Automobile steering oil pump and brake air pump two-in-one device and control method thereof

Abstract

The application discloses a two-in-one device of a vehicle steering oil pump and a brake air pump and a control method, program product and storage medium thereof, and belongs to the technical field of vehicles. The two-in-one device of the vehicle steering oil pump and the brake air pump comprises a first high-voltage controller, a second high-voltage controller, a dual-source motor, a high-voltage motor, a steering oil pump, a brake air pump and an electromagnetic clutch. The dual-source motor is controlled by the first high-voltage controller and provides power for the steering oil pump, the high-voltage motor is controlled by the second high-voltage controller and provides power for the brake air pump, and the dual-source motor and the high-voltage motor are directly connected through the electromagnetic clutch. In the normal state of the dual-source motor and the high-voltage motor, the two motors drive the steering oil pump and the brake air pump respectively, and the energy efficiency can be improved; when any motor fails, the steering oil pump and the brake air pump can be simultaneously driven by the normally working motor through the engagement of the electromagnetic clutch, and the continuity of the vehicle steering function and the normal operation of the brake function can be ensured.

Description

Technical Field

[0001] This application belongs to the field of vehicle technology, and in particular relates to a combined automotive power steering pump and brake air pump device, its control method, program product and storage medium. Background Technology

[0002] The function of a car's steering system is to control the car's direction according to the driver's intentions. The steering system is crucial to driving safety; therefore, its components are referred to as safety components. The steering system, along with the braking system, are two systems that must be prioritized for vehicle safety.

[0003] The steering systems of existing vehicles on the market consist of a steering pump, a steering gear, and related steering system accessories. The power source for the steering pump is mostly an engine or an electric motor. When the engine or electric motor that provides the power source fails, the vehicle will lose its steering power, which will pose a certain hazard to the safe driving of the vehicle. The harm to special vehicles is even more immeasurable. Summary of the Invention

[0004] The embodiments of this application provide a combined vehicle steering pump and brake air pump device, its control method, program product, and storage medium, which can ensure the continuity of vehicle steering function and the normal operation of braking function.

[0005] Other features and advantages of this application will become apparent from the following detailed description, or may be learned in part from practice of this application.

[0006] According to a first aspect of the embodiments of this application, a combined automotive power steering pump and brake air pump device is provided, including a first high-pressure controller, a second high-pressure controller, a dual-source motor, a high-pressure motor, a power steering pump, a brake air pump, and an electromagnetic clutch.

[0007] The first terminal of the first high-voltage controller is used to connect to the high-voltage power supply of the vehicle, the second terminal of the first high-voltage controller is connected to the first terminal of the dual-source motor, and the second terminal of the dual-source motor is connected to the power steering pump.

[0008] The first end of the second high-voltage controller is used to connect to the high-voltage power supply of the vehicle, the second end of the second high-voltage controller is connected to the first end of the high-voltage motor, and the second end of the high-voltage motor is connected to the brake air pump;

[0009] The first end of the electromagnetic clutch is connected to the third end of the dual-source motor, and the second end of the electromagnetic clutch is connected to the third end of the high-voltage motor.

[0010] In some embodiments of this application, based on the foregoing scheme, the device further includes a low-voltage controller, the first terminal of which is used to connect to the low-voltage power supply of the vehicle, and the second terminal of which is connected to the fourth terminal of the dual-source motor.

[0011] According to a second aspect of the present application, a control method for a combined automotive power steering pump and brake pump device is provided, applied to the device described in the first aspect of the present application, the method comprising:

[0012] When both the dual-source motor and the high-voltage motor are working normally, the control electromagnetic clutch is in the normally open state.

[0013] The real-time pressure of the brake air tank is detected, and the operation of the high-voltage motor is controlled according to the real-time pressure of the brake air tank.

[0014] The dual-source motor is controlled to operate continuously, and its speed is adjusted according to the vehicle speed and steering wheel angle.

[0015] In some embodiments of this application, based on the foregoing scheme, controlling the operation of the high-voltage motor according to the real-time pressure of the brake air tank includes:

[0016] When the real-time pressure of the brake air tank is detected to be less than the first air pressure threshold, the high-pressure motor is controlled to start working.

[0017] The speed of the high-voltage motor is controlled and adjusted according to the real-time pressure of the brake air tank.

[0018] When the real-time pressure of the brake air tank is detected to be greater than the second air pressure threshold, the high-voltage motor is controlled to stop working.

[0019] In some embodiments of this application, based on the foregoing scheme, the method further includes:

[0020] When the dual-source motor fails, the high-voltage motor operates normally, controlling the electromagnetic clutch to be in a normally closed state and controlling the first high-voltage controller to disconnect;

[0021] The high-voltage motor is controlled to operate at a constant first speed for an extended period of time.

[0022] In some embodiments of this application, based on the foregoing scheme, the method further includes:

[0023] When the dual-source motor fails, the high-voltage motor operates normally, controlling the electromagnetic clutch to be in a normally closed state and controlling the first high-voltage controller to disconnect;

[0024] The high-voltage motor is controlled to operate at a constant first speed for an extended period of time.

[0025] In some embodiments of this application, based on the foregoing scheme, the method further includes:

[0026] When the high-voltage motor fails, the dual-source motor operates normally, controlling the second high-voltage controller to disconnect;

[0027] The real-time pressure of the brake air reservoir is detected, and the opening and closing of the electromagnetic clutch is controlled according to the real-time pressure of the brake air reservoir.

[0028] The dual-source motor is controlled to operate continuously, and its speed is adjusted according to the vehicle speed and steering wheel angle.

