Inflation pump control method and device of vehicle terminal and vehicle terminal

Abstract

The embodiment of the invention provides an inflation pump control method and device of a vehicle terminal and the vehicle terminal. Relates to the technical field of vehicle terminals. The method comprises the following steps: acquiring a data signal; wherein the data signal comprises an air pressure sensor signal of the vehicle terminal and an environment temperature signal of an area where the vehicle terminal is located. Determining a control mode according to the air pressure sensor signal and the environment temperature signal; wherein the control mode is used for indicating control information in different scenes. According to the control mode, an inflating pump in the vehicle terminal is controlled to work or stop, an unloading load is controlled to be opened or closed, and a regeneration valve is controlled to be opened or closed; wherein the inflation pump, the unloading load and the regeneration valve are used for removing obstacles in a brake pipeline of the vehicle terminal in the working process. The method is used for achieving the effect of reducing the braking risk of the vehicle terminal.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle terminals, and in particular to an air pump control method and device for a vehicle terminal and a vehicle terminal. Background Art

[0002] At present, pure electric semi-trailer heavy-duty trucks are used in harsh conditions and the environment and climate are complex and changeable. Especially in humid environments, they will have an impact on various systems and components of the vehicle, especially the air brake system of electric heavy-duty trucks. Therefore, it is necessary to ensure that the air brake system can stably exert its braking effect.

[0003] In the prior art, based on the air pressure values ​​fed back by the air pressure sensors and the electrical signals fed back by the dry tank unloading valve, the start and stop time of the air pump is controlled by sending the working and stopping instructions to the air pump controller. In cold regions, there is a risk of water accumulation in the brake pipes, which may lead to the freezing of the brake pipes, and thus cause adverse consequences such as brake failure. It is necessary to determine how to reduce the risk of brake pipe freezing to avoid brake risks such as brake failure.

[0004] Therefore, there is an urgent need for a method that can reduce the braking risk of vehicle terminals. Summary of the invention

[0005] The embodiments of the present application provide an air pump control method and device for a vehicle terminal and a vehicle terminal, so as to achieve the effect of reducing the braking risk of the vehicle terminal.

[0006] In a first aspect, an embodiment of the present application provides an air pump control method for a vehicle terminal, which is applied to the vehicle terminal, and the method includes:

[0007] Acquire a data signal; wherein the data signal includes an air pressure sensor signal of the vehicle terminal and an ambient temperature signal of the area where the vehicle terminal is located;

[0008] Determine a control mode according to the air pressure sensor signal and the ambient temperature signal; wherein the control mode is used to indicate control information in different scenarios;

[0009] According to the control mode, the air pump in the vehicle terminal is controlled to work or stop, the unloading load is opened or closed, and the regeneration valve is opened or closed; wherein the air pump, unloading load and regeneration valve are used to remove obstacles in the brake line of the vehicle terminal during operation.

[0010] In a possible implementation, the vehicle terminal includes a first air pressure sensor in a first air path and a second air pressure sensor in a second air path; the air pressure sensor signal includes a first air pressure sensor signal collected by the first air pressure sensor and a second air pressure sensor signal collected by the second air pressure sensor;

[0011] The determining of the control mode according to the air pressure sensor signal and the ambient temperature signal comprises:

[0012] Determine on / off information of the first gas path and the second gas path according to the first air pressure sensor signal and the second air pressure sensor signal;

[0013] If it is determined that the on-off information indicates that both the first air pressure sensor and the second air pressure sensor are in an open circuit fault state, or that either of the first air pressure sensor and the second air pressure sensor is in a short circuit fault state, then determining that the control mode is a brake safety electric air compressor redundant control mode;

[0014] If it is determined that the on-off information indicates that at least one of the first air pressure sensor and the second air pressure sensor is in a path failure state, or both the first air pressure sensor and the second air pressure sensor are in a path failure state, then the control mode is determined to be other control modes based on the first air pressure sensor signal, the second air pressure sensor signal, and the ambient temperature signal.

[0015] In a possible implementation manner, the other control modes are any one or more of the following:

[0016] If it is determined that the first air pressure sensor signal meets the preset first air pressure range, or the second air pressure sensor signal meets the first air pressure range, then determining that the other control mode is the electric air compressor zero-load start control mode;

[0017] If it is determined that the first air pressure sensor signal satisfies the preset second air pressure range, and the second air pressure sensor signal satisfies the second air pressure range, then determining that the other control mode is the electric air compressor normal regeneration control mode;

[0018] If it is determined that the first air pressure sensor signal satisfies a preset third air pressure range, and the second air pressure sensor signal satisfies the third air pressure range, and the holding time of the air pressure value represented by the first air pressure sensor signal and the holding time of the air pressure value represented by the second air pressure sensor signal are both greater than a preset first time threshold, then it is determined that the other control mode is the electric air compressor forced regeneration control mode;

[0019] The data signal also includes the number of pipe deicing mode times; if it is determined that the first air pressure sensor signal satisfies a preset fourth air pressure range, and the second air pressure sensor signal satisfies the fourth air pressure range, and the temperature value represented by the ambient temperature signal is less than a preset temperature threshold, and the vehicle terminal is in a high-pressure ready state, and the number of pipe deicing mode times is a preset threshold, then it is determined that the other control mode is an electric air compressor pipe deicing control mode.

[0020] In a possible implementation manner, the vehicle terminal is provided with a condenser drain valve; and according to the control mode, controlling the operation or shutdown of the air pump in the vehicle terminal, the opening or closing of the unloading, and the opening or closing of the regeneration valve includes:

[0021] If the control mode is the electric air compressor pipeline deicing control mode, the air pump in the vehicle terminal is controlled to work, the preset pipeline deicing working time is counted from zero, the pipeline deicing mode times are increased by 1, the air pump is controlled to work, and the regeneration valve is closed; and a message is generated based on a preset time period, and the condenser drain valve is controlled to open according to the message;

[0022] If it is determined that the vehicle terminal is not in a high-pressure ready state, or the pipeline deicing working time is greater than or equal to a preset second time threshold, the current electric air compressor pipeline deicing control mode is switched to an electric air compressor no work request control mode, and in the electric air compressor no work request control mode, the air pump is controlled to shut down.

[0023] In a possible implementation, the control of the air pump in the vehicle terminal to start or stop, the opening or closing of the unloading device, and the opening or closing of the regeneration valve according to the control mode includes:

[0024] If the control mode is a brake safety electric air compressor redundant control mode, an electric air compressor air pump working signal and a first activation instrument pop-up window signal are generated;

[0025] According to the operation signal of the electric air compressor air pump, the air pump in the vehicle terminal is controlled to work, the unloading valve is closed, and the regeneration valve is closed; and the first working time of the air pump is counted from zero, and the instrument pop-up window is activated according to the first activation instrument pop-up window signal;

[0026] If it is determined that the first working time is greater than or equal to a preset third time threshold, a stop signal of the electric air compressor air pump is generated; and according to the stop signal of the electric air compressor air pump, the air pump is controlled to stop;

[0027] Obtain a brake switch signal from the vehicle terminal; and control the air pump to start or stop according to the brake switch signal.

[0028] In a possible implementation manner, controlling the air pump to start or stop according to the brake switch signal includes:

[0029] Repeat the following steps until the brake safety electric air compressor redundant control mode is exited:

[0030] If it is determined that the brake switch signal is a first preset value, the air pump is controlled to operate;

[0031] If it is determined that the brake switch signal is a second preset value, the air pump is controlled to work, and the second working time of the air pump is counted from zero;

[0032] If it is determined that the second working duration is greater than or equal to a preset fourth duration threshold, the air pump is controlled to shut down.

[0033] In a possible implementation, the control of the air pump in the vehicle terminal to start or stop, the opening or closing of the unloading device, and the opening or closing of the regeneration valve according to the control mode includes:

[0034] If the control mode is the electric air compressor forced regeneration control mode, the air pump in the vehicle terminal is controlled to stop, the unloading valve is opened, and the regeneration valve is opened;

[0035] If the control mode is the electric air compressor zero-load start control mode, the air pump in the vehicle terminal is controlled to work;

[0036] If the control mode is the normal regeneration control mode of the electric air compressor, the air pump in the vehicle terminal is controlled to stop.

[0037] In a possible implementation manner, the vehicle terminal is provided with an electric air compressor solenoid valve; the method further comprises:

[0038] respectively determining a first average change rate of the air pressure value represented by the first air pressure sensor signal within a preset period and a second average change rate of the air pressure value represented by the second air pressure sensor signal within the preset period;

[0039] The state of the solenoid valve of the electric air compressor is determined according to the first average change rate and the second average change rate; and when the state represents a fault state, an instrument pop-up window is activated.

[0040] In a possible implementation manner, determining the state of the solenoid valve of the electric air compressor according to the first average change rate and the second average change rate; and activating an instrument pop-up window when the state represents a fault state, includes:

[0041] In the case where the vehicle terminal satisfies a preset first condition, if it is determined that the vehicle terminal satisfies a preset jam condition, then the state of the solenoid valve of the electric air compressor is determined to be a jam state; in the jam state, a second instrument pop-up activation signal is generated; according to the second instrument pop-up activation signal, an instrument pop-up is activated and jam prompt information of the solenoid valve of the electric air compressor is displayed;

[0042] When the vehicle terminal satisfies the preset second condition, if it is determined that the vehicle terminal satisfies the preset short-circuit and open-circuit conditions, the state of the electric air compressor solenoid valve is determined to be a short-circuit state or an open-circuit state; in the short-circuit state or the open-circuit state, a third instrument pop-up activation signal is generated; according to the third instrument pop-up activation signal, the instrument pop-up is activated and the short-circuit and open-circuit prompt information of the electric air compressor solenoid valve is displayed.

[0043] In a possible implementation, the method further includes:

[0044] Acquire a wheel differential state signal, an axle differential state signal, a power take-off state signal, a shift request signal of an automatic transmission control unit, a power-swap lock signal, a brake switch signal, and a handbrake state signal of the vehicle terminal; wherein the wheel differential state signal is used to determine the wheel differential state, the axle differential state signal is used to determine the axle differential state, the power take-off state signal is used to determine the power take-off state, the automatic transmission control unit shift request signal is used to determine whether there is a shift request, the power-swap lock signal is used to determine the power-swap lock state, the brake switch signal is used to determine whether the brake switch is closed, and the handbrake state signal is used to determine the handbrake state;

[0045] The preset first condition includes:

[0046] There is no change in the seven states or no shift request, and the duration of the seven states is greater than the preset fifth duration threshold, and the electric air compressor is in a no-work request control mode; wherein, there is no change in the seven states or no shift request, including that the automatic transmission control unit has no shift request, and the handbrake state has no change, and the brake switch is not closed, and the wheel differential state has no change, and the shaft differential state has no change, and the power exchange lock state has no change, and the power take-off state has no change;

[0047] The preset stuck conditions include:

[0048] The first average change rate and the second average change rate both meet a preset first change rate condition, and the duration of the stuck state is greater than a preset sixth duration threshold; wherein the preset first change rate condition includes: the first average change rate is greater than or equal to a preset first change rate threshold, or the second average change rate is greater than or equal to a preset second change rate threshold;

[0049] The preset second condition includes:

[0050] There is no change in the seven states or no shift request, and the holding time of the seven states is greater than the fifth time threshold, and the electric air compressor is in the normal regeneration control mode / forced regeneration control mode; wherein, there is no change in the seven states or no shift request, including that the automatic transmission control unit has no shift request, and the handbrake state has not changed, and the brake switch is not closed, and the wheel differential state has not changed, and the shaft differential state has not changed, and the power exchange lock state has not changed, and the power take-off state has not changed;

[0051] The preset short circuit and disconnection conditions include:

[0052] Both the first average change rate and the second average change rate satisfy the preset second change rate condition, and the duration of the jam is greater than the preset seventh duration threshold; wherein, the preset second change rate condition includes: the first average change rate is less than the preset third change rate threshold, or the second average change rate is less than the preset fourth change rate threshold.

