Vehicle terminal air pump control method, device and vehicle terminal

Abstract

This application provides a method, apparatus, and vehicle terminal for controlling an air pump in a vehicle terminal. It relates to the field of vehicle terminal technology. The method includes: acquiring data signals; wherein the data signals include air pressure sensor signals from the vehicle terminal and ambient temperature signals from the area where the vehicle terminal is located. Based on the air pressure sensor signals and the ambient temperature signals, a control mode is determined; wherein the control mode indicates control information under different scenarios. According to the control mode, the air pump in the vehicle terminal is controlled to operate or stop, the unloading device is opened or closed, and the regeneration valve is opened or closed; wherein the air pump, unloading device, and regeneration valve are used to remove obstacles in the brake lines of the vehicle terminal during operation. This method aims to reduce the braking risk of the vehicle terminal.

Description

Technical Field

[0001] This application relates to the field of vehicle terminal technology, and in particular to a method, device and vehicle terminal for controlling an air pump in a vehicle terminal. Background Technology

[0002] Currently, pure electric semi-trailer tractor trucks operate under harsh conditions and complex and changeable environments and climates. In particular, when facing humid environments, they can affect 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 perform its braking function.

[0003] In existing technologies, the start and stop times of the air pump are typically controlled by sending start and stop commands to the air pump controller based on the air pressure values ​​fed back by various air pressure sensors and the electrical signals fed back by the dryer tank unloading valve. However, in cold regions, there is a risk of water accumulation in the brake lines leading to icing and potentially causing brake failure. Therefore, it is necessary to determine methods to reduce the risk of brake line icing to avoid brake failure and other braking-related risks.

[0004] Therefore, there is an urgent need for a method to reduce the braking risk at the vehicle end. Summary of the Invention

[0005] This application provides a method, device, and vehicle terminal for controlling an air pump in a vehicle terminal, in order to reduce the braking risk of the vehicle terminal.

[0006] In a first aspect, embodiments of this application provide a method for controlling an air pump in a vehicle terminal, applied to a vehicle terminal, the method comprising:

[0007] Acquire data signals; wherein, the data signals include the barometric pressure sensor signal of the vehicle terminal and the ambient temperature signal of the area where the vehicle terminal is located;

[0008] The control mode is determined based on the barometric pressure sensor signal and the ambient temperature signal; wherein, the control mode is used to indicate control information under 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, the unloading load, and the regeneration valve are used to remove obstacles in the brake line of the vehicle terminal during operation.

[0010] In one possible implementation, the vehicle terminal includes a first air pressure sensor located in a first air circuit and a second air pressure sensor located in a second air circuit; 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 step of determining the control mode based on the barometric pressure sensor signal and the ambient temperature signal includes:

[0012] Based on the signals from the first and second air pressure sensors, determine the on / off information of the first and second air passages;

[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 the first air pressure sensor or the second air pressure sensor is in a short circuit fault state, then the control mode is determined to be the brake safety electric air compressor redundant control mode.

[0014] If the on / off information indicates that at least one of the first and second pressure sensors is in a circuit failure state, or that both the first and second pressure sensors are in a circuit failure state, then based on the first pressure sensor signal, the second pressure sensor signal, and the ambient temperature signal, the control mode is determined to be another control mode.

[0015] In one possible implementation, 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 the other control mode is determined to be the electric air compressor zero-load start control mode.

[0017] 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.

[0018] If it is determined that the first air pressure sensor signal meets the preset third air pressure range, and the second air pressure sensor signal meets 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 duration threshold, then the other control mode is determined to be the electric air compressor forced regeneration control mode.

[0019] The data signal also includes the number of times the pipeline de-icing mode is used; 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 a high-pressure ready state, and the number of times the pipeline de-icing mode is the preset threshold, then the other control mode is determined to be the electric air compressor pipeline de-icing control mode.