[0029] In some embodiments of this application, based on the foregoing scheme, controlling the opening and closing of the electromagnetic clutch according to the real-time pressure of the brake air tank includes:

[0030] When the real-time pressure of the brake air reservoir is detected to be less than the first air pressure threshold, the electromagnetic clutch is controlled to close until the real-time pressure of the brake air reservoir is detected to be greater than the second air pressure threshold, at which point the electromagnetic clutch is controlled to disengage.

[0031] In some embodiments of this application, based on the foregoing scheme, the method further includes:

[0032] When the high-voltage power supply of the vehicle is abnormal, the low-voltage controller is closed, and both the first and second high-voltage controllers are disconnected.

[0033] The low-voltage controller controls the dual-source motor to run at a constant second speed until the running time exceeds the protection time threshold.

[0034] The system detects the real-time pressure of the brake air reservoir, and controls the electromagnetic clutch to close when the real-time pressure of the brake air reservoir is detected to be less than a third air pressure threshold, until the real-time pressure of the brake air reservoir is detected to be greater than a fourth air pressure threshold, at which point the electromagnetic clutch is controlled to disengage.

[0035] According to a third aspect of the present application, a computer program product is provided, the computer program product including computer instructions stored in a computer-readable storage medium and adapted to be read and executed by a processor to cause a computer device having the processor to perform the method described in any of the embodiments of the second aspect above.

[0036] According to a fourth aspect of the present application, a computer-readable storage medium is provided, wherein computer program instructions are stored therein, the computer program instructions being loaded and executed by a processor to perform the operations performed by the method described in any of the embodiments of the second aspect above.

[0037] Based on the technical solution proposed in this application, the combined automotive power steering pump and brake pump device includes a first high-pressure controller, a second high-pressure controller, a dual-source motor, a high-pressure motor, a power steering pump, a brake pump, and an electromagnetic clutch. The dual-source motor is controlled by the first high-pressure controller and provides power to the power steering pump, while the high-pressure motor is controlled by the second high-pressure controller and provides power to the brake pump. The dual-source motor and the high-pressure motor are connected via an electromagnetic clutch. Under normal operating conditions, the two motors drive the power steering pump and the brake pump respectively, improving energy efficiency. In the event of a malfunction in either motor, the engagement of the electromagnetic clutch allows the normally operating motor to simultaneously drive both the power steering pump and the brake pump, ensuring the continuity of the vehicle's steering function and the normal operation of the braking function.

[0038] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0039] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort. In the drawings:

[0040] Figure 1 This is a schematic diagram of the first structure of a combined automotive power steering pump and brake air pump device provided in an embodiment of this application.

[0041] Figure 2 yes Figure 1 The first flowchart of the control method for the combined automotive power steering pump and brake air pump shown is shown.

[0042] Figure 3 yes Figure 1 The second flowchart shows the control method of the combined automotive power steering pump and brake air pump device.

[0043] Figure 4 yes Figure 1 The third flowchart of the control method for the combined automotive power steering pump and brake air pump shown.

[0044] Figure 5 This is a schematic diagram of the second structure of a combined automotive steering pump and brake pump device provided in one embodiment of this application.

[0045] Figure 6 yes Figure 2 The first flowchart of the control method for the combined automotive power steering pump and brake air pump shown is shown.

[0046] Figure 7 yes Figure 2 The second flowchart shows the control method of the combined automotive power steering pump and brake air pump device.

[0047] Figure 8 yes Figure 2 The third flowchart of the control method for the combined automotive power steering pump and brake air pump shown.

[0048] Figure 9 yes Figure 2 The fourth flowchart shows the control method of the combined automotive power steering pump and brake air pump device.

[0049] Figure 10 yes Figure 2 The fourth flowchart shows the control method of the combined automotive power steering pump and brake air pump device.

[0050] Figure 11 The hardware structure of the computer program product according to an embodiment of this application is illustrated.

[0051] Figure label:

[0052] First high-voltage controller 110, second high-voltage controller 120, dual-source motor 130, high-voltage motor 140, steering oil pump 150, brake air pump 160, electromagnetic clutch 170, low-voltage controller 180, vehicle high-voltage power supply 10, vehicle low-voltage power supply 20. Detailed Implementation

[0053] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0054] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a thorough understanding of embodiments of this application. However, those skilled in the art will recognize that the technical solutions of this application can be practiced without one or more of the specific details, or other methods, components, apparatuses, steps, etc., can be employed. In other instances, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of this application.

[0055] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, 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.

[0056] The flowcharts shown in the accompanying drawings are merely illustrative and do not necessarily include all content and operations / steps, nor do they necessarily have to be performed in the described order. For example, some operations / steps can be broken down, while others can be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.

[0057] In the description of this application, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, unless otherwise stated, "multiple" means two or more.

[0058] To enable those skilled in the art to better understand this application, the application scenarios involved in this application will be briefly described first.

[0059] The function of a car's steering system is to control the car's direction according to the driver's intentions. The steering system is crucial to driving safety; therefore, its components are referred to as safety components. The steering system, along with the braking system, are two systems that must be prioritized for vehicle safety.

[0060] The steering systems of existing vehicles on the market consist of a steering pump, a steering gear, and related steering system accessories. The power source for the steering pump is mostly an engine or an electric motor. When the engine or electric motor that provides the power source fails, the vehicle will lose its steering power, which will pose a certain hazard to the safe driving of the vehicle. The harm to special vehicles is even more immeasurable.

