizing circuit of the solenoid valve and connected to the air tank; when the air pressure in the air tank is higher than a first threshold, the electrical switch closes, the first channel is open and the second channel is closed, so that the clutch of the clutch-type air compressor is disengaged and the exhaust valve of the air handling unit is opened; when the air pressure in the air tank is lower than a second threshold, the electrical switch opens, the second channel is open and the first channel is closed, so that the clutch of the clutch-type air compressor is engaged and the exhaust valve of the air handling unit is closed.

[0007] In some embodiments, the air management system further includes an electronic control unit configured to control the closing and opening of the electrical switch.

[0008] In some embodiments, the electrical switch is a pressure switch, and the air management system further includes a pressure sensor. The pressure switch is connected to the air reservoir through the pressure sensor, and the air pressure in the air reservoir is detected by the pressure sensor.

[0009] In some embodiments, the pressure sensor is connected to the pressure switch via an electronic control unit.

[0010] In some embodiments, the electronic control unit stores different values ​​of the first threshold and / or the second threshold corresponding to different operating conditions.

[0011] In some embodiments, the pressure sensor is connected to the air reservoir, and / or the pressure sensor is integrated into the air handling unit.

[0012] In some embodiments, the air handling unit is equipped with a backflush valve, and the air storage cylinder is connected to the exhaust port of the air handling unit in sequence via the backflush valve and the drying cylinder of the air handling unit to form a first backflush air path; the first backflush air path is open when the first channel is open.

[0013] In some embodiments, the air handling unit does not have a backflush valve, and the air management system further includes a backflush cylinder connected to the exhaust port of the air handling unit via the drying cylinder of the air handling unit to form a second backflush air path; the second backflush air path is activated when the first channel is activated.

[0014] According to another aspect of the present invention, a control method for an air management system is provided for controlling the air management system as described in any of the above embodiments, comprising: real-time monitoring of the air pressure of an air reservoir; when the air pressure of the air reservoir is higher than a first threshold, controlling the electrical switch to close, thereby opening the first channel and closing the second channel, so as to disengage the clutch of the clutch-type air compressor and open the exhaust valve of the air handling unit; when the air pressure of the air reservoir is lower than a second threshold, controlling the electrical switch to open, thereby opening the second channel and closing the first channel, so as to engage the clutch of the clutch-type air compressor and close the exhaust valve of the air handling unit.

[0015] In some embodiments, the control method further includes: adjusting the values ​​of the first threshold and / or the second threshold according to the current operating conditions.

[0016] According to another aspect of the present invention, a control device for an air management system is provided, the control device being used to implement the control method as described in any of the above embodiments.

[0017] The beneficial effects of this invention compared to the prior art include at least the following:

[0018] The present invention eliminates the mechanical spring structure of the unloading valve in the air handling unit, and controls the opening and closing of the solenoid valve channel by closing and opening an electrical switch, thereby controlling the engagement and disengagement of the clutch of the clutch-type air compressor and the opening and closing of the exhaust valve of the air handling unit.

[0019] Specifically, when the first channel of the solenoid valve is open, the first control port is pressurized, causing the clutch of the clutch-type air compressor to disengage and the clutch-type air compressor to be unloaded. At the same time, the second control port is pressurized, causing the exhaust valve of the air handling unit to open and depressurizing the pipeline between the clutch-type air compressor and the air handling unit to prevent the clutch-type air compressor from starting under load. When the second channel of the solenoid valve is open, the first control port is depressurized, causing the clutch of the clutch-type air compressor to engage and the clutch-type air compressor to pump air. At the same time, the second control port is depressurized, causing the exhaust valve of the air handling unit to close, thus realizing the pumping of air by the clutch-type air compressor and the pressurization of the air management system.

[0020] In this way, the problem of slow response caused by unloading valves controlled by air pressure signals and mechanical spring structures is overcome, which not only achieves efficient and stable control of the air management system, but also reduces the overall vehicle cost by simplifying the mechanical structure of the air handling unit.

[0021] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit the invention. Attached Figure Description

[0022] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention. It is obvious that the drawings described below are merely some embodiments of the invention, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0023] Figure 1 A schematic diagram of the architecture of an air management system according to an embodiment of the present invention is shown;

[0024] Figure 2 A partial exploded view of an existing air handling unit is shown.

[0025] Figure 3 This diagram illustrates the structure of an air handling unit according to an embodiment of the present invention.