[0020] In one possible implementation, the vehicle terminal is equipped with a condenser drain valve; the step of controlling the air pump in the vehicle terminal to operate or stop, the unloading system to open or close, and the regeneration valve to open or close according to the control mode includes:

[0021] If the control mode is the electric air compressor pipeline de-icing control mode, then the air pump in the vehicle terminal is controlled to work, the preset pipeline de-icing working time is started from zero, the number of pipeline de-icing modes is incremented by 1, the air pump is controlled to work, 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.

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

[0023] In one possible implementation, controlling the air pump in the vehicle terminal to operate or stop, the unloading load to open or close, and the regeneration valve to open or close according to the control mode includes:

[0024] If the control mode is the brake safety electric air compressor redundant control mode, then the electric air compressor air pump working signal and the first activated instrument pop-up signal are generated.

[0025] Based on the electric air compressor pump operation signal, control the pump in the vehicle terminal to operate, the unloading valve to close, and the regeneration valve to close; and start timing the first operating time of the pump from zero, and activate the instrument pop-up window based on the first activation signal of the instrument pop-up window;

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

[0027] The system acquires the brake switch signal from the vehicle terminal and controls the air pump to operate or stop based on the brake switch signal.

[0028] In one possible implementation, controlling the air pump to operate or stop based on the brake switch signal includes:

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

[0030] If the brake switch signal is determined to be the first preset value, then the air pump is controlled to work.

[0031] If the brake switch signal is determined to be the second preset value, the air pump is controlled to work, and the second working time of the air pump is started from zero.

[0032] If it is determined that the second working time is greater than or equal to the preset fourth time threshold, then the air pump is controlled to stop.

[0033] In one possible implementation, controlling the air pump in the vehicle terminal to operate or stop, the unloading load to open or close, and the regeneration valve to open or close according to the control mode includes:

[0034] If the control mode is the electric air compressor forced regeneration control mode, then the air pump in the vehicle terminal is stopped, 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, then the air pump in the vehicle terminal is controlled to work.

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

[0037] In one possible implementation, the vehicle terminal is equipped with an electric air compressor solenoid valve; the method further includes:

[0038] The first average rate of change of the air pressure value represented by the first air pressure sensor signal and the second average rate of change of the air pressure value represented by the second air pressure sensor signal within the preset period are determined respectively.

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

[0040] In one possible implementation, determining the state of the electric air compressor solenoid valve based on the first average rate of change and the second average rate of change; and activating the instrument pop-up window when the state characterizes a fault state, includes:

[0041] If the vehicle terminal meets a preset first condition, and it is determined that the vehicle terminal meets a preset jamming condition, then the electric air compressor solenoid valve is determined to be in a jammed state; in the jammed 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 jamming prompt information of the electric air compressor solenoid valve is displayed.

[0042] If the vehicle terminal meets the preset second condition, and it is determined that the vehicle terminal meets the preset short-circuit and open-circuit conditions, then the state of the electric air compressor solenoid valve is determined to be either short-circuit or open-circuit. In the short-circuit or 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 one possible implementation, the method further includes:

[0044] The system acquires the wheel difference status signal, axle difference status signal, power take-off (PTO) status signal, automatic transmission control unit (ATU) shift request signal, battery swapping lock signal, brake switch signal, and handbrake status signal from the vehicle terminal. 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 PTO status signal is used to determine the PTO status; the automatic transmission control unit (ATU) shift request signal is used to determine if a shift request exists; the battery swapping lock signal is used to determine the battery swapping lock status; the brake switch signal is used to determine if the brake switch is closed; and the handbrake status signal is used to determine the handbrake status.

[0045] The preset first condition includes:

[0046] The seven states remain unchanged or have no shift request, and the duration of these seven states exceeds a preset fifth duration threshold, while the electric air compressor is in a no-work-request control mode; wherein, the seven states remaining unchanged or having no shift request include the automatic transmission control unit having no shift request, the handbrake state remaining unchanged, the brake switch not being closed, the wheel difference state remaining unchanged, the axle difference state remaining unchanged, the battery swapping lock state remaining unchanged, and the power take-off state remaining unchanged;

[0047] The preset jamming conditions include:

[0048] Both the first average rate of change and the second average rate of change satisfy a preset first rate of change condition, and the duration of the stagnation is greater than a preset sixth duration threshold; wherein, the preset first rate of change condition includes: the first average rate of change is greater than or equal to a preset first rate of change threshold, or the second average rate of change is greater than or equal to a preset second rate of change threshold.