[0061] Based on this, this application proposes a combined vehicle steering pump and brake air pump device, which can ensure the continuity of vehicle steering function and the normal operation of braking function.

[0062] Reference Figure 1 , Figure 1 This is a schematic diagram of the first structure of a combined automotive power steering pump and brake air pump device according to an embodiment of this application. Figure 1As shown, the combined automotive power steering pump and brake pump device includes a first high-voltage controller 110, a second high-voltage controller 120, a dual-source motor 130, a high-voltage motor 140, a power steering pump 150, a brake pump 160, and an electromagnetic clutch 170. The first terminal of the first high-voltage controller 110 is connected to the vehicle's high-voltage power supply 10, and the second terminal of the first high-voltage controller 110 is connected to the first terminal of the dual-source motor 130, which in turn is connected to the power steering pump 150. The first terminal of the second high-voltage controller 120 is connected to the vehicle's high-voltage power supply 10, and the second terminal of the second high-voltage controller 120 is connected to the first terminal of the high-voltage motor 140, which in turn is connected to the brake pump 160. The first terminal of the electromagnetic clutch 170 is connected to the third terminal of the dual-source motor 130, and the second terminal of the electromagnetic clutch 170 is connected to the third terminal of the high-voltage motor 140.

[0063] In this embodiment, the dual-source motor 130 is a motor with two independent power drive systems, typically including a high-voltage drive system and a low-voltage drive system. These two drive systems share an output shaft, and one system can be selected to output power as needed. The dual-source motor 130 is controlled by a first high-voltage controller 110 and provides power to the steering pump 150. The high-voltage motor 140 is controlled by a second high-voltage controller 120 and provides power to the brake air pump 160.

[0064] In this embodiment, under normal operating conditions of the dual-source motor 130 and the high-voltage motor 140, the steering pump 150 and the brake pump 160 are driven by the two motors respectively, which improves energy efficiency. The dual-source motor 130 and the high-voltage motor 140 are connected by an electromagnetic clutch 170, so that if either motor fails, the normally operating motor can simultaneously drive the steering pump 150 and the brake pump 160 by engaging the electromagnetic clutch 170. If the dual-source motor 130 fails, the high-voltage motor 140 can simultaneously drive the steering pump 150 and the brake pump 160 by controlling the engagement of the electromagnetic clutch 170. If the high-voltage motor 140 fails, the dual-source motor 130 can simultaneously drive the steering pump 150 and the brake pump 160 by controlling the engagement of the electromagnetic clutch 170. This ensures the continuity of the vehicle's steering function and the normal operation of the braking function.

[0065] Reference Figure 2 , Figure 2 yes Figure 1 The first flowchart of the control method for the combined automotive power steering pump and brake air pump shown includes, but is not limited to, steps S210 to S230.

[0066] Step S210: When both the dual-source motor and the high-voltage motor are working normally, the electromagnetic clutch is kept in a normally open state.

[0067] Step S220: Detect the real-time pressure of the brake air tank and control the operation of the high-voltage motor according to the real-time pressure of the brake air tank.

[0068] Step S230: Control the dual-source motor to be in a long-term working state, and control and adjust the speed of the dual-source motor according to the vehicle speed and steering wheel angle.

[0069] In this embodiment of the application, based on Figure 1 The illustrated combined automotive power steering pump and brake air pump device, when both the dual-source motor 130 and the high-voltage motor 140 are operating normally, controls the electromagnetic clutch 170 to be in a normally open state. In this state, the two dual-source motors 130 and the high-voltage motor 140 drive the power steering pump 150 and the brake air pump 160 respectively, improving energy efficiency. Specifically, the first high-voltage controller 110 controls the dual-source motor 130 to operate continuously, adjusting its speed based on the vehicle speed and steering wheel angle. The operating speed of the dual-source motor 130 can be obtained through a two-dimensional lookup table based on the vehicle speed and steering wheel angle. This means that the speed of the dual-source motor 130 is determined by the detected current vehicle speed, steering wheel angle, and the correlation between vehicle speed, steering wheel angle, and speed. The higher the vehicle speed, the slower the speed of the dual-source motor 130; the larger the steering wheel angle, the faster the speed of the dual-source motor 130. The second high-pressure controller 120 detects the real-time pressure of the brake air reservoir and controls the operation of the high-pressure motor 140 based on this pressure. Specifically, when the real-time pressure of the brake air reservoir is detected to be lower than a first pressure threshold, the high-pressure motor 140 starts operating; then, the speed of the high-pressure motor 140 is adjusted according to the detected real-time pressure; when the real-time pressure of the brake air reservoir is detected to be higher than a second pressure threshold, the high-pressure motor 140 stops operating. The operating speed of the high-pressure motor 140 can be obtained by looking up the brake air reservoir pressure value in a table. That is, the speed of the high-pressure motor 140 is determined based on the detected brake air reservoir pressure value and the correspondence between brake air reservoir pressure value and speed. The higher the brake air reservoir pressure value, the lower the operating speed of the high-pressure motor 140. This reduces overall vehicle energy consumption while ensuring steering and braking performance.

[0070] Reference Figure 3 , Figure 3 yes Figure 1 The second flowchart of the control method for the combined automotive power steering pump and brake air pump shown includes, but is not limited to, steps S310 to S320.

[0071] Step S310: When the dual-source motor fails, the high-voltage motor operates normally, the electromagnetic clutch is kept in a normally closed state, and the first high-voltage controller is opened.

[0072] Step S320: Control the high-voltage motor to run at a constant first speed for a long period of time.