[0053] In a second aspect, an embodiment of the present application provides an air pump control device for a vehicle terminal, comprising:

[0054] An acquisition module, used for acquiring a data signal; wherein the data signal includes an air pressure sensor signal of the vehicle terminal and an ambient temperature signal of the area where the vehicle terminal is located;

[0055] A first determination module, configured to determine a control mode according to the air pressure sensor signal and the ambient temperature signal; wherein the control mode is used to indicate control information in different scenarios;

[0056] A control module is used to control the operation or shutdown of the air pump, the opening or closing of the unloading load, and the opening or closing of the regeneration valve in the vehicle terminal according to the control mode; wherein the air pump, the unloading load and the regeneration valve are used to remove obstacles in the brake line of the vehicle terminal during operation.

[0057] In a possible implementation, the target heavy truck vehicle terminal includes a first air pressure sensor located in a first line air path and a second air pressure sensor located in a second line air path; the air pressure sensor signal includes a first air pressure sensor signal collected by the first air pressure sensor and a second air pressure sensor signal collected by the second air pressure sensor;

[0058] The first determining module includes:

[0059] A first determining unit, configured to determine on / off information of the first line gas path and the second line gas path according to the first air pressure sensor signal and the second air pressure sensor signal;

[0060] a second determining unit, configured to determine that the control mode is a brake safety electric air compressor redundant control mode if it is determined that the on-off information indicates that both the first line of the first air pressure sensor and the second line of the second air pressure sensor are in an open circuit fault state, or that the air pressure sensor of either the first line of the first air pressure sensor or the second line of the second air pressure sensor is in a short circuit fault state;

[0061] The third determination unit is used to determine that the control mode is another control mode according to the first air pressure sensor signal, the second air pressure sensor signal, and the ambient temperature signal if it is determined that the on-off information indicates that at least one of the first line of the first air pressure sensor and the second line of the second air pressure sensor is in a circuit fault state, or both the first line of the first air pressure sensor and the second line of the second air pressure sensor are in a circuit fault state.

[0062] In a possible implementation manner, the other control modes are any one or more of the following:

[0063] If it is determined that the first air pressure sensor signal meets the preset first air pressure range, or the second air pressure sensor signal meets the first air pressure range, then the other control mode is determined to be the electric air compressor zero-load starting control mode.

[0064] If it is determined that the first air pressure sensor signal satisfies a preset second air pressure range, and the second air pressure sensor signal satisfies the second air pressure range, then the other control mode is determined to be a normal regeneration control mode of the electric air compressor.

[0065] If it is determined that the first air pressure sensor signal satisfies a preset third air pressure range, and the second air pressure sensor signal satisfies the third air pressure range, and the retention time of the air pressure value represented by the first air pressure sensor signal and the retention time of the air pressure value represented by the second air pressure sensor signal are both greater than the preset first time threshold, then it is determined that the other control mode is the electric air compressor forced regeneration control mode.

[0066] The data signal also includes the number of pipeline deicing mode times; if it is determined that the first air pressure sensor signal satisfies a preset fourth air pressure range, and the second air pressure sensor signal satisfies the fourth air pressure range, and the temperature value represented by the ambient temperature signal is less than a preset temperature threshold, and the target heavy truck vehicle terminal is in a high-pressure ready state, and the number of pipeline deicing mode times is a preset threshold, then it is determined that the other control mode is an electric air compressor pipeline deicing control mode.

[0067] In a possible implementation manner, the target heavy truck terminal is provided with a condenser drain valve; the control module is specifically used for:

[0068] If the control mode is the electric air compressor pipeline deicing control mode, the air pump in the target heavy truck terminal is controlled to work, the preset pipeline deicing working time when the air pump is working is counted from zero, the pipeline deicing mode times are increased by 1, the air pump is controlled to work, and the regeneration valve is closed; and a message is generated based on a preset time period, and the condenser drain valve is controlled to open according to the message;

[0069] If it is determined that the target heavy-duty truck terminal is not in a high-pressure ready state, or the pipeline deicing working time is greater than or equal to a preset second time threshold, the current electric air compressor pipeline deicing control mode is switched to an electric air compressor no work request control mode, and in the electric air compressor no work request control mode, the air pump is controlled to shut down.

[0070] In a possible implementation manner, the control module is specifically used to:

[0071] A generating unit, for generating an electric air compressor air pump working signal and a first activation instrument pop-up window signal if the control mode is a brake safety electric air compressor redundant control mode;

[0072] A first control unit is used to control the operation of the air pump, closing of the unloading valve, and closing of the regeneration valve in the target heavy truck terminal according to the operation signal of the air pump of the electric air compressor; and to count the first working time of the air pump from zero, and to activate the instrument pop-up window according to the first activation instrument pop-up window signal;

[0073] A second control unit is configured to generate an electric air compressor pump stop signal if it is determined that the first working time is greater than or equal to a preset third time threshold; and control the pump to stop according to the electric air compressor pump stop signal;

[0074] The third control unit is used to obtain the brake switch signal of the target heavy truck terminal; and control the air pump to work or stop according to the brake switch signal.

[0075] In a possible implementation manner, the third control unit is specifically configured to:

[0076] Repeat the following steps until the brake safety electric air compressor redundant control mode is exited:

[0077] If it is determined that the brake switch signal is a first preset value, the air pump is controlled to operate;

[0078] If it is determined that the brake switch signal is a second preset value, the air pump is controlled to work, and the second working time of the air pump is counted from zero;

[0079] If it is determined that the second working duration is greater than or equal to a preset fourth duration threshold, the air pump is controlled to shut down.

[0080] In a possible implementation manner, the control module is specifically used to:

[0081] If the control mode is the electric air compressor forced regeneration control mode, the air pump in the target heavy truck terminal is controlled to stop, the unloading valve is opened, and the regeneration valve is opened;

[0082] If the control mode is the electric air compressor zero-load start control mode, the air pump in the target heavy truck terminal is controlled to operate;

[0083] If the control mode is the normal regeneration control mode of the electric air compressor, the air pump in the target heavy truck terminal is controlled to shut down.

[0084] In a possible implementation manner, the target heavy truck terminal is provided with an electric air compressor solenoid valve; the device further comprises:

[0085] A second determination module, used to respectively determine a first average change rate of the air pressure value represented by the first air pressure sensor signal within a preset period and a second average change rate of the air pressure value represented by the second air pressure sensor signal within the preset period;

[0086] The activation module is used to determine the state of the solenoid valve of the electric air compressor according to the first average change rate and the second average change rate; and activate the instrument pop-up window when the state represents a fault state.

[0087] In a possible implementation manner, the activation module is specifically used to:

[0088] In the case where the target heavy truck vehicle terminal satisfies a preset first condition, if it is determined that the target heavy truck vehicle terminal satisfies a preset jam condition, then the state of the electric air compressor solenoid valve is determined to be a jam state; in the jam state, a second instrument pop-up activation signal is generated; according to the second instrument pop-up activation signal, an instrument pop-up is activated and jam prompt information of the electric air compressor solenoid valve is displayed;

[0089] When the target heavy-duty truck vehicle terminal satisfies the preset second condition, if it is determined that the target heavy-duty truck vehicle terminal satisfies the preset short-circuit and open-circuit conditions, the state of the electric air compressor solenoid valve is determined to be a short-circuit state or an open-circuit state; in the short-circuit state or the open-circuit state, a third instrument pop-up activation signal is generated; according to the third instrument pop-up activation signal, the instrument pop-up is activated and the short-circuit and open-circuit prompt information of the electric air compressor solenoid valve is displayed.

[0090] In a possible implementation manner, the device is further specifically used for:

[0091] Acquire the wheel differential state signal, the axle differential state signal, the power take-off state signal, the shift request signal of the automatic transmission control unit, the power-swap lock signal, the brake switch signal, and the handbrake state signal of the target heavy-duty truck terminal; wherein the wheel differential state signal is used to determine the wheel differential state, the axle differential state signal is used to determine the axle differential state, the power take-off state signal is used to determine the power take-off state, the automatic transmission control unit shift request signal is used to determine whether there is a shift request, the power-swap lock signal is used to determine the power-swap lock state, the brake switch signal is used to determine whether the brake switch is closed, and the handbrake state signal is used to determine the handbrake state;

[0092] The preset first condition includes:

[0093] There is no change in the seven states or no shift request, and the retention time of the seven states is greater than the preset fifth time threshold, and the electric air compressor is in a no-work request control mode; wherein, there is no change in the seven states or no shift request, including that the automatic transmission control unit has no shift request, and the handbrake state has no change, and the brake switch is not closed, and the wheel differential state has no change, and the shaft differential state has no change, and the power exchange lock state has no change, and the power take-off state has no change;

[0094] The preset stuck conditions include:

[0095] The first average change rate and the second average change rate both meet a preset first change rate condition, and the duration of the stuck state is greater than a preset sixth duration threshold; wherein the preset first change rate condition includes: the first average change rate is greater than or equal to a preset first change rate threshold, or the second average change rate is greater than or equal to a preset second change rate threshold;

[0096] The preset second condition includes:

[0097] There is no change in the seven states or no shift request, and the retention time of the seven states is greater than the fifth duration threshold, and the electric air compressor is in the normal regeneration control mode / forced regeneration control mode; wherein, there is no change in the seven states or no shift request, including that the automatic transmission control unit has no shift request, and the handbrake state has not changed, and the brake switch is not closed, and the wheel differential state has not changed, and the shaft differential state has not changed, and the power exchange lock state has not changed, and the power take-off state has not changed;

[0098] The preset short circuit and disconnection conditions include:

[0099] Both the first average change rate and the second average change rate satisfy the preset second change rate condition, and the duration of the jam is greater than the preset seventh duration threshold; wherein, the preset second change rate condition includes: the first average change rate is less than the preset third change rate threshold, or the second average change rate is less than the preset fourth change rate threshold.

[0100] In a third aspect, an embodiment of the present application provides a vehicle terminal, including: a memory, a processor;

[0101] The memory stores computer-executable instructions;

[0102] The processor executes the computer-executable instructions stored in the memory, so that the processor executes the above first aspect and / or various possible implementations of the first aspect.