[0049] The preset second condition includes:

[0050] The seven states remain unchanged or there is no shift request, and the duration of the seven states is greater than the fifth duration threshold, and the electric air compressor is in normal regeneration control mode / forced regeneration control mode; wherein, the seven states remaining unchanged or having no shift request include the automatic transmission control unit having no shift request, the handbrake state remaining unchanged, the brake switch not closed, the wheel difference state remaining unchanged, the axle difference state remaining unchanged, the battery swapping lock state remaining unchanged, and the power take-off state remaining unchanged;

[0051] The preset short-circuit breaking conditions include:

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

[0053] Secondly, embodiments of this application provide a vehicle terminal air pump control device, comprising:

[0054] An acquisition module is used to acquire data signals; wherein, the data signals include the barometric pressure sensor signal of the vehicle terminal and the ambient temperature signal of the area where the vehicle terminal is located;

[0055] The first determining module is used to determine the control mode based on the barometric pressure sensor signal and the ambient temperature signal; wherein the control mode is used to indicate control information under different scenarios.

[0056] The control module is used to 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 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 one possible implementation, the target heavy-duty truck terminal includes a first air pressure sensor located in a first air circuit and a second air pressure sensor located in a second air circuit; 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] The first determining unit is used to determine the on / off information of the first air circuit and the second air circuit based on the first air pressure sensor signal and the second air pressure sensor signal.

[0060] The second determining unit is configured to determine the control mode as the brake safety electric air compressor redundant control mode if 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 if 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 determining unit is configured to determine the control mode as another control mode if 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 if 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, then based on the first air pressure sensor signal, the second air pressure sensor signal, and the ambient temperature signal.

[0062] In one possible implementation, 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 start control mode.

[0064] 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.

[0065] If it is determined that the first air pressure sensor signal meets the preset third air pressure range, and the second air pressure sensor signal meets 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 duration threshold, then the other control mode is determined to be the electric air compressor forced regeneration control mode.

[0066] The data signal also includes the number of times the pipeline de-icing mode is used; 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 target heavy truck vehicle terminal is in a high-pressure ready state, and the number of times the pipeline de-icing mode is the preset threshold, then the other control mode is determined to be the electric air compressor pipeline de-icing control mode.

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

[0068] If the control mode is the electric air compressor pipeline de-icing control mode, then the air pump in the target heavy truck vehicle terminal is controlled to work, the pipeline de-icing working time when the air pump is working is timed from zero, the pipeline de-icing mode count is incremented by 1, the air pump is controlled to work, 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 de-icing working time is greater than or equal to a preset second duration threshold, then the current electric air compressor pipeline de-icing control mode is switched to the electric air compressor no-work-request control mode, and the air pump is controlled to stop in the electric air compressor no-work-request control mode.

[0070] In one possible implementation, the control module is specifically used for:

[0071] The generation unit is used to generate an electric air compressor air pump working signal and a first activated instrument pop-up signal if the control mode is a brake safety electric air compressor redundant control mode.

[0072] The first control unit is used to control the air pump in the target heavy truck vehicle terminal to work, the unloading valve to close, and the regeneration valve to close according to the operating signal of the electric air compressor air pump; and to start timing 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] The second control unit is configured to generate a stop signal for the electric air compressor pump if it is determined that the first working time is greater than or equal to a preset third time threshold; and to control the pump to stop according to the stop signal for the electric air compressor pump.

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

[0075] In one possible implementation, the third control unit is specifically used for:

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

[0077] If the brake switch signal is determined to be the first preset value, then the air pump is controlled to work.

[0078] If the brake switch signal is determined to be the second preset value, the air pump is controlled to work, and the second working time of the air pump is started from zero.