[0073] In this embodiment of the application, based on Figure 1 In the illustrated combined automotive power steering pump and brake air pump device, if the dual-source motor 130 fails while the high-voltage motor 140 operates normally, the electromagnetic clutch 170 is kept in a normally closed state, and the first high-voltage controller 110 is disengaged, thus disconnecting the high-voltage winding of the dual-source motor 130. Therefore, when the dual-source motor 130 fails, by keeping the electromagnetic clutch 170 in a normally closed state, the high-voltage motor 140 can simultaneously drive the power steering pump 150 and the brake air pump 160, ensuring the continuity of the vehicle's steering function and the normal operation of the braking function. At this time, the second high-voltage controller 120 no longer adjusts the speed of the high-voltage motor 140 based on the air pressure value of the brake air reservoir, but instead controls the high-voltage motor 140 to operate at a constant first speed V1 for an extended period to ensure the continuity of the steering function. Simultaneously, because the electromagnetic clutch 170 is in a normally closed state, the high-voltage motor 140 can provide power to the power steering pump 150, ensuring the continuity of the steering function.

[0074] Reference Figure 4 , Figure 4 yes Figure 1 The third flowchart of the control method for the combined automotive power steering pump and brake air pump shown includes, but is not limited to, steps S410 to S430.

[0075] Step S410: When the high-voltage motor fails, the dual-source motor operates normally, and the second high-voltage controller is disconnected.

[0076] Step S420: Detect the real-time pressure of the brake air tank, and control the opening and closing of the electromagnetic clutch according to the real-time pressure of the brake air tank.

[0077] Step S430: Control the dual-source motor to be in a long-term working state, and control and adjust the speed of the dual-source motor according to the vehicle speed and steering wheel angle.

[0078] In this embodiment of the application, based on Figure 1The illustrated combined automotive power steering pump and brake air pump device, if the high-voltage motor 140 malfunctions while the dual-source motor 130 operates normally, controls the second high-voltage controller 120 to disconnect, thus disconnecting the high-voltage motor 140. The first high-voltage controller 110 then controls the dual-source motor 130 to operate continuously, simultaneously driving the power steering pump 150 and the brake air pump 160. Specifically, the first high-voltage controller 110 controls the dual-source motor 130 to operate continuously, adjusting its speed based on vehicle speed and steering wheel angle. The operating speed of the dual-source motor 130 can be obtained using a two-dimensional lookup table based on vehicle speed and steering wheel angle. This means the speed of the dual-source motor 130 is determined by the detected current vehicle speed, steering wheel angle, and the correlation between vehicle speed, steering wheel angle, and speed. Higher vehicle speeds result in slower dual-source motor 130 speeds; larger steering wheel angles result in faster dual-source motor 130 speeds. Simultaneously, the real-time pressure of the brake air reservoir is detected, and the electromagnetic clutch 170 is controlled to open and close based on the detected real-time pressure. Specifically, when the detected real-time pressure of the brake air reservoir is less than a first air pressure threshold, the electromagnetic clutch 170 is closed until the detected real-time pressure of the brake air reservoir is greater than a second air pressure threshold, at which point the electromagnetic clutch 170 is disengaged. That is, when power is needed to supply the brake pump 160 (i.e., the real-time pressure of the brake air reservoir is less than the first air pressure threshold), the electromagnetic clutch 170 is closed, allowing the dual-source motor 130 to provide power to the brake pump 160. When power is not needed to supply the brake pump 160 (i.e., the real-time pressure of the brake air reservoir is greater than the second air pressure threshold), the electromagnetic clutch 170 is disengaged, thus preventing the brake pump 160 from operating. Therefore, when the high-voltage motor 140 malfunctions, the first high-voltage controller 110 controls the dual-source motor 130 to operate continuously, and controls the opening and closing of the electromagnetic clutch 170 based on the real-time pressure of the brake air reservoir. When the brake air pump 160 needs to be driven, the dual-source motor 130 can drive the brake air pump 160 by controlling the closing of the electromagnetic clutch 170. This ensures the continuity of the vehicle's steering function and the normal operation of the braking function.

[0079] Reference Figure 5 , Figure 5 This is a schematic diagram of the second structure of a combined automotive power steering pump and brake air pump device according to an embodiment of this application. Figure 5As shown, the combined automotive power steering pump and brake pump device includes a first high-voltage controller 110, a second high-voltage controller 120, a dual-source motor 130, a high-voltage motor 140, a power steering pump 150, a brake pump 160, and an electromagnetic clutch 170. The first terminal of the first high-voltage controller 110 is connected to the vehicle's high-voltage power supply 10, and the second terminal of the first high-voltage controller 110 is connected to the first terminal of the dual-source motor 130, which in turn is connected to the power steering pump 150. The first terminal of the second high-voltage controller 120 is connected to the vehicle's high-voltage power supply 10, and the second terminal of the second high-voltage controller 120 is connected to the first terminal of the high-voltage motor 140, which in turn is connected to the brake pump 160. The first terminal of the electromagnetic clutch 170 is connected to the third terminal of the dual-source motor 130, and the second terminal of the electromagnetic clutch 170 is connected to the third terminal of the high-voltage motor 140. The combined automotive power steering pump and brake air pump device also includes a low-voltage controller 180. The first end of the low-voltage controller 180 is used to connect to the vehicle's low-voltage power supply 20, and the second end of the low-voltage controller 180 is connected to the fourth end of the dual-source motor 130.