[0026] Figure 4A schematic diagram of the architecture of another air management system according to an embodiment of the present invention is shown;

[0027] Figure 5 This diagram illustrates yet another partially exploded structure of an existing air handling unit;

[0028] Figure 6 This invention illustrates a structural schematic diagram of yet another air handling unit in an embodiment of the invention;

[0029] Figure 7 A schematic diagram of the air path connections of an existing air handling unit is shown;

[0030] Figure 8 A schematic diagram of the air path connection of an air handling unit according to an embodiment of the present invention is shown;

[0031] Figure 9 A schematic diagram illustrating the steps of a control method for an air management system in an embodiment of the present invention is shown. Detailed Implementation

[0032] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to fully and completely convey the concept of the exemplary embodiments to those skilled in the art.

[0033] The accompanying drawings are merely illustrative of the invention and are not necessarily drawn to scale. The same reference numerals in the drawings denote the same or similar parts, and therefore repeated descriptions of them will be omitted. Some block diagrams shown in the drawings are functional entities and do not necessarily correspond to physically or logically independent entities. These functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0034] The use of terms such as "first," "second," and similar terms in the specific description does not indicate any order, quantity, or importance, but is merely used to distinguish different components. In the description of this invention, when it is said that a device is "connected" to another device, it includes not only direct connections but also indirect connections through other elements. Furthermore, the processes shown in the accompanying drawings are merely illustrative and do not necessarily include all steps. For example, some steps can be broken down, some steps can be combined or partially combined, and the actual order of execution may change depending on the actual situation.

[0035] It should be noted that, unless otherwise specified, the embodiments of the present invention and the features in different embodiments can be combined with each other.

[0036] Figure 1 This invention illustrates the architecture of an air management system according to an embodiment of the invention, with reference to... Figure 1 As shown, the air management system provided in this embodiment of the invention includes:

[0037] A clutch-type air compressor 10, an air handling unit 20, and an air tank 30 are connected in sequence, wherein the air handling unit 20 does not have an unloading valve;

[0038] The solenoid valve 40 connects the air storage tank 30 to the first control port 100 of the clutch-type air compressor 10 and the second control port 200 of the air handling unit 20 through the first channel P1, and connects the first control port 100 and the second control port 200 to the atmosphere through the second channel P2.

[0039] The electrical switch 50 is connected to the energizing circuit P3 of the solenoid valve 40 and is also connected to the gas storage tank 30.

[0040] When the air pressure in the air tank 30 is higher than the first threshold, the electrical switch 50 is closed, the first channel P1 is turned on and the second channel P2 is turned off, so that the clutch of the clutch-type air compressor 10 is disengaged and the exhaust valve of the air treatment unit 20 is opened.

[0041] When the air pressure in the air reservoir 30 is lower than the second threshold, the electrical switch 50 is turned off, the second channel P2 is turned on and the first channel P1 is turned off, so that the clutch of the clutch-type air compressor 10 is engaged and the exhaust valve of the air handling unit 20 is closed.

[0042] The number of gas storage cylinders 30 can be one or more, not limited to one. Figure 1 The following is a limited description. The solenoid valve 40 can be connected to one or more air reservoirs 30 via its inlet port 410, to the first control port 100 and the second control port 200 via its outlet port 420, and is connected to the atmosphere via its exhaust port 430. A first channel P1 is formed between the inlet port 410 and the outlet port 420, and a second channel P2 is formed between the outlet port 420 and the exhaust port 430. The solenoid valve 40 can be selected as a straight-through solenoid valve for faster response.

[0043] The air handling unit 20 can be either a conventional air handling unit (APU) (dryer + loop protection valve) or a compact air handling unit (CAPU).

[0044] The electrical switch 50 can be closed and opened under the control of electrical signals from the vehicle's controller, such as the electronic control unit (ECU), to control the on / off state of the energizing circuit P3 of the solenoid valve 40, thereby controlling the conduction and cutoff of the first channel P1 and the second channel P2.

[0045] The aforementioned air management system, connected to the energizing circuit P3 of the solenoid valve 40 via an electrical switch 50 and connected to the air reservoir 30, can control the opening and closing of the first channel P1 and the second channel P2 based on the air pressure in the air reservoir 30. The first threshold is the unloading pressure threshold. When the air pressure in the air reservoir 30 exceeds the first threshold, the electrical switch 50 closes to open the first channel P1, allowing gas from the air reservoir 30 to reach the first control port 100 of the clutch-type air compressor 10 and the second control port 200 of the air handling unit 20 to pressurize both. At this time, the clutch-type air compressor 10 disengages and the air handling unit 20 depressurizes, preventing gas from being pumped into the air reservoir 30. The second threshold is the pumping pressure threshold. When the air pressure in the air reservoir 30 is lower than the second threshold, the electrical switch 50 is turned off to open the second channel P2, thereby venting the gas from the first control port 100 and the second control port 200 to the atmosphere. At this time, the clutch-type air compressor 10 will engage and the exhaust valve of the air handling unit 20 will be closed. The clutch-type air compressor 10 will pump air into the air reservoir 30 via the air handling unit 20.