[0079] If it is determined that the second working time is greater than or equal to the preset fourth time threshold, then the air pump is controlled to stop.

[0080] In one possible implementation, the control module is specifically used for:

[0081] If the control mode is the electric air compressor forced regeneration control mode, then 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, then control the air pump in the target heavy truck vehicle terminal to work.

[0083] If the control mode is the normal regeneration control mode of the electric air compressor, then the air pump in the terminal of the target heavy truck will be stopped.

[0084] In one possible implementation, the target heavy-duty truck terminal is equipped with an electric air compressor solenoid valve; the device further includes:

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

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

[0087] In one possible implementation, the activation module is specifically used for:

[0088] If the target heavy-duty truck terminal meets the preset first condition, and it is determined that the target heavy-duty truck terminal meets the preset jamming condition, then the state of the electric air compressor solenoid valve is determined to be jammed; in the jammed 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 jamming prompt information of the electric air compressor solenoid valve is displayed.

[0089] If the target heavy-duty truck terminal meets the preset second condition, and it is determined that the target heavy-duty truck terminal meets the preset short-circuit and open-circuit conditions, then the state of the electric air compressor solenoid valve is determined to be either short-circuit or open-circuit. In the short-circuit or open-circuit state, a third activation instrument pop-up signal is generated. According to the third activation instrument pop-up 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 one possible implementation, the device is further specifically used for:

[0091] The system acquires the wheel difference status signal, axle difference status signal, power take-off (PTO) status signal, automatic transmission control unit (ATU) shift request signal, battery swapping lock signal, brake switch signal, and handbrake status signal from the target heavy-duty truck terminal. 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 PTO status signal is used to determine the PTO status; the automatic transmission control unit (ATU) shift request signal is used to determine if a shift request exists; the battery swapping lock signal is used to determine the battery swapping lock status; the brake switch signal is used to determine if the brake switch is closed; and the handbrake status signal is used to determine the handbrake status.

[0092] The preset first condition includes:

[0093] The seven states remain unchanged or have no shift request, and the duration of each of the seven states exceeds a preset fifth time threshold, while the electric air compressor is in a no-work-request control mode; wherein, the seven states remaining unchanged or having no shift request include the automatic transmission control unit having no shift request, the handbrake state remaining unchanged, the brake switch not being closed, the wheel difference state remaining unchanged, the axle difference state remaining unchanged, the battery swapping lock state remaining unchanged, and the power take-off state remaining unchanged;

[0094] The preset jamming conditions include:

[0095] Both the first average rate of change and the second average rate of change satisfy a preset first rate of change condition, and the duration of the stagnation is greater than a preset sixth duration threshold; wherein, the preset first rate of change condition includes: the first average rate of change is greater than or equal to a preset first rate of change threshold, or the second average rate of change is greater than or equal to a preset second rate of change threshold.

[0096] The preset second condition includes:

[0097] The seven states remain unchanged or there is no shift request, and the duration of the seven states is greater than the fifth duration threshold, and the electric air compressor is in normal regeneration control mode / forced regeneration control mode; wherein, the seven states remaining unchanged or having no shift request include the automatic transmission control unit having no shift request, the handbrake state remaining unchanged, the brake switch not closed, the wheel difference state remaining unchanged, the axle difference state remaining unchanged, the battery swapping lock state remaining unchanged, and the power take-off state remaining unchanged;

[0098] The preset short-circuit breaking conditions include:

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

[0100] Thirdly, embodiments of this application provide a vehicle terminal, including: a memory and a processor;

[0101] The memory stores computer-executed instructions;

[0102] The processor executes computer execution instructions stored in the memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0103] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the first aspect and / or various possible implementations of the first aspect.

[0104] Fifthly, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the first aspect and / or various possible implementations of the first aspect.