[0080] In this embodiment, the dual-source motor 130 is controlled by the first high-voltage controller 110 and provides power to the steering pump 150. The dual-source motor 130 can also be controlled by the low-voltage controller 180 and provide power to the steering pump 150. The high-voltage motor 140 is controlled by the second high-voltage controller 120 and provides power to the brake air pump 160.

[0081] In this embodiment, under normal operating conditions of the dual-source motor 130 and the high-voltage motor 140, the steering pump 150 and the brake pump 160 are driven by the two motors respectively, which improves energy efficiency. The dual-source motor 130 and the high-voltage motor 140 are connected by an electromagnetic clutch 170, so that if either motor fails, the normally operating motor can simultaneously drive the steering pump 150 and the brake pump 160 by engaging the electromagnetic clutch 170. If the dual-source motor 130 fails, the high-voltage motor 140 can simultaneously drive the steering pump 150 and the brake pump 160 by controlling the engagement of the electromagnetic clutch 170. If the high-voltage motor 140 fails, the dual-source motor 130 can simultaneously drive the steering pump 150 and the brake pump 160 by controlling the engagement of the electromagnetic clutch 170. Furthermore, in the event of an abnormality in the vehicle's high-voltage power supply, the low-voltage controller 180 can control the operation of the low-voltage winding of the dual-source motor 130, and by controlling the engagement of the electromagnetic clutch 170, the dual-source motor 130 can simultaneously drive the steering pump 150 and the brake air pump 160. This ensures the continuity of the vehicle's steering function and the normal operation of its braking function.

[0082] Reference Figure 6 , Figure 6 yes Figure 2The first flowchart of the control method for the combined automotive power steering pump and brake air pump shown includes, but is not limited to, steps S610 to S630.

[0083] Step S610: When both the dual-source motor and the high-voltage motor are working normally, control the electromagnetic clutch to be in a normally open state and control the low-voltage controller to be disconnected.

[0084] Step S620: Detect the real-time pressure of the brake air tank and control the operation of the high-voltage motor according to the real-time pressure of the brake air tank.

[0085] Step S630: Control the dual-source motor to be in a long-term working state, and control and adjust the speed of the dual-source motor according to the vehicle speed and steering wheel angle.

[0086] In this embodiment of the application, based on Figure 2 The illustrated combined automotive power steering pump and brake air pump device, when both the dual-source motor 130 and the high-voltage motor 140 are operating normally, controls the electromagnetic clutch 170 to be in a normally open state and controls the low-voltage controller 180 to be disconnected, thus disconnecting the low-voltage winding of the dual-source motor 130. At this time, the two dual-source motors 130 and the high-voltage motor 140 drive the power steering pump 150 and the brake air pump 160 respectively, improving energy efficiency. Specifically, the first high-voltage controller 110 controls the dual-source motor 130 to be in a long-term operating state and adjusts the speed of the dual-source motor 130 according to the vehicle speed and steering wheel angle. The operating speed of the dual-source motor 130 can be obtained by a two-dimensional lookup table based on the vehicle speed and steering wheel angle; that is, the speed of the dual-source motor 130 can be determined based on the detected current vehicle speed, steering wheel angle, and the correspondence between vehicle speed, steering wheel angle, and speed. The higher the vehicle speed, the slower the speed of the dual-source motor 130; the larger the steering wheel angle, the faster the speed of the dual-source motor 130. The second high-pressure controller 120 detects the real-time pressure of the brake air reservoir and controls the operation of the high-pressure motor 140 based on this pressure. Specifically, when the real-time pressure of the brake air reservoir is detected to be less than a first pressure threshold, the high-pressure motor 140 starts operating; then, based on the detected real-time pressure, the speed of the high-pressure motor 140 is adjusted; when the real-time pressure of the brake air reservoir is detected to be greater than a second pressure threshold, the high-pressure motor 140 stops operating. The operating speed of the high-pressure motor 140 can be obtained by looking up the brake air reservoir pressure value in a table. That is, the speed of the high-pressure motor 140 is determined based on the detected brake air reservoir pressure value and the correspondence between brake air reservoir pressure value and speed. The higher the brake air reservoir pressure value, the lower the operating speed of the high-pressure motor 140. This reduces overall vehicle energy consumption while ensuring steering and braking performance.

[0087] Reference Figure 7 ,Figure 7 yes Figure 2 The second flowchart of the control method for the combined automotive power steering pump and brake air pump shown includes, but is not limited to, steps S710 to S720.

[0088] Step S710: When the dual-source motor fails, the high-voltage motor operates normally, the electromagnetic clutch is kept in a normally closed state, and both the low-voltage controller and the first high-voltage controller are disconnected.

[0089] Step S720: Control the high-voltage motor to run at a constant first speed for a long period of time.

[0090] In this embodiment of the application, based on Figure 2 In the illustrated combined automotive power steering pump and brake air pump device, if the dual-source motor 130 fails while the high-voltage motor 140 operates normally, the electromagnetic clutch 170 is kept in a normally closed state, and both the low-voltage controller 180 and the first high-voltage controller 110 are disconnected, thus breaking the circuit in both the high-voltage and low-voltage windings of the dual-source motor 130. Therefore, when the dual-source motor 130 fails, by keeping the electromagnetic clutch 170 in a normally closed state, the high-voltage motor 140 can simultaneously drive the power steering pump 150 and the brake air pump 160, ensuring the continuity of the vehicle's steering function and the normal operation of the braking function. At this time, the second high-voltage controller 120 no longer adjusts the speed of the high-voltage motor 140 based on the air pressure in the brake air reservoir, but instead controls the high-voltage motor 140 to operate at a constant first speed V1 for an extended period to ensure the continuity of the steering function. Simultaneously, because the electromagnetic clutch 170 is in a normally closed state, the high-voltage motor 140 can provide power to the power steering pump 150, ensuring the continuity of the steering function.