[0103] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, in which computer-executable instructions are stored. When the computer-executable instructions are executed by a processor, they are used to implement the first aspect above and / or various possible implementations of the first aspect.

[0104] In a fifth aspect, an embodiment of the present application provides a computer program product, including a computer program, which, when executed by a processor, implements the above first aspect and / or various possible implementation methods of the first aspect.

[0105] The air pump control method, device and vehicle terminal of the vehicle terminal provided in the embodiment of the present application obtain data signals; wherein the data signals include the air pressure sensor signal of the vehicle terminal and the ambient temperature signal of the area where the vehicle terminal is located. According to the air pressure sensor signal and the ambient temperature signal, the control mode is determined; wherein the control mode is used to indicate the control information in different scenarios. According to the control mode, the air pump in the vehicle terminal is controlled to work or stop, the unloading load is opened or closed, and the regeneration valve is opened or closed; wherein the air pump, the unloading load and the regeneration valve are used to remove obstacles in the brake pipeline of the vehicle terminal during work. In this scheme, the data signal is obtained, the control mode is identified according to the multiple signals contained in the data signal, and the electric air pump is controlled to work / stop under the corresponding control mode. Therefore, the failure rate of the braking system of the vehicle terminal caused by water corrosion can be greatly reduced, the maintenance time and cost of the customer's vehicle can be reduced, and the work pressure of after-sales maintenance personnel can be reduced. In particular, it can realize automatic prevention of pipeline icing and ensure braking safety, so as to achieve the effect of reducing the braking risk of the vehicle terminal. BRIEF DESCRIPTION OF THE DRAWINGS

[0106] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0107] Figure 1 A flow chart of a method for controlling an air pump of a vehicle terminal provided in an embodiment of the present application Figure 1 ;

[0108] Figure 2 This is a structural diagram of an air pump control method for a vehicle terminal provided in the present application;

[0109] Figure 3 A flow chart of another vehicle terminal air pump control method provided in an embodiment of the present application Figure 2 ;

[0110] Figure 4 A flow chart of a method for controlling an air pump of a vehicle terminal provided in an embodiment of the present application Figure 3 ;

[0111] Figure 5 A flow chart of a method for controlling an air pump of a vehicle terminal provided in an embodiment of the present application Figure 4 ;

[0112] Figure 6 A flow chart of a method for controlling an air pump of a vehicle terminal provided in an embodiment of the present application Figure 5 ;

[0113] Figure 7A flow chart of a method for controlling an air pump of a vehicle terminal provided in an embodiment of the present application Figure 6 ;

[0114] Figure 8 A flow chart of a method for controlling an air pump of a vehicle terminal provided in an embodiment of the present application Figure 7 ;

[0115] Fig. 9 A flow chart of a method for controlling an air pump of a vehicle terminal provided in an embodiment of the present application Figure 8 ;

[0116] Fig.10 A schematic diagram of the structure of an air pump control device for a vehicle terminal provided in an embodiment of the present application;

[0117] Fig.11 A schematic structural diagram of another air pump control device for a vehicle terminal provided in an embodiment of the present application;

[0118] Fig.12 A schematic diagram of the structure of a vehicle terminal provided in an embodiment of the present application.

[0119] The above drawings have shown clear embodiments of the present application, which will be described in more detail later. These drawings and text descriptions are not intended to limit the scope of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0120] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0121] At present, pure electric semi-trailer heavy-duty trucks are used in harsh conditions and the environment and climate are complex and changeable. Especially in humid environments, they will have an impact on various systems and components of the vehicle, especially the air brake system of electric heavy-duty trucks. Therefore, it is necessary to ensure that the air brake system can stably exert its braking effect.

[0122] In one example, based on the air pressure values ​​fed back by the air pressure sensors and the electrical signals fed back by the dry tank unloading valve, the pump controller is usually sent work and shutdown instructions to control the start and stop time of the pump. In cold regions, there is a risk of water accumulation in the brake lines, which may lead to ice formation in the brake lines, and cause adverse consequences such as brake failure. It is necessary to determine how to reduce the risk of ice formation in the brake lines to avoid brake failure. Therefore, a method to reduce the risk of ice formation in the brake lines is urgently needed.

[0123] In one example, in a humid environment, improper vehicle handling can cause water to accumulate in the brake energy gas, which can affect the brake system hardware life, performance, and the braking response of the vehicle.

[0124] In one example, the air pump's operation and shutdown are controlled based on the air pressure value of the air pressure sensor. When the air pressure sensor fails or the actual air pressure is low, the air pump may not work, causing risks such as brake failure. The air pump's redundant control mechanism is not perfect.

[0125] In one example, the human-computer interaction of the air pump control was not perfect, and key information points were not promptly prompted at critical moments, resulting in the user being unable to obtain prompt information in a timely manner and low maintenance efficiency.

[0126] In combination with the above scenario, it can be seen that in the prior art, there is a risk of brake pipe icing, which in turn causes technical problems such as brake failure and other braking risks.

[0127] The air pump control method for a vehicle terminal provided in the present application solves the technical problem of high braking risk of the vehicle terminal.

[0128] The technical solution of the present application and how the technical solution of the present application solves the above-mentioned technical problems are described in detail below with specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below in conjunction with the accompanying drawings.

[0129] Figure 1 A flow chart of a method for controlling an air pump of a vehicle terminal provided in an embodiment of the present application Figure 1 ,like Figure 1 As shown, the method includes:

[0130] S101, obtaining a data signal; wherein the data signal includes an air pressure sensor signal of a vehicle terminal and an ambient temperature signal of an area where the vehicle terminal is located.

[0131] For example, the execution subject of this embodiment can be a vehicle terminal, or a terminal device, or an air pump control device or device of a vehicle terminal, or other devices or equipment that can execute this embodiment, and there is no limitation on this. In this embodiment, the execution subject is introduced as a vehicle terminal.

[0132] first, Figure 2 The architecture diagram of a vehicle terminal air pump control method provided in an embodiment of the present application is as follows: Figure 2 As shown, the vehicle terminal includes: a perception system, a control system, and an actuator. Among them, the perception system includes a wheel differential state sensor, an axle differential state sensor, a power take-off state sensor, an automatic transmission control unit (Transmission Control Unit, TCU) shift request signal, a power change lock signal, a brake switch sensor, and a handbrake state sensor, an ambient temperature sensor, a first air pressure sensor located in the preset first air path 1, a second air pressure sensor located in the preset second air path 2, an ambient temperature sensor, and a dryer system with an unloading valve and a regeneration valve; the control system is deployed with a vehicle controller (VCU), a BDM two-in-one control, and an all-in-one controller; the actuator includes an instrument IC, an APU regeneration valve, an APU unloading valve, a condenser drain valve, and an electric air compressor system (electric air compressor, APC).

[0133] Among them, the vehicle terminal can be an electric vehicle terminal tractor vehicle, which is not limited to this; the first air pressure sensor is used to collect the first air pressure sensor signal, and the second air pressure sensor is used to collect the second air pressure sensor signal; the wheel difference state sensor is used to collect the wheel difference state signal, and the wheel difference state signal is used to determine the wheel difference state; the axle difference state sensor is used to collect the axle difference state signal, and the axle difference state signal is used to determine the axle difference state; the power take-off state sensor is used to collect the power take-off state signal, and the power take-off state signal is used to determine the power take-off state; the TCU shift request signal is used to determine whether there is a shift request; the power change lock signal is used to determine the power change lock state; the brake switch signal is used to determine whether the brake switch is closed; the handbrake state signal is used to determine the handbrake state; the APU unloading valve is used to discharge the electric air compressor (APC) air pump outlet gas directly into the atmosphere through the unloading valve after the unloading valve is opened; the APU regeneration valve is used to back-blow the brake pipeline with the gas in the air tank after the regeneration valve is opened.

[0134] In this step, the vehicle terminal obtains the first air pressure sensor signal collected by the first air pressure sensor, the second air pressure sensor signal collected by the second air pressure sensor, and the ambient temperature signal of the area where the vehicle terminal is located through the VCU. Among them, the ambient temperature signal represents the ambient temperature value; the first air pressure sensor signal represents the air pressure value of the first air path, and the second air pressure sensor signal represents the air pressure value of the second air path.

[0135] S102, determining a control mode according to the air pressure sensor signal and the ambient temperature signal; wherein the control mode is used to indicate control information in different scenarios.

[0136] Exemplarily, the current control mode is determined according to the first air pressure sensor signal, the second air pressure sensor signal, and the ambient temperature signal. The control mode is used to indicate control information in different scenarios. For example, the control mode includes a brake safety electric air compressor redundant control mode (i.e., a brake safety APC redundant control mode), an electric air compressor zero-load start control mode (i.e., an APC zero-load start control mode), an electric air compressor normal regeneration control mode (i.e., an APC normal regeneration control mode), an electric air compressor forced regeneration control mode (i.e., an APC forced regeneration control mode), an electric air compressor pipeline deicing control mode (i.e., an APC pipeline deicing control mode), and the like.

[0137] S103. According to the control mode, the air pump in the vehicle terminal is controlled to work or stop, the unloading load is opened or closed, and the regeneration valve is opened or closed; wherein, the air pump, the unloading load and the regeneration valve are used to remove obstacles in the brake line of the vehicle terminal during operation.

[0138] For example, according to the control mode, the air pump in the actuator is controlled to work or stop, the unloading is opened or closed, and the regeneration valve is opened or closed. For example, if the control mode is the APC pipeline deicing control mode, the air pump, APU unloading and APU regeneration valve can remove ice, water and other obstacles in the brake pipeline of the vehicle terminal due to cold weather during operation, prevent water accumulation and ice in the brake pipeline, and thus ensure the braking safety of the whole vehicle.

[0139] The air pump control method of the vehicle terminal provided in the embodiment of the present application obtains a data signal; wherein the data signal includes the air pressure sensor signal of the vehicle terminal and the ambient temperature signal of the area where the vehicle terminal is located. According to the air pressure sensor signal and the ambient temperature signal, the control mode is determined; wherein the control mode is used to indicate the control information in different scenarios. According to the control mode, the air pump in the vehicle terminal is controlled to work or stop, the unloading load is opened or closed, and the regeneration valve is opened or closed; wherein the air pump, the unloading load and the regeneration valve are used to remove obstacles in the brake pipeline of the vehicle terminal during work. In this scheme, the data signal is obtained, the control mode is identified according to the multiple signals contained in the data signal, and the electric air pump is controlled to work / stop under the corresponding control mode. Therefore, the failure rate of the braking system of the vehicle terminal caused by water corrosion can be greatly reduced, the maintenance time and cost of the customer's vehicle can be reduced, and the work pressure of after-sales maintenance personnel can be reduced. In particular, it can realize automatic prevention of pipeline icing and ensure braking safety, so as to achieve the effect of reducing the braking risk of the vehicle terminal.