[0105] The vehicle terminal air pump control method, device, and vehicle terminal provided in this application embodiment acquire data signals, including air pressure sensor signals from the vehicle terminal and ambient temperature signals from the area where the vehicle terminal is located. A control mode is determined based on the air pressure sensor signals and the ambient temperature signals; the control mode indicates control information under different scenarios. According to the control mode, the air pump in the vehicle terminal is controlled to operate or stop, the unloading device is opened or closed, and the regeneration valve is opened or closed; the air pump, unloading device, and regeneration valve are used to remove obstacles from the brake lines of the vehicle terminal during operation. In this solution, data signals are acquired, and the control mode is identified based on multiple signals contained in the data signals. The electric air pump is then controlled to operate / stop under the corresponding control mode. Therefore, this significantly reduces the failure rate of the vehicle terminal's braking system due to water corrosion, reduces customer vehicle maintenance time and costs, and alleviates the workload of after-sales maintenance personnel. In particular, it can automatically prevent pipeline icing and ensure braking safety, thereby reducing the braking risk of the vehicle terminal. Attached Figure Description

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

[0107] Figure 1 A flowchart illustrating a vehicle terminal air pump control method provided in this application embodiment. Figure 1 ;

[0108] Figure 2 An architecture diagram of a vehicle terminal air pump control method provided in this application;

[0109] Figure 3 A flowchart illustrating another vehicle terminal air pump control method provided in this application embodiment. Figure 2 ;

[0110] Figure 4 A flowchart illustrating a vehicle terminal air pump control method provided in this application embodiment. Figure 3 ;

[0111] Figure 5 A flowchart illustrating a vehicle terminal air pump control method provided in this application embodiment. Figure 4 ;

[0112] Figure 6 A flowchart illustrating a vehicle terminal air pump control method provided in this application embodiment. Figure 5 ;

[0113] Figure 7A flowchart illustrating a vehicle terminal air pump control method provided in this application embodiment. Figure 6 ;

[0114] Figure 8 A flowchart illustrating a vehicle terminal air pump control method provided in this application embodiment. Figure 7 ;

[0115] Figure 9 A flowchart illustrating a vehicle terminal air pump control method provided in this application embodiment. Figure 8 ;

[0116] Figure 10 A schematic diagram of the structure of a vehicle terminal air pump control device provided in an embodiment of this application;

[0117] Figure 11 A schematic diagram of the structure of another vehicle terminal air pump control device provided in an embodiment of this application;

[0118] Figure 12 This is a schematic diagram of the structure of a vehicle terminal provided in an embodiment of this application.

[0119] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0120] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0121] Currently, pure electric semi-trailer tractor trucks operate under harsh conditions and complex and changeable environments and climates. In particular, when facing humid environments, they can affect 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 perform its braking function.

[0122] In one example, the start and stop commands for the air pump are typically sent to the air pump controller based on the air pressure values ​​fed back by various air pressure sensors and the electrical signals fed back by the dryer tank unloading valve, thereby controlling the start and stop times of the air pump. In cold regions, there is a risk of water accumulation in the brake lines, leading to icing and potentially causing brake failure. Therefore, it is necessary to determine a method to reduce the risk of brake line icing to avoid brake failure. Thus, a method to reduce the risk of brake line icing is urgently needed.

[0123] In one example, when faced with a humid environment, inadequate vehicle handling leading to water retention in the brake energy gas can affect the lifespan and performance of the braking system hardware, as well as the overall braking response of the vehicle.

[0124] In one example, the operation and shutdown of the air pump 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, which may cause risks such as brake failure. The air pump redundancy control mechanism is not perfect.

[0125] In one example, the human-machine interface for air pump control was not perfect, failing to provide timely prompts for key information points at critical moments, resulting in users being unable to obtain prompts in a timely manner and low maintenance efficiency.

[0126] Based on the above scenarios, it can be seen that existing technologies pose a technical problem of brake line icing, which can lead to brake failure and other braking risks.

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

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

[0129] Figure 1 A flowchart illustrating a vehicle terminal air pump control method provided in this application embodiment. Figure 1 ,like Figure 1 As shown, the method includes:

[0130] S101. Acquire data signals; wherein, the data signals include the barometric pressure sensor signal of the vehicle terminal and the ambient temperature signal of the area where the vehicle terminal is located.