[0046] Figure 2 This illustrates a partial breakdown structure of an existing air handling unit. Figure 3 This invention illustrates the structure of an air handling unit according to an embodiment of the invention, in conjunction with... Figure 2 and Figure 3 As shown: Existing air handling units ( Figure 2 The unloading valve 91 (indicated by 20') employs a mechanical spring structure. The unloading valve 91 controls the opening and closing of the pipeline based on the air pressure signal to achieve unloading control of the air compressor. This invention eliminates the unloading valve of the air handling unit 20 (see...). Figure 3 The dashed line (marked with an X) not only eliminates the need for a complex unloading valve, reducing manufacturing and overall vehicle costs, but also enables efficient and stable control.

[0047] Specifically, combined Figures 1 to 3As shown, the unloading valve of the air handling unit 20, which eliminates the mechanical spring structure of the air handling unit 20, controls the engagement and disengagement of the clutch of the clutch-type air compressor 10 and the opening and closing of the exhaust valve of the air handling unit 20 by controlling the opening and closing of the solenoid valve 40 through the closing and opening of the electrical switch 50. When the first channel P1 of the solenoid valve 40 is open, the first control port 100 is pressurized, causing the clutch of the clutch-type air compressor 10 to disengage and the clutch-type air compressor 10 to unload. Simultaneously, the second control port 200 is pressurized, causing the exhaust valve of the air handling unit 20 to open and depressurizing the pipeline between the clutch-type air compressor 10 and the air handling unit 20 to prevent the clutch-type air compressor 10 from starting under load. When the second channel P2 of the solenoid valve 40 is open, the first control port 100 is depressurized, causing the clutch of the clutch-type air compressor 10 to engage and the clutch-type air compressor 10 to pump air. Simultaneously, the second control port 200 is depressurized, causing the exhaust valve of the air handling unit 20 to close, thus achieving air pumping by the clutch-type air compressor 10 and pressurization of the air management system. This overcomes the slow response problem caused by control via air pressure signals and a mechanical spring structure for the unloading valve, achieving not only efficient and stable control of the air management system but also reducing overall vehicle costs by simplifying the mechanical structure of the air handling unit 20.

[0048] Continue to refer to Figure 1 As shown, in some embodiments, the air management system further includes an electronic control unit (ECU), which is configured to control the opening and closing of the electrical switch 50. By sending an electrical signal from the ECU to control the opening and closing of the electrical switch 50, and thereby controlling the conduction of the first channel P1 or the second channel P2 of the solenoid valve 40, the slow response problem caused by control via air pressure signals and mechanical spring structures of the unloading valve can be avoided.

[0049] In some embodiments, the electrical switch 50 is a pressure switch, and the air management system further includes a pressure sensor PS. The pressure switch is connected to the air reservoir 30 through the pressure sensor PS, and the air pressure in the air reservoir 30 is detected by the pressure sensor PS.

[0050] The pressure sensor PS can be connected to the air reservoir 30, and / or the pressure sensor PS can be integrated into the air handling unit 20.

[0051] When the pressure value detected by the pressure sensor PS is higher than the first threshold, the pressure switch closes, opening the first channel P1 of the solenoid valve 40. At this time, the pressure at the first control port 100 rises, disengaging the clutch of the clutch-type air compressor 10, thus putting the clutch-type air compressor 10 into an unloaded state. Simultaneously, the pressure at the second control port 200 rises, opening the exhaust valve of the air handling unit 20, allowing the pressure between the clutch-type air compressor 10 and the air handling unit 20 to be released through the exhaust port 230 of the air handling unit 20, preventing the clutch-type air compressor 10 from starting under load. When the pressure value detected by the pressure sensor PS is lower than the second threshold, the pressure switch opens, disengaging the clutch of the clutch-type air compressor 10, and putting the clutch-type air compressor 10 into a pumping state. Simultaneously, the exhaust valve of the air handling unit 20 closes, thereby pressurizing the air management system.