[0091] Reference Figure 8 , Figure 8 yes Figure 2 The third flowchart of the control method for the combined automotive power steering pump and brake air pump shown includes, but is not limited to, steps S810 to S830.

[0092] Step S810: When the high-voltage motor fails, the dual-source motor operates normally, and both the second high-voltage controller and the low-voltage controller are disconnected.

[0093] Step S820: Detect the real-time pressure of the brake air tank, and control the opening and closing of the electromagnetic clutch according to the real-time pressure of the brake air tank.

[0094] Step S830: Control the dual-source motor to be in a long-term working state, and control and adjust the speed of the dual-source motor according to the vehicle speed and steering wheel angle.

[0095] In this embodiment of the application, based on Figure 2In the illustrated combined automotive power steering pump and brake air pump device, if the high-voltage motor 140 malfunctions while the dual-source motor 130 operates normally, both the second high-voltage controller 120 and the low-voltage controller 180 are disconnected, causing the high-voltage motor 140 and the low-voltage winding of the dual-source motor 130 to be disconnected. The first high-voltage controller 130 then controls the dual-source motor 130 to operate continuously, simultaneously driving the power steering pump 150 and the brake air pump 160. Specifically, the first high-voltage controller 110 controls the dual-source motor 130 to operate continuously, adjusting its speed based on the vehicle speed and steering wheel angle. The operating speed of the dual-source motor 130 can be obtained by a two-dimensional lookup table based on the vehicle speed and steering wheel angle. This means the speed of the dual-source motor 130 can be determined by the detected current vehicle speed, steering wheel angle, and the correlation between vehicle speed, steering wheel angle, and motor speed. The higher the vehicle speed, the slower the speed of the dual-source motor 130; the larger the steering wheel angle, the faster the speed of the dual-source motor 130. Simultaneously, the real-time pressure of the brake air reservoir is detected, and the electromagnetic clutch 170 is controlled to open and close based on this detected pressure. Specifically, when the real-time pressure of the brake air reservoir is detected to be less than a first pressure threshold, the electromagnetic clutch 170 is closed until the real-time pressure of the brake air reservoir is detected to be greater than a second pressure threshold, at which point the electromagnetic clutch 170 is disengaged. This means that when power is needed to supply the brake pump 160 (i.e., the real-time pressure of the brake air reservoir is less than the first pressure threshold), the electromagnetic clutch 170 is closed, allowing the dual-source motor 130 to power the brake pump 160. When power is not needed to supply the brake pump 160 (i.e., the real-time pressure of the brake air reservoir is greater than the second pressure threshold), the electromagnetic clutch 170 is disengaged, thus preventing the brake pump 160 from operating. Therefore, when the high-voltage motor 140 malfunctions, the first high-voltage controller 110 controls the dual-source motor 130 to operate continuously, and controls the opening and closing of the electromagnetic clutch 170 based on the real-time pressure of the brake air reservoir. When the brake air pump 160 needs to be driven, the dual-source motor 130 can drive the brake air pump 160 by controlling the closing of the electromagnetic clutch 170. This ensures the continuity of the vehicle's steering function and the normal operation of the braking function.

[0096] Reference Figure 9 , Figure 9 yes Figure 2 The fourth flowchart of the control method for the combined automotive power steering pump and brake air pump shown includes, but is not limited to, steps S910 to S930.

[0097] Step S910: When the high-voltage power supply of the vehicle is abnormal, control the low-voltage controller to close and control both the first high-voltage controller and the second high-voltage controller to disconnect.

[0098] In step S920, the low-voltage controller controls the dual-source motor to run at a constant second speed until the running time exceeds the protection time threshold.

[0099] Step S930: Detect the real-time pressure of the brake air tank, and when the real-time pressure of the brake air tank is detected to be less than the third air pressure threshold, control the electromagnetic clutch to close until the real-time pressure of the brake air tank is detected to be greater than the fourth air pressure threshold, then control the electromagnetic clutch to disengage.

[0100] In this embodiment of the application, based on Figure 2 The illustrated combined automotive power steering pump and brake air pump device, if the vehicle's high-voltage power supply 10 malfunctions, controls both the first high-voltage controller 110 and the second high-voltage controller 120 to disconnect, thus breaking the high-voltage winding and the high-voltage motor of the dual-source motor 130. Simultaneously, it controls the low-voltage controller 180 to close, thus conducting the low-voltage winding of the dual-source motor 130. At this time, the low-voltage controller 180 controls the dual-source motor 130 to operate at a constant second speed V2 until the operating time exceeds the protection time threshold, ensuring the vehicle can safely pull over while in motion. Simultaneously, it detects the real-time pressure of the brake air reservoir and controls the opening and closing of the electromagnetic clutch 170 based on the detected real-time pressure. Specifically, when the detected real-time pressure of the brake air reservoir is less than a third air pressure threshold, it controls the electromagnetic clutch 170 to close until the detected real-time pressure of the brake air reservoir is greater than a fourth air pressure threshold, at which point it controls the electromagnetic clutch 170 to disengage. In the event of a high-voltage power supply failure in the vehicle, the opening and closing of the electromagnetic clutch 170 can be controlled to allow the low-voltage controller 180 to control the dual-source motor 130 to simultaneously drive both the steering pump 150 and the brake pump 160 when the brake pump 160 needs to be driven. Conversely, when the brake pump 160 does not need to be driven, the low-voltage controller 180 controls the dual-source motor 130 to drive the steering pump 150, ensuring the continuity of the vehicle's steering function and the normal operation of the braking function, thus improving driving safety.