[0131] For example, the executing entity in this embodiment can be a vehicle terminal, a terminal device, a vehicle terminal's air pump control device or device, or other devices or devices capable of executing this embodiment; there are no limitations on this. In this embodiment, the executing entity is described as a vehicle terminal.

[0132] first, Figure 2 An architecture diagram of a vehicle terminal air pump control method provided in this application embodiment is shown below. Figure 2 As shown, the vehicle terminal includes: a sensing system, a control system, and actuators. The sensing system includes wheel difference status sensors, axle difference status sensors, a power take-off (PTO) status sensor, a shift request signal from the automatic transmission control unit (TCU), a battery lock-up signal, a brake switch sensor, a handbrake status sensor, an ambient temperature sensor, a first air pressure sensor located in a preset first air passage 1, a second air pressure sensor located in a preset second air passage 2, an ambient temperature sensor, and a dryer system with an unloading valve and a regeneration valve. The control system includes a vehicle control unit (VCU), a BDM (Battery Management Device) two-in-one controller, and a multi-function controller. The actuators include an instrument cluster 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 any electric vehicle terminal tractor vehicle, without limitation; 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 status sensor is used to collect the wheel difference status signal, and the wheel difference status signal is used to determine the wheel difference status; the axle difference status sensor is used to collect the axle difference status signal, and the axle difference status signal is used to determine the axle difference status; the power take-off (PTO) status sensor is used to collect the PTO status signal, and the PTO status signal is used to determine the PTO status; the TCU shift request signal is used to determine whether there is a shift request; the battery swapping lock signal is used to determine the battery swapping lock status; the brake switch signal is used to determine whether the brake switch is closed; the handbrake status signal is used to determine the handbrake status; the APU unloading valve is used to allow the outlet gas of the electric air compressor (APC) to be directly discharged into the atmosphere through the unloading valve after the unloading valve is opened; the APU regeneration valve is used to allow the gas in the air tank to backflush the brake line after the regeneration valve is opened.

[0134] In this step, the vehicle terminal acquires 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. 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. Determine the control mode based on the barometric pressure sensor signal and the ambient temperature signal; wherein, the control mode is used to indicate control information under different scenarios.

[0136] For example, the current control mode is determined based on the signals from the first and second air pressure sensors, as well as the ambient temperature signal. The control mode indicates control information for different scenarios. For instance, control modes include: brake safety electric air compressor redundant control mode (i.e., brake safety APC redundant control mode), electric air compressor zero-load start control mode (i.e., APC zero-load start control mode), electric air compressor normal regeneration control mode (i.e., APC normal regeneration control mode), electric air compressor forced regeneration control mode (i.e., APC forced regeneration control mode), and electric air compressor pipeline de-icing control mode (i.e., APC pipeline de-icing control mode), etc.

[0137] S103. 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.

[0138] For example, depending on the control mode, the air pump in the control actuator can be turned on or off, the unloading load can be turned on or off, and the regeneration valve can be turned on or off. For instance, if the control mode is the APC pipeline de-icing control mode, the air pump, APU unloading load, and APU regeneration valve can remove ice, water, and other obstructions from the brake lines at the vehicle's end caused by cold weather, preventing water accumulation and ice formation in the brake lines, thereby ensuring the braking safety of the entire vehicle.

[0139] The vehicle terminal air pump control method provided in this application embodiment acquires data signals, including air pressure sensor signals from the vehicle terminal and ambient temperature signals from the area where the vehicle terminal is located. Based on the air pressure sensor signals and ambient temperature signals, a control mode is determined; the control mode indicates control information under different scenarios. According to the control mode, the air pump in the vehicle terminal is controlled to operate or stop, the unloading device is opened or closed, and the regeneration valve is opened or closed; the air pump, unloading device, and regeneration valve are used to remove obstacles in the brake lines of the vehicle terminal during operation. In this solution, data signals are acquired, and the control mode is identified based on multiple signals contained in the data signals. The electric air pump is then controlled to operate / stop under the corresponding control mode. Therefore, this method can significantly reduce the failure rate of the vehicle terminal's braking system due to water corrosion, reduce customer vehicle repair time and costs, and alleviate the workload of after-sales maintenance personnel. In particular, it can automatically prevent line icing and ensure braking safety, thereby reducing the braking risk of the vehicle terminal.