[0052] Continue to refer to Figure 1 As shown, in some embodiments, the pressure sensor PS is connected to the pressure switch via an electronic control unit (ECU). Figure 1 In the diagram, the dashed lines indicate electrical signals, the thin solid lines indicate air paths, and the thick solid lines indicate pneumatic control signals.

[0053] When the electronic control unit (ECU) detects that the air pressure in the air reservoir 30, i.e., the system pressure of the air management system, is higher than the first threshold, it can quickly control the pressure switch to close via an electrical signal, energizing the solenoid valve 40. When the ECU detects that the system pressure of the air management system is lower than the second threshold, it can quickly control the pressure switch to open via an electrical signal, de-energizing the solenoid valve 40. In this way, the pressure switch is controlled by the air pressure detection of the pressure sensor PS and the electrical signal from the ECU, eliminating the need for a mechanical spring structure and avoiding the slow response problem caused by pressure decay in mechanical spring structures.

[0054] Furthermore, in some embodiments, the electronic control unit (ECU) stores different values ​​of the first threshold and / or the second threshold corresponding to different operating conditions. These different operating conditions can refer to different vehicle models or different road conditions. Specifically, the ECU can set different first and / or second thresholds according to different vehicle models (determined by vehicle factory parameters) to meet the needs of more vehicle models without changing the hardware, thereby reducing overall vehicle costs. The ECU can also adjust the first and / or second thresholds in real time according to different road conditions (obtained by the vehicle's sensor module) to match the operating state of the clutch-type air compressor 10 with the vehicle's driving conditions, thereby reducing overall vehicle energy consumption. Alternatively, different first and / or second thresholds corresponding to different road conditions can be preset and stored in the ECU.

[0055] Figure 4 This invention illustrates the architecture of yet another air management system according to an embodiment of the present invention. Figure 5 This illustrates yet another locally disassembled structure of an existing air handling unit. Figure 6 This invention illustrates the structure of yet another air handling unit in an embodiment of the invention, in conjunction with... Figure 1 , Figures 4 to 6 As shown: In some embodiments, the air handling unit 20 has a backflush valve 92, and the air storage tank 30 is connected to the exhaust port 230 of the air handling unit 20 in sequence via the backflush valve 92 and the drying cylinder 24 of the air handling unit 20, forming a first backflush air path P4a; the first backflush air path P4a is opened when the first channel P1 is open, so that the air handling unit 20 enters the backflush regeneration state; in some embodiments, the air handling unit 20 does not have a backflush valve 92, and the air management system further includes: a backflush cylinder 60, which is connected to the exhaust port 230 of the air handling unit 20 via the drying cylinder 24 of the air handling unit 20, forming a second backflush air path P4b; the second backflush air path P4b is opened when the first channel P1 is open, so that the air handling unit 20 enters the backflush regeneration state.

[0056] The drying cylinder 24 filters oil and water, and after cleaning the compressed air generated by the clutch-type air compressor 10, it is delivered to the air reservoir 30 and other parts of the vehicle that require compressed air, such as the brake air circuit. By blowing air into the drying cylinder 24 through the air reservoir 30 or the backflush nozzle 60, the oil and water adsorbed inside the drying cylinder 24 can be discharged, thus regenerating the drying cylinder 24 and preventing it from becoming saturated.

[0057] Existing air handling units ( Figure 5 The backflush valve 92 (indicated by 20') employs a complex structure. In this invention, by eliminating the unloading valve 91 of the existing air handling unit, the backflush valve (see...) can also be omitted. Figure 6 (The position marked with an X in the middle dashed line) can further reduce the manufacturing cost of the air handling unit 20 and the overall vehicle cost. In addition, it can reduce unnecessary compressed air consumption. The backflush channel is only activated when the first channel P1 is activated, and the backflush ends when the unloading is completed. The unloading time can also be adjusted by the electronic control unit ECU according to relevant vehicle information to achieve intelligent regeneration as needed, reduce unnecessary compressed air consumption, and achieve energy saving for the whole vehicle.

[0058] Figure 7 This illustrates the air path connection structure of an existing air handling unit. Figure 8 This invention illustrates the air path connection structure of an air handling unit according to an embodiment of the invention; combined with Figures 1 to 8As shown, existing air handling units control the movement of their piston 22 via an unloading valve 91, thereby controlling the pipeline opening and closing to achieve unloading control of the air compressor. Furthermore, existing air handling units achieve backflushing regeneration of their drying cylinder 24 via a backflush valve 92. In this invention, the unloading valve is omitted, and the control of the clutch-type air compressor 10 and the air handling unit 20 is achieved by a solenoid valve 40 combined with an electrical switch 50, making the control efficient and stable. This invention can also omit the backflush valve 92, achieving backflushing regeneration of the drying cylinder 24 of the air handling unit 20 through a second backflush air passage P4b.