[0140] Figure 3 A flow chart of a method for controlling an air pump of a vehicle terminal provided in an embodiment of the present application Figure 2 ,like Figure 3 As shown, in this embodiment Figure 1 Based on the embodiment, a method for controlling an air pump of a vehicle terminal is described in detail, and the method includes:

[0141] S201. Acquire a data signal of a vehicle terminal; wherein the data signal includes an air pressure sensor signal and an ambient temperature signal of an area where the vehicle terminal is located.

[0142] In one example, the vehicle terminal includes a first air pressure sensor in a first air path and a second air pressure sensor in a second air path; the air pressure sensor signal includes a first air pressure sensor signal collected by the first air pressure sensor and a second air pressure sensor signal collected by the second air pressure sensor.

[0143] For example, this step can be referred to Figure 1 Step 101 in the above is not described in detail.

[0144] S202: Determine on / off information of the first gas path and the second gas path according to the first air pressure sensor signal and the second air pressure sensor signal.

[0145] For example, Figure 4 A flow chart of a method for controlling an air pump of a vehicle terminal provided in an embodiment of the present application Figure 3 ,like Figure 4 As shown, the air pressure value represented by the first air pressure sensor signal can be referred to as Figure 4 The pressure value represented by the second pressure sensor signal can be referred to as pressure 2. Based on the preset IO port, the vehicle terminal can perform circuit breakage and short circuit diagnosis of the pressure sensor according to the first pressure sensor signal and the second pressure sensor signal, and determine the on-off information of the first and second air paths. The on-off information indicates whether the first and second air paths are in a circuit breakage fault state, a short circuit fault state, etc.

[0146] S203: If it is determined that the on-off information indicates that both the first air pressure sensor and the second air pressure sensor are in an open circuit fault state, or either of the first air pressure sensor and the second air pressure sensor is in a short circuit fault state, then the control mode is determined to be a brake safety electric air compressor redundant control mode.

[0147] For example, Figure 4 As shown, if the vehicle terminal determines that "both air pressure sensors are in an open circuit fault state, or any one of the air pressure sensors is in a short circuit fault state" according to the on-off information, the control mode is determined to be the brake safety APC redundant control mode. If not, the current control mode is the APC no work request control mode.

[0148] S204. If it is determined that the on-off information indicates that at least one of the first air pressure sensor and the second air pressure sensor is in a path failure state, or both the first air pressure sensor and the second air pressure sensor are in a path failure state, then determine that the control mode is another control mode based on the first air pressure sensor signal, the second air pressure sensor signal, and the ambient temperature signal.

[0149] In one example, the other control modes in step 204 are any one or more of the following implementations:

[0150] A first implementation of step 204: if it is determined that the first air pressure sensor signal satisfies the preset first air pressure range, or the second air pressure sensor signal satisfies the first air pressure range, then the other control mode is determined to be the electric air compressor zero-load start control mode.

[0151] A second implementation of step 204: if it is determined that the first air pressure sensor signal satisfies the preset second air pressure range, and the second air pressure sensor signal satisfies the second air pressure range, then the other control mode is determined to be the electric air compressor normal regeneration control mode.

[0152] A third implementation method of step 204: If it is determined that the first air pressure sensor signal satisfies the preset third air pressure range, and the second air pressure sensor signal satisfies the third air pressure range, and the retention time of the air pressure value represented by the first air pressure sensor signal and the retention time of the air pressure value represented by the second air pressure sensor signal are both greater than the preset first time threshold, then the other control mode is determined to be the electric air compressor forced regeneration control mode.

[0153] A fourth implementation of step 204: If it is determined that the first air pressure sensor signal satisfies the preset fourth air pressure range, and the second air pressure sensor signal satisfies the fourth air pressure range, and the temperature value represented by the ambient temperature signal is less than the preset temperature threshold, and the vehicle terminal is in a high-pressure ready state, and the number of pipeline deicing mode is the preset threshold, then determine that the other control mode is the electric air compressor pipeline deicing control mode.

[0154] For example, if the vehicle terminal determines based on the on-off information that the diagnosis result does not satisfy "both air pressure sensors are in an open circuit fault state, or any one of the air pressure sensors is in a short circuit fault state", that is, the current on-off information indicates that the diagnosis result is "at least one of the first air pressure sensor and the second air pressure sensor is in a path fault state, or both the first air pressure sensor and the second air pressure sensor are in a path fault state", and the current control mode is the APC no work request control mode, then the other control mode is determined to be other control modes. Alternatively, if the current control mode is the brake safety APC redundant control mode, then the brake safety APC redundant control mode is exited at this time, and other working conditions are identified based on corresponding conditions to determine other control modes.

[0155] Specifically, in the first implementation, Figure 4 As shown, if it is determined that the first air pressure sensor signal satisfies the preset first air pressure range, or the second air pressure sensor signal satisfies the first air pressure range, then the other control mode is determined to be the electric air compressor zero-load start control mode (i.e., APC zero-load start control mode). Wherein, the preset first air pressure range is a preset numerical range, for example, the first air pressure range is the air pressure value represented by the air pressure sensor signal ≤ 0.85MPa, 0.85MPa is only an example and is not limited to this. For example, if it is determined that "the air pressure value represented by the first air pressure sensor signal (i.e., air pressure 1) ≤ 0.85MPa, or (or), the air pressure value represented by the second air pressure sensor signal (i.e., air pressure 2) ≤ 0.85MPa", then the other control mode is determined to be the APC zero-load start control mode. In the APC zero-load start control mode, when "the air pressure value represented by the first air pressure sensor signal (i.e., air pressure 1) ≥ 1.08MPa, and the air pressure value represented by the second air pressure sensor signal (i.e., air pressure 2) ≥ 1.08MPa", the APC zero-load start control mode is exited and other operating conditions are identified based on corresponding conditions.

[0156] In the second implementation, Figure 4As shown, if it is determined that the first air pressure sensor signal satisfies the preset second air pressure range, and (&&), the second air pressure sensor signal satisfies the second air pressure range, then the other control mode is determined to be the electric air compressor normal regeneration control mode (ie, APC normal regeneration control mode). Among them, the preset second air pressure range is a preset numerical range, for example, the second air pressure range is the air pressure value represented by the air pressure sensor signal ≥ 1.08MPa, 1.08MPa is only an example and is not limited to this. For example, if "the air pressure value represented by the first air pressure sensor signal (ie, air pressure 1) ≥ 1.08MPa, and the air pressure value represented by the second air pressure sensor signal (ie, air pressure 2) ≥ 1.08MPa", then the other control mode is determined to be the APC normal regeneration control mode. In the APC normal regeneration control mode, when "the air pressure value represented by the first air pressure sensor signal (i.e., air pressure 1) ≤ 1.01MPa, or the air pressure value represented by the second air pressure sensor signal (i.e., air pressure 2) ≤ 1.01MPa", exit the APC normal regeneration control mode and identify other operating conditions based on corresponding conditions.

[0157] In the third implementation, Figure 4 As shown, if it is determined that the first air pressure sensor signal satisfies the preset third air pressure range, and (&&), the second air pressure sensor signal satisfies the third air pressure range, and (&&), the holding time of the air pressure value represented by the first air pressure sensor signal and the holding time of the air pressure value represented by the second air pressure sensor signal are both greater than the preset first time threshold, then it is determined that the other control mode is the electric air compressor forced regeneration control mode (i.e., APC forced regeneration control mode). Among them, the preset third air pressure range is a preset numerical range, for example, the third air pressure range is 0.95MPa<the air pressure value represented by the air pressure sensor signal<1.08MPa, 0.95MPa and 1.08MPa are only examples and are not limited to this; the preset first time threshold is a preset numerical value, for example, the first time threshold is 800 seconds, 10 minutes, etc., and is not limited to this. For example, if "0.95MPa<the air pressure value represented by the first air pressure sensor signal (i.e., air pressure 1)<1.08MPa, and 0.95MPa<the air pressure value represented by the second air pressure sensor signal (i.e., air pressure 2)<1.08MPa, and the two air pressure values ​​are maintained within the third air pressure range for ≥800 seconds", then the other control mode is determined to be the APC forced regeneration control mode. In the APC forced regeneration control mode, when "the air pressure value represented by the first air pressure sensor signal (i.e., air pressure 1) ≤0.85MPa, or the air pressure value represented by the second air pressure sensor signal (i.e., air pressure 2) ≤0.85MPa, or the forced regeneration time in the APC forced regeneration control mode ≥60 seconds", the APC forced regeneration control mode is exited, and other operating conditions are identified based on corresponding conditions; among them, 60 seconds is only an example and is not limited to this.

[0158] In the fourth implementation, if Figure 4 As shown, if it is determined that the first air pressure sensor signal meets the preset fourth air pressure range, and the second air pressure sensor signal meets the fourth air pressure range, and the temperature value represented by the ambient temperature signal is less than the preset temperature threshold, and the vehicle terminal is in the high pressure ready state, and the number of pipeline deicing mode is the preset threshold, then the other control mode is determined to be the electric air compressor pipeline deicing control mode (i.e., APC pipeline deicing control mode). Among them, the preset fourth air pressure range is a preset numerical range, for example, the fourth air pressure range is 0.85MPa<the air pressure value represented by the air pressure sensor signal, 0.85MPa is only an example, and there is no limitation on this. For example, if "0.85MPa<the air pressure value represented by the first air pressure sensor signal (i.e., air pressure 1), and 0.85MPa<the air pressure value represented by the second air pressure sensor signal (i.e., air pressure 2), and the ambient temperature value represented by the ambient temperature signal is ≤0℃, and the whole vehicle is in the upper high pressure Ready state, and the number of pipeline deicing mode is 0", then the other control mode is determined to be the APC pipeline deicing control mode. In the APC pipeline deicing control mode, when it is detected that "the vehicle is in a non-high pressure Ready state, or the pipeline deicing working time is ≥ 420 seconds", the APC pipeline deicing control mode is exited and other working conditions are identified based on the corresponding conditions. Among them, 420 seconds is only an example and is not limited to this.

[0159] In addition, if it is determined that the first air pressure sensor signal, the second air pressure sensor signal, the ambient temperature signal, etc., do not meet the above preset air pressure range and temperature threshold, the current control mode is determined to be the APC no-work request control mode.

[0160] Therefore, the APC no-work request / zero-load start / normal regeneration / forced regeneration / pipeline deicing / brake safety redundant control mode is identified through the IO port diagnosis of the fault type of the air pressure sensor (short circuit, open circuit, etc.), the feedback air pressure value of the two-way air pressure sensor, the air pressure holding time, the ambient temperature signal, the vehicle high-pressure Ready status signal, etc. In the corresponding mode, the vehicle controller controls the electric air pump to work / stop, the unloading valve and the regeneration valve to open / close, and activates the instrument pop-up window under the corresponding working conditions. It can greatly reduce the failure rate of the brake system caused by water corrosion, reduce the maintenance time and cost of customers' vehicles, and reduce the work pressure of after-sales maintenance personnel. It can also realize automatic prevention of pipeline icing and ensure braking safety.