[0101] Reference Figure 10 , Figure 10 yes Figure 2 The fourth flowchart of the control method for the combined automotive power steering pump and brake air pump shown includes, but is not limited to, steps S1010 to S10260.

[0102] Step S1010: Under high pressure, the braking system and steering system perform self-checks.

[0103] Step S1020: Based on the self-test results, determine whether the current operating condition of the vehicle is that both the dual-source motor and the high-voltage motor are working normally.

[0104] Step S1030: When the current working condition is that both the dual-source motor and the high-voltage motor are working normally, the electromagnetic clutch is controlled to be in the normally open state, and the low-voltage controller is controlled to be disconnected.

[0105] Step S1040: Control the dual-source motor to be in a long-term working state, and control and adjust the speed of the dual-source motor according to the vehicle speed and steering wheel angle.

[0106] Step S1050: Detect whether the real-time pressure of the brake air tank is less than the first air pressure threshold.

[0107] Step S1060: When the real-time pressure of the brake air tank is detected to be less than the first air pressure threshold, the high-pressure motor is controlled to start working.

[0108] Step S1070: Control and adjust the speed of the high-voltage motor according to the real-time pressure of the brake air tank.

[0109] Step S1080: Detect whether the real-time pressure of the brake air tank is greater than the second air pressure threshold.

[0110] Step S1090: When the real-time pressure of the brake air tank is detected to be greater than the second air pressure threshold, the high-pressure motor is controlled to stop working.

[0111] Step S10100: When the current operating condition is not that both the dual-source motor and the high-voltage motor are working normally, determine whether the current operating condition of the vehicle is a dual-source motor fault or a high-voltage motor working normally.

[0112] Step S10110: When the current working condition is a dual-source motor failure, the high-voltage motor is working normally, the electromagnetic clutch is controlled to be in the normally closed state, and both the low-voltage controller and the first high-voltage controller are controlled to be disconnected.

[0113] Step S10120: Control the high-voltage motor to run at a constant first speed for a long period of time;

[0114] Step S10130: When the current operating condition is not a dual-source motor fault and the high-voltage motor is working normally, determine whether the current operating condition of the vehicle is a high-voltage motor fault and the dual-source motor is working normally.

[0115] Step S10140: When the current operating condition is a high-voltage motor failure and the dual-source motor is working normally, the control of the second high-voltage controller and the low-voltage controller is disconnected.

[0116] Step S10150: Control the dual-source motor to be in a long-term working state, and control and adjust the speed of the dual-source motor according to the vehicle speed and steering wheel angle.

[0117] Step S10160: Detect whether the real-time pressure of the brake air tank is less than the first air pressure threshold.

[0118] Step S10170: When the real-time pressure of the brake air tank is detected to be less than the first air pressure threshold, the electromagnetic clutch is controlled to close.

[0119] Step S10180: Detect whether the real-time pressure of the brake air tank is greater than the second air pressure threshold.

[0120] Step S10190: When the real-time pressure of the brake air tank is detected to be greater than the second air pressure threshold, the electromagnetic clutch is controlled to disengage.

[0121] Step S10200: When the current operating condition is not a high-voltage motor fault and the dual-source motor is working normally, determine whether the current operating condition of the vehicle is an abnormality of the vehicle's high-voltage power supply.

[0122] Step S10210: When the current operating condition is that the high voltage power supply of the whole vehicle is abnormal, control the low voltage controller to close, and control both the first high voltage controller and the second high voltage controller to disconnect.

[0123] In step S10220, the low-voltage controller controls the dual-source motor to run at a constant second speed until the running time exceeds the protection time threshold.

[0124] Step S10230: Detect whether the real-time pressure of the brake air tank is less than the third air pressure threshold.

[0125] Step S10240: When the real-time pressure of the brake air tank is detected to be less than the third air pressure threshold, the electromagnetic clutch is controlled to close.

[0126] Step S10250: Detect whether the real-time pressure of the brake air tank is greater than the fourth air pressure threshold.

[0127] Step S10260: When the real-time pressure of the brake air tank is detected to be greater than the fourth air pressure threshold, the electromagnetic clutch is disengaged.

[0128] In this embodiment, when the vehicle is under high pressure, the braking and steering systems perform self-checks. Based on the self-check results, four operating conditions are identified: ① both the dual-source motor and the high-voltage motor are operating normally; ② the dual-source motor fails, but the high-voltage motor operates normally; ③ the high-voltage motor fails, but both source motors operate normally; ④ the vehicle's high-voltage power supply is abnormal. Under different operating conditions, the optimal motor speed request for each motor can be calculated based on functional and energy consumption requirements, reducing the vehicle's energy consumption pressure. Furthermore, corresponding redundancy processing schemes can be provided according to different fault types, reducing the probability of the vehicle's steering and braking functions failing to operate normally, lowering the potential dangers caused by the electronic system, and improving driving safety.

[0129] Based on the same inventive concept, embodiments of this application also provide a computer program product, which includes computer instructions stored in a computer-readable storage medium and adapted to be read and executed by a processor to cause a computer device having the processor to perform the methods provided in any of the above embodiments.

[0130] Please see Figure 11 , Figure 11 The hardware structure of the computer program product according to an embodiment of this application is illustrated. The computer program product includes:

[0131] The processor 1101 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this application.