[0059] Combination Figure 4 and Figure 8 As shown, reference numeral 260 is the interface of the air handling unit 20 connected to the backflush nozzle 60. Reference numeral 120 indicates the outlet of the clutch-type air compressor 10. After receiving compressed air, the air handling unit 20 performs purification treatment and distributes it to the parts of the vehicle that require compressed air, such as the interface 72 for the air suspension system, the interface 74 for tire inflation, and the interface 75 for the front and rear axle brake chambers.

[0060] This invention also provides a control method for an air management system, used to control the air management system as described in any of the above embodiments. The features and principles of the air management system described in any of the above embodiments can be applied to the control method embodiments below. In the following control method embodiments, the features and principles of the air management system already explained will not be repeated.

[0061] Figure 9 This illustrates the main steps of the control method for the air management system in an embodiment of the present invention, in conjunction with... Figures 1 to 9 As shown, the control method for the air management system provided in this embodiment of the invention includes:

[0062] S910 monitors the air pressure in the air reservoir 30 in real time. Specifically, the system pressure of the air management system can be collected in real time by the pressure sensor PS and fed back to the electronic control unit ECU. The electronic control unit ECU determines the relationship between the system pressure and the first threshold and the second threshold to decide the working status of the clutch-type air compressor 10 and the air handling unit 20.

[0063] S920, when the air pressure in the air reservoir 30 is higher than the first threshold, the control electrical switch 50 is closed, which opens the first channel P1 and closes the second channel P2, thereby disengaging the clutch of the clutch-type air compressor 10 and opening the exhaust valve of the air treatment unit 20. After the electrical switch 50 is closed, the solenoid valve 40 opens, the first channel P1 is opened, and the clutch-type air compressor 10 stops pumping air and enters the unloading state; at this time, the backflush air passage of the air treatment unit 20 is also opened, and the air treatment unit 20 can be backflushed and regenerated through the backflush pipe 60.

[0064] S930, when the air pressure in the air reservoir 30 is lower than the second threshold, the control electrical switch 50 is turned off, causing the second channel P2 to be open and the first channel P1 to be closed, so that the clutch of the clutch-type air compressor 10 is engaged and the exhaust valve of the air treatment unit 20 is closed. After the electrical switch 50 is turned off, the solenoid valve 40 is closed, the second channel P2 is open, the clutch-type air compressor 10 finishes unloading and starts pumping air, and the backflushing regeneration process of the air treatment unit 20 also ends.

[0065] Furthermore, the control method may also include adjusting a first threshold and / or a second threshold according to the current operating conditions. Specifically, the electronic control unit (ECU) can intelligently adjust the first threshold and / or the second threshold according to different road conditions to achieve different operating states of the clutch-type air compressor 10 and the air handling unit 20 under different road conditions, so as to achieve the purpose of energy saving of the whole vehicle.

[0066] The above-described control method, based on the system pressure of the air management system, controls the solenoid valve 40 to open and close via an electrical signal, thereby achieving unloading and air pumping control of the clutch-type air compressor 10. It can also further achieve backflush control of the air handling unit 20, overcoming the problem of slow response caused by controlling the unloading valve via air pressure signal, and overcoming the problem of high compressed air consumption and complex structure of the air handling unit caused by backflush control via a backflush valve. It not only achieves efficient, stable and flexible control of the air management system, but also saves on the overall vehicle cost.

[0067] This invention also provides a control device for an air management system, which can be used to implement the control method described in any of the above embodiments. The control device can be configured independently in a vehicle or integrated into the vehicle's controller, such as an electronic control unit (ECU). The control device can take several forms, including the following.

[0068] It can be expressed in the form of a functional (program) module architecture, and may include modules that implement each step of the control method described above, such as a pressure monitoring module for implementing step S910, a first control module for implementing step S920, and a second control module for implementing step S930.

[0069] In the form of a general-purpose computing device, it may include a processing unit and a storage unit. The storage unit stores executable instructions, which, when executed by the processing unit, implement the control method described in any of the above embodiments.