[0161] S205. According to the control mode, control the air pump in the vehicle terminal to work or stop, the unloading load to open or close, and the regeneration valve to open or close; wherein, the air pump, the unloading load and the regeneration valve are used to remove obstacles in the brake line of the vehicle terminal during operation.

[0162] In one example, step 205 includes two implementations:

[0163] The first implementation method of step 205: the vehicle terminal is provided with a condenser drain valve; if the control mode is the electric air compressor pipeline deicing control mode, the air pump in the vehicle terminal is controlled to work, the preset pipeline deicing working time is counted from zero, the number of pipeline deicing mode times is increased by 1, the air pump is controlled to work, and the regeneration valve is closed; and a message is generated based on a preset time period, and the condenser drain valve is controlled to open according to the message; if it is determined that the vehicle terminal is not in a high-pressure ready state, or the pipeline deicing working time is greater than or equal to the preset second time threshold, the current electric air compressor pipeline deicing control mode is switched to the electric air compressor no work request control mode, and in the electric air compressor no work request control mode, the air pump is controlled to stop.

[0164] The second implementation method of step 205: If the control mode is the brake safety electric air compressor redundant control mode, then generate an electric air compressor air pump working signal and a first activation instrument pop-up signal; according to the electric air compressor air pump operation signal, control the air pump in the vehicle terminal to work, close the unloading valve, and close the regeneration valve; and start counting the first working time of the air pump from zero, and activate the instrument pop-up signal according to the first activation instrument pop-up signal; if it is determined that the first working time is greater than or equal to the preset third time threshold, generate an electric air compressor air pump shutdown signal; and control the air pump to shut down according to the electric air compressor air pump shutdown signal; obtain the brake switch signal of the vehicle terminal; and control the air pump to work or shut down according to the brake switch signal.

[0165] In one example, "controlling the air pump to work or stop according to the brake switch signal" includes: repeating the following steps until the brake safety electric air compressor redundant control mode is exited: if it is determined that the brake switch signal is a first preset value, the air pump is controlled to work; if it is determined that the brake switch signal is a second preset value, the air pump is controlled to work, and the second working time of the air pump is counted from zero; if it is determined that the second working time is greater than or equal to the preset fourth time threshold, the air pump is controlled to stop.

[0166] The third implementation method of step 205: if the control mode is the forced regeneration control mode of the electric air compressor, the air pump in the vehicle terminal is controlled to stop, the unloading valve is opened, and the regeneration valve is opened; if the control mode is the zero-load start-up control mode of the electric air compressor, the air pump in the vehicle terminal is controlled to work; if the control mode is the normal regeneration control mode of the electric air compressor, the air pump in the vehicle terminal is controlled to stop.

[0167] For example, the vehicle terminal controls the air pump in the actuator to work or stop, the unloading load to open or close, and the regeneration valve to open or close according to the control mode. The air pump, the unloading load, and the regeneration valve are used to remove obstacles in the brake line of the vehicle terminal during operation, and the obstacles refer to accumulated water, ice, and other obstacles.

[0168] In the first implementation, Figure 5 A flow chart of a method for controlling an air pump of a vehicle terminal provided in an embodiment of the present application Figure 4 ,like Figure 5 As shown, the vehicle terminal is provided with a condenser drain valve; if the control mode is the electric air compressor pipeline deicing control mode, the pipeline deicing control mode is started, the preset pipeline deicing working time is counted from zero, the pipeline deicing mode times are set from 0 to 1, the instrument pop-up window activation signal is generated and the instrument pop-up window "Pipeline deicing mode working" is activated, and a message is generated and sent to the BDM controller every preset time period to control the condenser drain valve to open, the APC air pump to work, and the APU regeneration valve to close. When the "pressure value indicated by the first pressure sensor signal (i.e., pressure 1) ≥ 1.08MPa, and the pressure value indicated by the second pressure sensor signal (i.e., pressure 2) ≥ 1.08MPa", the APU unloading valve is controlled to open; when the "pressure value indicated by the first pressure sensor signal (i.e., pressure 1) ≤ 0.85Mpa, and the pressure value indicated by the second pressure sensor signal (i.e., pressure 2) ≤ 0.85MPa", the APU unloading valve is controlled to close. Among them, the preset time period can be 40 seconds, 50 seconds, 55 seconds, 1 minute, etc., without limitation; the message can be a specific frame message, for example, a 5-second specific frame message, or a 6-second specific frame message, etc., without limitation. When "the whole vehicle is not in the high-pressure Ready state, or the pipeline deicing working time is ≥ the second duration threshold", the current electric air compressor pipeline deicing control mode is switched to the APC no-work request control mode, and the air pump is controlled to stop, the APU unloading valve is controlled to close, and the APU regeneration valve is controlled to close. At this time, the APC pipeline deicing control mode ends, and then it is identified to enter other control modes. Among them, the preset second duration threshold is a user-defined value, for example, the second duration threshold is 400 seconds, 5 minutes, etc., without limitation.

[0169] Therefore, compared with traditional air handling units, when facing extremely cold climates, the APC pipe deicing control mode in this application can realize intelligent control, prevent brake failure caused by ice in the brake line due to water accumulation in the pipe, and improve driving safety performance.

[0170] In the second implementation, Figure 6 A flow chart of a method for controlling an air pump of a vehicle terminal provided in an embodiment of the present application Figure 5 ,like Figure 6 As shown, if the control mode is the brake safety electric air compressor redundant control mode, an electric air compressor pump working signal and a first activation instrument pop-up window signal are generated; the pump in the vehicle terminal is controlled to work according to the electric air compressor pump running signal; and the first working time of the pump (i.e. Figure 6 The working time 1) is counted from zero, and according to the first activation instrument pop-up signal, the instrument pop-up window "Air pressure sensor failure, please slow down and stop" is activated to control the air pump to work, control the APU unloading valve to close, and control the APU regeneration valve to close. If it is determined that the first working time is greater than or equal to the preset third time threshold, an electric air compressor air pump shutdown signal is generated, and according to the electric air compressor air pump shutdown signal, the air pump is controlled to shut down, the APU unloading valve is controlled to close, and the APU regeneration valve is controlled to close, wherein the preset third time threshold is a user-defined value, for example, the third time threshold is 40 seconds, 1 minute, etc., and there is no limitation on this. Obtain the brake switch signal of the vehicle terminal, and control the air pump to work or shut down according to the brake switch signal.

[0171] Further, according to the brake switch signal, the air pump is controlled to work or stop, including: repeatedly executing the following steps until the brake safety electric air compressor redundant control mode is exited:

[0172] Cycle 1: When it is detected that "the brake switch signal is the first preset value 1", the APC air pump is controlled to work, the APU unloading valve is controlled to close, and the APU regeneration valve is controlled to close.

[0173] Cycle 2: When the brake switch signal is detected to be the second preset value 0, the APC air pump starts to work for the second working time (i.e. Figure 6 Working time 2) starts from zero timing, controls the APC air pump to work, controls the APU unloading valve to close, and controls the APU regeneration valve to close.

[0174] Cycle three: When "the second working time is greater than or equal to ≥ the preset fourth time threshold", the APC air pump is controlled to stop, the APU unloading valve is controlled to close, and the APU regeneration valve is controlled to close; wherein, the fourth time threshold is a user-defined value, for example, the fourth time threshold is 30 seconds, or 40 seconds, etc., and there is no limitation on this.

[0175] Cyclic monitoring control is performed in cycles one, two, and three. When the brake safety APC redundant control mode is identified as exiting, the brake safety APC redundant control mode ends, and then other control modes are entered according to mode identification.

[0176] For example, when the control mode is determined to be the brake safety APC redundant control mode, the control pump directly pumps air for 40 seconds, controls the APU unloading valve and the regeneration valve to be closed, and activates the instrument pop-up window to prompt "Air pressure sensor failure, please slow down and stop". Then, when it is detected that the brake pedal is stepped on, the control pump continues to pump air, controls the APU unloading valve and the regeneration valve to be closed. When it is detected that the brake pedal is released, the control pump continues to pump air for 30 seconds, controls the APU unloading valve and the regeneration valve to be closed, and the cycle is repeated based on the brake pedal status.

[0177] Therefore, compared with traditional air handling units, when facing the failure of the air pressure sensor, the brake safety APC redundant control mode in this application can avoid the risk of brake failure caused by the failure of the air pressure sensor and the air pump still not working when the actual air pressure is low, and realize redundant control of the air pump in the event of a fault, thereby ensuring driving safety.

[0178] In the third implementation, Figure 7 A flow chart of a method for controlling an air pump of a vehicle terminal provided in an embodiment of the present application Figure 6 ,like Figure 7 As shown, when the identification control mode is the APC zero-load start control mode, the APC air pump is first controlled to work, the APU unloading valve is controlled to open for a preset opening time and then close, and the APU regeneration valve is controlled to close; wherein, the preset opening time is a user-defined value, for example, the opening time is 1 second, or 2 seconds, etc., and there is no limitation on this. In the APC zero-load start control mode, when it is detected that "the APC air pump works to inflate the air pressure values ​​of both lines to be higher than 1.08Mpa", the APC zero-load start control mode switches to the normal regeneration control mode, at which time the APC air pump is controlled to stop, the APU unloading valve is controlled to open, and the APU regeneration valve is controlled to open. When it is detected that "the air pressure value indicated by the first air pressure sensor signal (i.e., air pressure 1) is not higher than 1.01Mpa, or the air pressure value indicated by the second air pressure sensor signal (i.e., air pressure 2) is not higher than 1.01Mpa", the APC zero-load start control mode switches to the APC no-work request control mode, at which time the APC air pump is stopped, the APU unloading valve is closed, and the APU regeneration valve is closed. It should be noted that when the APC zero-load start control mode ends or the APC normal regeneration control mode ends, it is necessary to enter other control modes according to mode identification.

[0179] Further, Figure 8 A flow chart of a method for controlling an air pump of a vehicle terminal provided in an embodiment of the present application Figure 7 ,like Figure 8As shown, when the APC forced regeneration control mode is identified, the forced regeneration control mode starts from zero timing, and the APC air pump is controlled to stop, the APU unloading valve is controlled to open, and the APU regeneration valve is controlled to open. In the APC forced regeneration control mode, when it is detected that "the air pressure value represented by the first air pressure sensor signal (i.e., air pressure 1) ≤ 0.85MPa, or the air pressure value represented by the second air pressure sensor signal (i.e., air pressure 2) ≤ 0.85MPa, or the forced regeneration time ≥ the preset fifth duration threshold", the APC forced regeneration control mode switches to the APC no work request control mode, at which time the APC air pump is controlled to stop, the APU unloading valve is controlled to close, and the APU regeneration valve is controlled to close. Among them, the fifth duration threshold is a user-defined value, for example, the fifth duration threshold is 60 seconds, etc., and there is no limitation on this. After the APC forced regeneration control mode ends, it is necessary to enter other control modes according to the mode identification.