[0132] The memory 1102 can be implemented as a read-only memory (ROM), a static storage device, a dynamic storage device, or a random access memory (RAM). The memory 1102 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 1102 and is called and executed by the processor 1101 using the methods provided in any embodiment of this application.

[0133] Input / output interface 1103 is used to implement information input and output;

[0134] The communication interface 1104 is used to enable communication and interaction between this device and other devices. Communication can be achieved through wired means (such as USB, network cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0135] Bus 1105 transmits information between various components of the device (e.g., processor 1101, memory 1102, input / output interface 1103, and communication interface 1104);

[0136] The processor 1101, memory 1102, input / output interface 1103 and communication interface 1104 are connected to each other within the device via bus 1105.

[0137] Based on the same inventive concept, embodiments of this application provide a computer-readable storage medium storing at least one computer program instruction, which is loaded and executed by a processor to perform the operation as provided in any of the above embodiments.

[0138] The functions described herein may be implemented in hardware, software executed by a processor, firmware, or any combination thereof. If implemented in software executed by a processor, the functions may be stored as one or more instructions or codes on or transmitted via a computer-readable medium. Other examples and embodiments are within the scope and spirit of this application and the appended claims. For example, due to the nature of software, the functions described above may be implemented using software executed by a processor, hardware, firmware, hardwired, or any combination thereof. Furthermore, the functional units 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.

[0139] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0140] The units described as separate components may or may not be physically separate. Similarly, the components of the control device may or may not be physical units; they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment, depending on actual needs.

[0141] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing computer program instructions, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0142] The above description is merely an embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A control method for a combined automotive power steering pump and brake air pump device, characterized in that, The combined automotive power steering pump and brake air pump device includes a first high-pressure controller, a second high-pressure controller, a low-pressure controller, a dual-source motor, a high-pressure motor, a power steering pump, a brake air pump, and an electromagnetic clutch. The first terminal of the first high-voltage controller is used to connect to the high-voltage power supply of the vehicle, the second terminal of the first high-voltage controller is connected to the first terminal of the dual-source motor, and the second terminal of the dual-source motor is connected to the power steering pump. The first end of the second high-voltage controller is used to connect to the high-voltage power supply of the vehicle, the second end of the second high-voltage controller is connected to the first end of the high-voltage motor, and the second end of the high-voltage motor is connected to the brake air pump; The first end of the electromagnetic clutch is connected to the third end of the dual-source motor, and the second end of the electromagnetic clutch is connected to the third end of the high-voltage motor. The first terminal of the low-voltage controller is used to connect to the low-voltage power supply of the vehicle, and the second terminal of the low-voltage controller is connected to the fourth terminal of the dual-source motor. The method includes: When both the dual-source motor and the high-voltage motor are working normally, the electromagnetic clutch is kept in a normally open state; the real-time pressure of the brake air tank is detected, and the operation of the high-voltage motor is controlled according to the real-time pressure of the brake air tank; the dual-source motor is kept in a long-term working state, and the speed of the dual-source motor is adjusted according to the vehicle speed and steering wheel angle. When the dual-source motor fails, the high-voltage motor operates normally, controlling the electromagnetic clutch to be in a normally closed state and controlling the first high-voltage controller to be disconnected; controlling the high-voltage motor to run at a constant first speed for a long time; When the high-voltage motor fails, the dual-source motor operates normally, controlling the second high-voltage controller to disconnect; detecting the real-time pressure of the brake air tank, and controlling the opening and closing of the electromagnetic clutch according to the real-time pressure of the brake air tank; controlling the dual-source motor to be in a long-term working state, and controlling and adjusting the speed of the dual-source motor according to the vehicle speed and steering wheel angle; When the high-voltage power supply of the vehicle is abnormal, the low-voltage controller is closed, and both the first and second high-voltage controllers are disconnected. The low-voltage controller controls the dual-source motor to run at a constant second speed until the running time exceeds the protection time threshold. The real-time pressure of the brake air tank is detected, and when the real-time pressure of the brake air tank is detected to be less than the third air pressure threshold, the electromagnetic clutch is closed until the real-time pressure of the brake air tank is detected to be greater than the fourth air pressure threshold, at which point the electromagnetic clutch is disengaged.

2. The method according to claim 1, characterized in that, The step of controlling the operation of the high-voltage motor based on the real-time pressure of the brake air tank includes: When the real-time pressure of the brake air tank is detected to be less than the first air pressure threshold, the high-pressure motor is controlled to start working. The speed of the high-voltage motor is controlled and adjusted according to the real-time pressure of the brake air tank. When the real-time pressure of the brake air tank is detected to be greater than the second air pressure threshold, the high-voltage motor is controlled to stop working.

3. The method according to claim 1, characterized in that, The step of controlling the opening and closing of the electromagnetic clutch based on the real-time pressure of the brake air tank includes: When the real-time pressure of the brake air reservoir is detected to be less than the first air pressure threshold, the electromagnetic clutch is controlled to close until the real-time pressure of the brake air reservoir is detected to be greater than the second air pressure threshold, at which point the electromagnetic clutch is controlled to disengage.

4. A computer program product, characterized in that, The computer program product includes computer instructions stored in a computer-readable storage medium and adapted to be read and executed by a processor to cause a computer device having the processor to perform the method as described in any one of claims 1-3.

5. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer program instructions, which are loaded and executed by a processor to perform the operations performed by the method as described in any one of claims 1-3.

6. A combined automotive power steering pump and brake air pump device, characterized in that, The combined automotive power steering pump and brake air pump device is configured to perform the method as described in any one of claims 1-3.

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