[0070] The storage unit may include programs / utilities with one or more program modules, including but not limited to: an operating system, one or more application programs, other program modules, and program data. The general-purpose computing device also includes a bus connecting the processing unit and the storage unit, as well as other platform components. This bus may include a storage unit bus, a peripheral bus, a graphics acceleration port, a processing unit bus, and other local area buses. The general-purpose computing device can also communicate with one or more external devices, other computing devices in the vehicle, networks (e.g., local area networks (LANs), wide area networks (WANs), and / or public networks such as the Internet).

[0071] It is represented in the form of a storage medium, in which a program is stored, which, when executed, implements the control method described in any of the above embodiments.

[0072] The storage medium can be any tangible medium that contains or stores a program, specifically any combination of one or more readable media, which can be a readable signal medium or a readable storage medium. The program can be used or combined with an instruction execution system, apparatus, or device. The program can be executed entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server. In cases involving remote computing devices, the remote computing device can be connected to the user's computing device via any type of network, including a local area network (LAN) or a wide area network (WAN), or it can be connected to an external computing device, for example, via the Internet using an Internet service provider.

[0073] The above description, in conjunction with specific preferred embodiments, provides a further detailed explanation of the present invention. It should not be construed that the specific implementation of the present invention is limited to these descriptions. For those skilled in the art, various simple deductions or substitutions can be made without departing from the concept of the present invention, and all such modifications and substitutions should be considered within the scope of protection of the present invention.

Claims

1. An air management system, comprising a clutch-type air compressor, an air handling unit, and an air receiver connected in sequence, characterized in that: The air handling unit does not include an unloading valve, and the air management system further includes: The solenoid valve connects the air storage tank to the first control port of the clutch-type air compressor and the second control port of the air handling unit through the first channel, and connects the first control port and the second control port to the atmosphere through the second channel. An electrical switch is connected in the energizing circuit of the solenoid valve and to the gas storage tank; When the air pressure in the air storage tank is higher than the first threshold, the electrical switch is closed, the first channel is opened and the second channel is closed, so that the clutch of the clutch-type air compressor is disengaged and the exhaust valve of the air handling unit is opened; When the air pressure in the air reservoir is lower than the second threshold, the electrical switch is turned off, the second channel is turned on and the first channel is turned off, so that the clutch of the clutch-type air compressor is engaged and the exhaust valve of the air handling unit is closed.

2. The air management system as described in claim 1, characterized in that, The air management system also includes an electronic control unit configured to control the opening and closing of the electrical switches.

3. The air management system as described in claim 2, characterized in that, The electrical switch is a pressure switch, and the air management system also includes a pressure sensor. The pressure switch is connected to the air storage tank through the pressure sensor, and the air pressure in the air storage tank is detected by the pressure sensor.

4. The air management system as described in claim 3, characterized in that, The pressure sensor is connected to the pressure switch via the electronic control unit.

5. The air management system as described in claim 4, characterized in that, The electronic control unit stores different values ​​of the first threshold and / or the second threshold corresponding to different operating conditions.

6. The air management system as described in claim 3, characterized in that, The pressure sensor is connected to the air storage tank, and / or the pressure sensor is integrated into the air handling unit.

7. The air management system as described in claim 1, characterized in that, The air handling unit is equipped with a backflush valve, and the air storage tank is connected to the exhaust port of the air handling unit in sequence via the backflush valve and the drying cylinder of the air handling unit to form a first backflush air path; The first backflush air path is activated when the first channel is open.

8. The air management system as described in claim 1, characterized in that, The air handling unit does not have a backflush valve, and the air management system further includes: The backflush tube is connected to the exhaust port of the air handling unit via the drying tube of the air handling unit, forming a second backflush air path; The second backflush air path is activated when the first channel is activated.

9. A control method for an air management system, characterized in that, For controlling the air management system as described in any one of claims 1-8, comprising: Real-time monitoring of the gas pressure in the gas storage tank; When the air pressure in the air storage tank is higher than the first threshold, the electrical switch is closed to open the first channel and close the second channel, so that the clutch of the clutch-type air compressor is disengaged and the exhaust valve of the air handling unit is opened. When the air pressure in the air reservoir is lower than the second threshold, the electrical switch is turned off, the second channel is opened and the first channel is closed, so that the clutch of the clutch-type air compressor is engaged and the exhaust valve of the air handling unit is closed.

10. The control method as described in claim 9, characterized in that, Also includes: Adjust the values ​​of the first threshold and / or the second threshold according to the current operating conditions.

11. A control device for an air management system, characterized in that, Used to implement the control method as described in claim 9 or 10.

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