[0180] Therefore, compared with the traditional air handling unit, in the face of humid climate, the multi-mode drying regeneration control strategy in this application (i.e., APC normal regeneration control mode and APC forced regeneration control mode) can effectively improve the drying effect of the air, reduce the failure rate of each air system component due to water corrosion, and ensure the hardware life and performance of the braking system and the braking response effect of the whole vehicle, thereby ensuring the normal use and operation of the vehicle;

[0181] In addition, when entering the APC no-work request control mode, the APC air pump is stopped, the APU unloading valve is closed, and the APU regeneration valve is closed.

[0182] S206. The vehicle terminal is provided with an electric air compressor solenoid valve; respectively determining a first average change rate of the air pressure value represented by the first air pressure sensor signal within a preset period and a second average change rate of the air pressure value represented by the second air pressure sensor signal within a preset period.

[0183] Exemplarily, the vehicle terminal is provided with an electric air compressor solenoid valve. Fig. 9 A flow chart of a method for controlling an air pump of a vehicle terminal provided in an embodiment of the present application Figure 8 ,like Fig. 9 As shown, the first air pressure sensor can be referred to as Fig. 9 The air pressure sensor 1 in the second air pressure sensor can be referred to as Fig. 9 The vehicle terminal can calculate the first average change rate of the air pressure value represented by the first air pressure sensor signal collected by the air pressure sensor 1 within a preset period, and the second average change rate of the air pressure value represented by the second air pressure sensor signal collected by the air pressure sensor 2 within a preset period. For example, the average change rate of the air pressure value represented by the first air pressure sensor signal and the air pressure value represented by the second air pressure sensor signal within 100 periods are calculated respectively.

[0184] S207. Obtain the wheel difference status signal, axle difference status signal, power take-off status signal, shift request signal of the automatic transmission control unit, battery swap lock signal, brake switch signal, and handbrake status signal of the vehicle terminal; wherein the wheel difference status signal is used to determine the wheel difference status, the axle difference status signal is used to determine the axle difference status, the power take-off status signal is used to determine the power take-off status, the shift request signal of the automatic transmission control unit is used to determine whether there is a shift request, the battery swap lock signal is used to determine the battery swap lock status, the brake switch signal is used to determine whether the brake switch is closed, and the handbrake status signal is used to determine the handbrake status.

[0185] For example, Fig. 9 As shown, the vehicle terminal can obtain the wheel difference state signal, axle difference state signal, power take-off state signal, automatic transmission control unit shift request signal, power change lock signal, brake switch signal, and hand brake state signal of the vehicle terminal. Among them, the wheel difference state signal is used to determine the wheel difference state, the axle difference state signal is used to determine the axle difference state, the power take-off state signal is used to determine the power take-off state, the automatic transmission control unit shift request signal is used to determine whether there is a shift request, the power change lock signal is used to determine the power change lock state, the brake switch signal is used to determine whether the brake switch is closed, and the hand brake state signal is used to determine the hand brake state.

[0186] S208. Determine the state of the solenoid valve of the electric air compressor according to the first average change rate and the second average change rate; and activate the instrument pop-up window when the state represents a fault state; wherein the state includes a fault state and a normal state.

[0187] In one example, S208 includes: when the vehicle terminal satisfies a preset first condition, if it is determined that the vehicle terminal satisfies a preset stuck condition, then determining that the state of the electric air compressor solenoid valve is a stuck state; in the stuck state, generating a second instrument pop-up activation signal; according to the second instrument pop-up activation signal, activating the instrument pop-up and displaying the stuck prompt information of the electric air compressor solenoid valve; when the vehicle terminal satisfies a preset second condition, if it is determined that the vehicle terminal satisfies a preset short circuit and open circuit condition, then determining that the state of the electric air compressor solenoid valve is a short circuit state or an open circuit state; in the short circuit state or the open circuit state, generating a third instrument pop-up signal; according to the third instrument pop-up signal, activating the instrument pop-up and displaying the short circuit and open circuit prompt information of the electric air compressor solenoid valve.

[0188] In one example, the preset first condition includes: no change in seven states or no shift request, and the holding time of the seven states is greater than the preset fifth time threshold, and the electric air compressor is in a no-work request control mode; wherein, no change in seven states or no shift request includes no shift request from the automatic transmission control unit, no change in the handbrake state, no brake switch is closed, no change in the wheel differential state, no change in the axle differential state, no change in the power exchange lock state, and no change in the power take-off state;

[0189] The preset stuck condition includes: the first average change rate and the second average change rate both meet the preset first change rate condition, and the duration of the stuck condition is greater than the preset sixth duration threshold; wherein the preset first change rate condition includes: the first average change rate is greater than or equal to the preset first change rate threshold, or the second average change rate is greater than or equal to the preset second change rate threshold;

[0190] The preset second condition includes: no change in the seven states or no shift request, and the holding time of the seven states is greater than the fifth time threshold, and the electric air compressor is in the normal regeneration control mode / forced regeneration control mode; wherein, no change in the seven states or no shift request includes no shift request from the automatic transmission control unit, no change in the handbrake state, no brake switch is closed, no change in the wheel differential state, no change in the axle differential state, no change in the battery lock state, and no change in the power take-off state;

[0191] The preset short circuit and opening conditions include: the first average change rate and the second average change rate both meet the preset second change rate conditions, and the duration of the jam is greater than the preset seventh duration threshold; wherein, the preset second change rate conditions include: the first average change rate is less than the preset third change rate threshold, or the second average change rate is less than the preset fourth change rate threshold.

[0192] For example, when it is monitored that the status of the vehicle's useless gas equipment changes and lasts for a certain period of time, in the corresponding APC no work request control mode, APC normal regeneration control mode / APC forced regeneration control mode, the vehicle terminal diagnoses the APU solenoid valve stuck fault, APU solenoid valve short circuit / open circuit fault based on the average change rate of the two-way air pressure values ​​and the corresponding change rate threshold, and activates the instrument pop-up window "APU solenoid valve is stuck, please repair", "APU solenoid valve short circuit / open circuit, please repair".

[0193] Specifically, Fig. 9 As shown in (a), the first average rate of change can be referred to as Fig. 9 The pressure change rate 1 in the second average change rate can be referred to as Fig. 9The rate of change of air pressure 2 in the vehicle terminal. Only when the vehicle terminal meets the preset first condition, the APU solenoid valve stuck fault diagnosis is performed. At this time, if the vehicle terminal determines that the vehicle terminal meets the preset stuck condition, the stuck condition is as follows:

[0194] The first average change rate and the second average change rate both meet the preset first change rate condition, and the duration of the stuck state is greater than the preset sixth duration threshold TBD. The preset first change rate condition includes: the first average change rate is greater than or equal to the preset first change rate threshold TBD, or the second average change rate is greater than or equal to the preset second change rate threshold TBD. The preset sixth duration threshold TBD, the first change rate threshold TBD, and the second change rate threshold TBD are all user-defined values, which can be the same or different, and there is no limitation on this.

[0195] It is determined that the state of the electric air compressor solenoid valve is a stuck state. In the stuck state, a second instrument pop-up activation signal is generated. According to the second instrument pop-up activation signal, the instrument pop-up is activated and the stuck prompt information of the electric air compressor solenoid valve is displayed, "APU solenoid valve is stuck, please repair". When "(air pressure 1 change rate ≤TBD and air pressure 2 change rate ≤TBD) and lasts for TBD time", the VCU diagnoses that the APU solenoid valve is not faulty, and the instrument pop-up activation signal stops sending. Among them, the three TBDs involved are the first change rate threshold TBD, the second change rate threshold TBD, and the sixth duration threshold TBD, which are the same as the TBD in the above preset stuck conditions.

[0196] Furthermore, the preset first condition includes: there is no change in the seven states or no shift request, and the maintenance time of the seven states is greater than the preset fifth time threshold, and the electric air compressor is in a no-work request control mode. Among them, there is no change in the seven states or no shift request, including: there is no shift request from the automatic transmission control unit (TCU), and the handbrake state does not change, and the brake switch is not closed, and the wheel differential state does not change, and the axle differential state does not change, and the power swap lock state does not change, and the power take-off state does not change. The preset fifth time threshold is a user-defined value, for example, the fifth time threshold is 5 seconds or 6 seconds, etc., and there is no limitation on this. Among them, the fifth time threshold is a user-defined value, for example, the fifth time threshold is 5 seconds, or 6 seconds, etc., and there is no limitation on this.

[0197] like Fig. 9 As shown in (b), the APU solenoid valve short circuit / open circuit fault diagnosis is performed only when the vehicle terminal meets the preset second condition. At this time, if it is determined that the vehicle terminal meets the preset short circuit and open circuit conditions, the short circuit and open circuit conditions are as follows:

[0198] The first average change rate and the second average change rate both meet the preset second change rate condition, and the duration of the stagnation is greater than the preset seventh duration threshold TBD; wherein the preset second change rate condition includes: the first average change rate is less than the preset third change rate threshold TBD, or the second average change rate is less than the preset fourth change rate threshold TBD. The preset seventh duration threshold TBD, the third change rate threshold TBD, and the fourth change rate threshold TBD are all user-defined values, which are not limited and can be the same or different, and are not limited; and here Fig. 9 The 3 TBDs in part (b) of Fig. 9 The three TBDs in part (a) may be the same or different, and are not limited here.

[0199] It is determined that the state of the electric air compressor solenoid valve is a short circuit state or an open circuit state. In the short circuit state or the open circuit state, a third activation instrument pop-up window signal is generated; according to the third activation instrument pop-up window signal, the instrument pop-up window is activated and the short circuit and open circuit prompt information of the electric air compressor solenoid valve is displayed, "APU solenoid valve short circuit / open circuit, please repair". When "(the first average change rate ≥TBD, and the second average change rate ≥TBD), and it lasts for TBD duration", it is diagnosed that the APU solenoid valve is not faulty, and the activation instrument pop-up window signal stops sending. Among them, the three TBDs involved are the third change rate threshold TBD, the fourth change rate threshold TBD, and the seventh duration threshold TBD, which are the same as the TBD in the above preset short circuit and open circuit conditions.

[0200] Furthermore, the preset second condition includes: there is no change in the seven states or no gear shift request, and the maintenance time of the seven states is greater than the fifth time threshold, and the electric air compressor is in normal regeneration control mode / forced regeneration control mode; wherein, there is no change in the seven states or no gear shift request, including no gear shift request from the automatic transmission control unit, and no change in the handbrake state, and the brake switch is not closed, and no change in the wheel differential state, and no change in the axle differential state, and no change in the power take-off state.

[0201] Therefore, the present application can realize the instrument pop-up window under the corresponding working conditions of air pressure sensor failure and pipeline de-icing mode, improve the human-computer interaction performance of the vehicle air pump control system, prompt key information points at critical moments, ensure that users obtain prompt information in time, improve maintenance efficiency and ensure driving safety.

[0202] The air pump control method of the vehicle terminal provided in the embodiment of the present application obtains the data signal of the vehicle terminal; wherein the data signal includes the air pressure sensor signal and the ambient temperature signal of the area where the vehicle terminal is located. According to the first air pressure sensor signal and the second air pressure sensor signal, the on-off information of the first air circuit and the second air circuit is determined. If it is determined that the on-off information indicates that both the first air pressure sensor and the second air pressure sensor are in an open circuit fault state, or either of the first air pressure sensor and the second air pressure sensor is in a short circuit fault state, then the control mode is determined to be the redundant control mode of the brake safety electric air compressor. If it is determined that the on-off information indicates that at least one of the first air pressure sensor and the second air pressure sensor is in a circuit fault state, or both of the first air pressure sensor and the second air pressure sensor are in a circuit fault state, then according to the first air pressure sensor signal, the second air pressure sensor signal, and the ambient temperature signal, the control mode is determined to be other control modes. According to the control mode, the air pump in the vehicle terminal is controlled to work or stop, the unloading is opened or closed, and the regeneration valve is opened or closed; wherein, the air pump, the unloading and the regeneration valve are used to remove obstacles in the brake line of the vehicle terminal during operation. The vehicle terminal is provided with an electric air compressor solenoid valve; the first average change rate of the air pressure value represented by the first air pressure sensor signal within a preset period and the second average change rate of the air pressure value represented by the second air pressure sensor signal within a preset period are determined respectively. The wheel difference state signal, the axle difference state signal, the power take-off state signal, the automatic transmission control unit shift request signal, the power change lock signal, the brake switch signal, and the handbrake state signal of the vehicle terminal are obtained. According to the first average change rate and the second average change rate, the state of the electric air compressor solenoid valve is determined; and when the state represents a fault state, the instrument pop-up window is activated; wherein the state includes a fault state and a normal state. Therefore, it can greatly reduce the failure rate of the vehicle terminal's braking system due to water corrosion, reduce the customer's vehicle maintenance time and cost, and reduce the work pressure of after-sales maintenance personnel. In particular, it can realize automated prevention of pipeline icing and ensure braking safety, so as to achieve the effect of reducing the braking risk of the vehicle terminal.

[0203] Fig.10 A schematic diagram of the structure of an air pump control device for a vehicle terminal provided in this application, such as Fig.10 As shown, the air pump control device 30 of the vehicle terminal provided in this embodiment includes:

[0204] The acquisition module 31 is used to acquire data signals; wherein the data signals include air pressure sensor signals of the vehicle terminal and ambient temperature signals of the area where the vehicle terminal is located;

[0205] A first determination module 32 is used to determine a control mode according to the air pressure sensor signal and the ambient temperature signal; wherein the control mode is used to indicate control information in different scenarios;

[0206] The control module 33 is used to control the operation or shutdown of the air pump in the vehicle terminal, the opening or closing of the unloading load, and the opening or closing of the regeneration valve according to the control mode; wherein the air pump, the unloading load and the regeneration valve are used to remove obstacles in the brake line of the vehicle terminal during operation.

[0207] Fig.11 A schematic diagram of the structure of another air pump control device for a vehicle terminal provided in an embodiment of the present application, Fig.10 Based on the embodiment shown, Fig.11 As shown, the target heavy truck vehicle terminal includes a first air pressure sensor located in the first line air path and a second air pressure sensor located in the second line air path; the air pressure sensor signal includes a first air pressure sensor signal collected by the first air pressure sensor and a second air pressure sensor signal collected by the second air pressure sensor;

[0208] The first determination module 32 includes:

[0209] A first determining unit 321, configured to determine on / off information of a first line gas path and a second line gas path according to a first air pressure sensor signal and a second air pressure sensor signal;

[0210] The second determining unit 322 is used to determine that the control mode is a brake safety electric air compressor redundant control mode if it is determined that the on-off information indicates that the first line of the first air pressure sensor and the second line of the second air pressure sensor are both in an open circuit fault state, or that the air pressure sensor of either the first line of the first air pressure sensor or the second line of the second air pressure sensor is in a short circuit fault state;

[0211] The third determination unit 323 is used to determine that the control mode is another control mode according to the first pressure sensor signal, the second pressure sensor signal, and the ambient temperature signal if it is determined that the on-off information indicates that at least one of the pressure sensors of the first circuit of the first pressure sensor and the second circuit of the second pressure sensor is in a circuit fault state, or both the first circuit of the first pressure sensor and the second circuit of the second pressure sensor are in a circuit fault state.

[0212] In a possible implementation, other control modes are any one or more of the following:

[0213] If it is determined that the first air pressure sensor signal meets the preset first air pressure range, or the second air pressure sensor signal meets the first air pressure range, then the other control mode is determined to be the electric air compressor zero-load start control mode.

[0214] If it is determined that the first air pressure sensor signal meets the preset second air pressure range, and the second air pressure sensor signal meets the second air pressure range, then the other control mode is determined to be the electric air compressor normal regeneration control mode.

[0215] If it is determined that the first air pressure sensor signal satisfies the preset third air pressure range, and the second air pressure sensor signal satisfies the third air pressure range, and the retention time of the air pressure value represented by the first air pressure sensor signal and the retention time of the air pressure value represented by the second air pressure sensor signal are both greater than the preset first time threshold, then the other control mode is determined to be the electric air compressor forced regeneration control mode.

[0216] The data signal also includes the number of pipeline deicing mode times; if it is determined that the first air pressure sensor signal satisfies the preset fourth air pressure range, and the second air pressure sensor signal satisfies the fourth air pressure range, and the temperature value represented by the ambient temperature signal is less than the preset temperature threshold, and the target heavy truck vehicle terminal is in a high-pressure ready state, and the number of pipeline deicing mode times is the preset threshold, then the other control mode is determined to be the electric air compressor pipeline deicing control mode.

[0217] In a possible implementation, the target heavy truck terminal is provided with a condenser drain valve; the control module 33 is specifically used to:

[0218] If the control mode is the electric air compressor pipeline deicing control mode, the air pump in the target heavy truck terminal is controlled to work, the preset pipeline deicing working time when the air pump is working is counted from zero, the number of pipeline deicing mode times is increased by 1, the air pump is controlled to work, and the regeneration valve is closed; and a message is generated based on the preset time period, and the condenser drain valve is controlled to open according to the message;

[0219] If it is determined that the target heavy-duty truck terminal is not in a high-pressure ready state, or the pipeline deicing working time is greater than or equal to the preset second time threshold, the current electric air compressor pipeline deicing control mode is switched to the electric air compressor no work request control mode, and in the electric air compressor no work request control mode, the air pump is controlled to shut down.

[0220] In a possible implementation, the control module 33 is specifically configured to:

[0221] The generating unit 331 is used for generating an electric air compressor air pump working signal and a first activation instrument pop-up window signal if the control mode is a brake safety electric air compressor redundant control mode;

[0222] The first control unit 332 is used to control the air pump in the target heavy truck terminal to work, close the unloading valve, and close the regeneration valve according to the operation signal of the electric air compressor air pump; and to count the first working time of the air pump from zero, and activate the instrument pop-up window according to the first activation instrument pop-up window signal;

[0223] The second control unit 333 is used to generate a stop signal of the electric air compressor air pump if it is determined that the first working time is greater than or equal to a preset third time threshold; and control the air pump to stop according to the stop signal of the electric air compressor air pump;

[0224] The third control unit 334 is used to obtain the brake switch signal of the target heavy truck terminal; and control the air pump to work or stop according to the brake switch signal.

[0225] In a possible implementation, the third control unit 334 is specifically configured to:

[0226] Repeat the following steps until the brake safety electric air compressor redundant control mode is exited:

[0227] If it is determined that the brake switch signal is a first preset value, the air pump is controlled to work;

[0228] If it is determined that the brake switch signal is the second preset value, the air pump is controlled to work, and the second working time of the air pump is counted from zero;

[0229] If it is determined that the second working duration is greater than or equal to the preset fourth duration threshold, the air pump is controlled to shut down.

[0230] In a possible implementation, the control module 33 is specifically configured to:

[0231] If the control mode is the electric air compressor forced regeneration control mode, the air pump in the target heavy truck terminal is controlled to stop, the unloading valve is opened, and the regeneration valve is opened;

[0232] If the control mode is the electric air compressor zero-load start control mode, the air pump in the target heavy truck terminal is controlled to work;

[0233] If the control mode is the normal regeneration control mode of the electric air compressor, the air pump in the terminal of the target heavy truck vehicle is controlled to shut down.

[0234] In a possible implementation, the target heavy truck terminal is provided with an electric air compressor solenoid valve; the device further comprises:

[0235] A second determination module 41, used to respectively determine a first average change rate of the air pressure value represented by the first air pressure sensor signal within a preset period and a second average change rate of the air pressure value represented by the second air pressure sensor signal within a preset period;

[0236] The activation module 42 is used to determine the state of the solenoid valve of the electric air compressor according to the first average change rate and the second average change rate; and activate the instrument pop-up window when the state represents a fault state.

[0237] In a possible implementation, the activation module 42 is specifically configured to:

[0238] In the case where the target heavy truck vehicle terminal satisfies the preset first condition, if it is determined that the target heavy truck vehicle terminal satisfies the preset jam condition, the state of the electric air compressor solenoid valve is determined to be a jam state; in the jam state, a second instrument pop-up activation signal is generated; according to the second instrument pop-up activation signal, the instrument pop-up is activated and a jam prompt message of the electric air compressor solenoid valve is displayed;

[0239] When the target heavy-duty truck vehicle terminal satisfies the preset second condition, if it is determined that the target heavy-duty truck vehicle terminal satisfies the preset short-circuit and open-circuit conditions, the state of the electric air compressor solenoid valve is determined to be a short-circuit state or an open-circuit state; in the short-circuit state or the open-circuit state, a third instrument pop-up activation signal is generated; according to the third instrument pop-up activation signal, the instrument pop-up is activated and the short-circuit and open-circuit prompt information of the electric air compressor solenoid valve is displayed.

[0240] In a possible implementation, the device is further specifically used for:

[0241] Obtaining the wheel differential state signal, axle differential state signal, power take-off state signal, automatic transmission control unit shift request signal, power change lock signal, brake switch signal, and handbrake state signal of the target heavy truck terminal; wherein the wheel differential state signal is used to determine the wheel differential state, the axle differential state signal is used to determine the axle differential state, the power take-off state signal is used to determine the power take-off state, the automatic transmission control unit shift request signal is used to determine whether there is a shift request, the power change lock signal is used to determine the power change lock state, the brake switch signal is used to determine whether the brake switch is closed, and the handbrake state signal is used to determine the handbrake state;

[0242] The default first condition situations include:

[0243] There is no change in the seven states or no shift request, and the retention time of the seven states is greater than the preset fifth time threshold, and the electric air compressor is in a no-work request control mode; Among them, there is no change in the seven states or no shift request, including no shift request from the automatic transmission control unit, no change in the handbrake state, and the brake switch is not closed, and the wheel differential state does not change, and the axle differential state does not change, and the power swap lock state does not change, and the power take-off state does not change;

[0244] The preset stuck conditions include:

[0245] The first average change rate and the second average change rate both meet the preset first change rate condition, and the duration of the stuck state is greater than the preset sixth duration threshold; wherein the preset first change rate condition includes: the first average change rate is greater than or equal to the preset first change rate threshold, or the second average change rate is greater than or equal to the preset second change rate threshold;

[0246] The preset second condition includes:

[0247] There is no change in the seven states or no shift request, and the retention time of the seven states is greater than the fifth duration threshold, and the electric air compressor is in the normal regeneration control mode / forced regeneration control mode; Among them, there is no change in the seven states or no shift request, including no shift request from the automatic transmission control unit, and the handbrake state is unchanged, and the brake switch is not closed, and the wheel differential state is unchanged, and the axle differential state is unchanged, and the power swap lock state is unchanged, and the power take-off state is unchanged;

[0248] The preset short circuit trip conditions include:

[0249] Both the first average change rate and the second average change rate satisfy the preset second change rate condition, and the duration of the jam is greater than the preset seventh duration threshold; wherein the preset second change rate condition includes: the first average change rate is less than the preset third change rate threshold, or the second average change rate is less than the preset fourth change rate threshold.

[0250] The device provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and this embodiment will not be described in detail here.

[0251] Fig.12 This is a schematic diagram of the structure of the vehicle terminal provided by this application. Fig.12 As shown, the vehicle terminal 50 provided in this embodiment includes: at least one processor 501 and a memory 502. Optionally, the device 50 also includes a communication component 503. The processor 501, the memory 502 and the communication component 503 are connected via a bus 504.

[0252] In a specific implementation process, at least one processor 501 executes the computer-executable instructions stored in the memory 502, so that at least one processor 501 executes the above method.

[0253] The specific implementation process of the processor 501 can be found in the above method embodiment, and its implementation principle and technical effect are similar, so this embodiment will not be repeated here.

[0254] In the above embodiments, it should be understood that the processor may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), etc. A general-purpose processor may be a microprocessor or any conventional processor. The steps of the method disclosed in the invention may be directly implemented as being executed by a hardware processor, or may be executed by a combination of hardware and software modules in the processor.

[0255] The memory may include a high-speed memory (Random Access Memory, RAM), and may also include a non-volatile memory (Non-volatile Memory, NVM), such as at least one disk memory.

[0256] The bus may be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. The bus may be divided into an address bus, a data bus, a control bus, etc. For ease of representation, the bus in the drawings of the present application is not limited to only one bus or one type of bus.

[0257] The present application also provides a computer program product, including a computer program, which implements the above method when executed by a processor.

[0258] The present application also provides a computer-readable storage medium, in which computer-executable instructions are stored. When a processor executes the computer-executable instructions, the above method is implemented.

[0259] The above-mentioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disk or optical disk. The readable storage medium can be any available medium that can be accessed by a general or special-purpose computer.

[0260] An exemplary readable storage medium is coupled to a processor so that the processor can read information from the readable storage medium and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can be located in an application specific integrated circuit (Application Specific Integrated Circuits, referred to as: ASIC). Of course, the processor and the readable storage medium can also exist in the device as discrete components.

[0261] The division of units is only a logical function division, and there may be other divisions in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interface, device or unit, which can be electrical, mechanical or other forms.

[0262] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0263] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0264] If the function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, server, or network device, etc.) to perform all or part of the steps of the methods of each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, etc. Various media that can store program codes.

[0265] Those skilled in the art can understand that all or part of the steps of implementing the above-mentioned method embodiments can be completed by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, the steps of the above-mentioned method embodiments are executed; and the aforementioned storage medium includes: ROM, RAM, disk or optical disk and other media that can store program codes.

[0266] Finally, it should be noted that those skilled in the art will readily conceive of other embodiments of the present invention after considering the specification and practicing the invention disclosed herein. The present invention is intended to cover any variations, uses or adaptations of the present invention, which follow the general principles of the present invention and include common knowledge or customary technical means in the art not disclosed by the present invention, are not limited to the precise structure described above and shown in the drawings, and may be modified and changed in various ways without departing from the scope thereof. The scope of the present invention is limited only by the appended claims.

Claims

1. A method for controlling an air pump of a vehicle terminal, characterized in that: Applied to a vehicle terminal, the method comprises: Acquire a data signal; wherein the data signal includes an air pressure sensor signal of the vehicle terminal and an ambient temperature signal of the area where the vehicle terminal is located; Determine a control mode according to the air pressure sensor signal and the ambient temperature signal; wherein the control mode is used to indicate control information in different scenarios; According to the control mode, the air pump in the vehicle terminal is controlled to work or stop, the unloading load is opened or closed, and the regeneration valve is opened or closed; wherein the air pump, the unloading load and the regeneration valve are used to remove obstacles in the brake line of the vehicle terminal during operation.

2. The method according to claim 1, characterized in that The vehicle terminal includes a first air pressure sensor in a first air path and a second air pressure sensor in a second air path; the air pressure sensor signal includes a first air pressure sensor signal collected by the first air pressure sensor and a second air pressure sensor signal collected by the second air pressure sensor; The determining of the control mode according to the air pressure sensor signal and the ambient temperature signal comprises: Determine on / off information of the first gas path and the second gas path according to the first air pressure sensor signal and the second air pressure sensor signal; If it is determined that the on-off information indicates that both the first air pressure sensor and the second air pressure sensor are in an open circuit fault state, or that either of the first air pressure sensor and the second air pressure sensor is in a short circuit fault state, then determining that the control mode is a brake safety electric air compressor redundant control mode; If it is determined that the on-off information indicates that at least one of the first air pressure sensor and the second air pressure sensor is in a path failure state, or both the first air pressure sensor and the second air pressure sensor are in a path failure state, then the control mode is determined to be other control modes based on the first air pressure sensor signal, the second air pressure sensor signal, and the ambient temperature signal.

3. The method according to claim 2, characterized in that The other control modes are any one or more of the following: If it is determined that the first air pressure sensor signal meets the preset first air pressure range, or the second air pressure sensor signal meets the first air pressure range, then determining that the other control mode is the electric air compressor zero-load start control mode; If it is determined that the first air pressure sensor signal satisfies the preset second air pressure range, and the second air pressure sensor signal satisfies the second air pressure range, then determining that the other control mode is the electric air compressor normal regeneration control mode; If it is determined that the first air pressure sensor signal satisfies a preset third air pressure range, and the second air pressure sensor signal satisfies the third air pressure range, and the holding time of the air pressure value represented by the first air pressure sensor signal and the holding time of the air pressure value represented by the second air pressure sensor signal are both greater than a preset first time threshold, then it is determined that the other control mode is the electric air compressor forced regeneration control mode; The data signal also includes the number of pipe deicing mode times; if it is determined that the first air pressure sensor signal satisfies a preset fourth air pressure range, and the second air pressure sensor signal satisfies the fourth air pressure range, and the temperature value represented by the ambient temperature signal is less than a preset temperature threshold, and the vehicle terminal is in a high-pressure ready state, and the number of pipe deicing mode times is a preset threshold, then it is determined that the other control mode is an electric air compressor pipe deicing control mode.

4. The method according to any one of claims 1 to 3, characterized in that: The vehicle terminal is provided with a condenser drain valve; according to the control mode, the air pump in the vehicle terminal is controlled to work or stop, the unloading is opened or closed, and the regeneration valve is opened or closed, including: If the control mode is the electric air compressor pipeline deicing control mode, the air pump in the vehicle terminal is controlled to work, the preset pipeline deicing working time is counted from zero, the pipeline deicing mode times are increased by 1, the air pump is controlled to work, and the regeneration valve is closed; and a message is generated based on a preset time period, and the condenser drain valve is controlled to open according to the message; If it is determined that the vehicle terminal is not in a high-pressure ready state, or the pipeline deicing working time is greater than or equal to a preset second time threshold, the current electric air compressor pipeline deicing control mode is switched to an electric air compressor no work request control mode, and in the electric air compressor no work request control mode, the air pump is controlled to shut down.

5. The method according to any one of claims 1 to 3, characterized in that: According to the control mode, controlling the air pump in the vehicle terminal to work or stop, opening or closing the unloading load, and opening or closing the regeneration valve includes: If the control mode is a brake safety electric air compressor redundant control mode, an electric air compressor air pump working signal and a first activation instrument pop-up window signal are generated; According to the operation signal of the electric air compressor air pump, the air pump in the vehicle terminal is controlled to work, the unloading valve is closed, and the regeneration valve is closed; and the first working time of the air pump is counted from zero, and the instrument pop-up window is activated according to the first activation instrument pop-up window signal; If it is determined that the first working time is greater than or equal to a preset third time threshold, a stop signal of the electric air compressor air pump is generated; and according to the stop signal of the electric air compressor air pump, the air pump is controlled to stop; Obtain a brake switch signal from the vehicle terminal; and control the air pump to start or stop according to the brake switch signal.

6. The method according to claim 5, characterized in that The step of controlling the air pump to work or stop according to the brake switch signal comprises: Repeat the following steps until the brake safety electric air compressor redundant control mode is exited: If it is determined that the brake switch signal is a first preset value, the air pump is controlled to operate; If it is determined that the brake switch signal is a second preset value, the air pump is controlled to work, and the second working time of the air pump is counted from zero; If it is determined that the second working duration is greater than or equal to a preset fourth duration threshold, the air pump is controlled to shut down.

7. The method according to any one of claims 1 to 3, characterized in that: According to the control mode, controlling the air pump in the vehicle terminal to work or stop, opening or closing the unloading load, and opening or closing the regeneration valve includes: If the control mode is the electric air compressor forced regeneration control mode, the air pump in the vehicle terminal is controlled to stop; If the control mode is the electric air compressor zero-load start control mode, the air pump in the vehicle terminal is controlled to work, the unloading valve is opened, and the regeneration valve is opened; If the control mode is the normal regeneration control mode of the electric air compressor, the air pump in the vehicle terminal is controlled to stop.

8. The method according to any one of claims 1 to 3, characterized in that: The vehicle terminal is provided with an electric air compressor solenoid valve; the method further comprises: respectively determining a first average change rate of the air pressure value represented by the first air pressure sensor signal within a preset period and a second average change rate of the air pressure value represented by the second air pressure sensor signal within the preset period; The state of the solenoid valve of the electric air compressor is determined according to the first average change rate and the second average change rate; and when the state represents a fault state, an instrument pop-up window is activated.

9. An air pump control device for a vehicle terminal, characterized in that: include: An acquisition module, used for acquiring a data signal; wherein the data signal includes an air pressure sensor signal of the vehicle terminal and an ambient temperature signal of the area where the vehicle terminal is located; A first determination module, configured to determine a control mode according to the air pressure sensor signal and the ambient temperature signal; wherein the control mode is used to indicate control information in different scenarios; A control module is used to control the operation or shutdown of the air pump, the opening or closing of the unloading load, and the opening or closing of the regeneration valve in the vehicle terminal according to the control mode; wherein the air pump, the unloading load and the regeneration valve are used to remove obstacles in the brake line of the vehicle terminal during operation.

10. A vehicle terminal, characterized in that: include: Memory, processor; The memory stores computer-executable instructions; The processor executes the computer-executable instructions stored in the memory, so that the processor performs the method according to any one of claims 1 to 8.

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