[0140] Figure 3 A flowchart illustrating a vehicle terminal air pump control method provided in this application embodiment. Figure 2 ,like Figure 3 As shown, in this embodiment... Figure 1 Based on the embodiments, the air pump control method of the vehicle terminal is described in detail, and the method includes:

[0141] S201. Acquire data signals from the vehicle terminal; wherein, the data signals include barometric pressure sensor signals and ambient temperature signals of the area where the vehicle terminal is located.

[0142] In one example, the vehicle terminal includes a first air pressure sensor located in a first air circuit and a second air pressure sensor located in a second air circuit; the air pressure sensor signals include a first air pressure sensor signal acquired by the first air pressure sensor and a second air pressure sensor signal acquired by the second air pressure sensor.

[0143] For example, this step can be referred to Figure 1 Step 101 in the text will not be repeated here.

[0144] S202. Determine the on / off information of the first air passage and the second air passage based on the first air pressure sensor signal and the second air pressure sensor signal.

[0145] For example, Figure 4 A flowchart illustrating a vehicle terminal air pump control method provided in this application embodiment. Figure 3 ,like Figure 4 As shown, the air pressure value represented by the signal from the first air pressure sensor can be simply referred to as... Figure 4 The air pressure value represented by the first air pressure sensor signal is referred to as air pressure 1, and the air pressure value represented by the second air pressure sensor signal can be simply referred to as air pressure 2. Based on the preset I / O port, the vehicle terminal can perform open-circuit and short-circuit diagnosis of the air pressure sensors according to the first air pressure sensor signal and the second air pressure sensor signal, and determine the continuity information of the first air circuit and the second air circuit. Among them, the continuity information indicates whether the first air circuit and the second air circuit are in an open-circuit fault state, a short-circuit fault state, etc.

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

[0147] For example, such as Figure 4 As shown, if the vehicle terminal determines, based on the on / off information, that "both air pressure sensors are in an open-circuit fault state, or any one air pressure sensor is in a short-circuit fault state," then the control mode is determined to be the brake safety APC redundant control mode. Otherwise, the current mode is the APC no-operation-request control mode.

[0148] S204. If the on / off information indicates that at least one of the first and second pressure sensors is in a circuit fault state, or both the first and second pressure sensors are in a circuit fault state, then based on the first pressure sensor signal, the second pressure sensor signal, and the ambient temperature signal, the control mode is determined to be another control mode.

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

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

[0151] The second implementation of step 204: 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 other control modes are determined to be the electric air compressor ordinary regeneration control mode.

[0152] The third implementation method of step 204: If it is determined that the first air pressure sensor signal meets the preset third air pressure range, and the second air pressure sensor signal meets 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 duration threshold, then other control modes are determined to be the electric air compressor forced regeneration control mode.

[0153] The fourth implementation method of step 204: 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 times the pipeline de-icing mode is the preset threshold, then other control modes are determined to be electric air compressor pipeline de-icing control modes.

[0154] For example, if the vehicle terminal determines, based on the connectivity information, that the diagnostic result does not meet the condition that "both air pressure sensors are in an open-circuit fault state, or any one air pressure sensor is in a short-circuit fault state," meaning the current connectivity information indicates that the diagnostic result is "at least one of the first and second air pressure sensors is in a closed-circuit fault state, or both the first and second air pressure sensors are in a closed-circuit fault state," and the current control mode is the APC no-operation-request control mode, then other control modes are determined. Alternatively, if the current control mode is the brake safety APC redundancy control mode, then the brake safety APC redundancy control mode is exited, and other operating conditions are identified based on corresponding conditions to determine other control modes.

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

[0156] In the second implementation, such as Figure 4As shown, if the first pressure sensor signal meets the preset second pressure range, and (&&), the second pressure sensor signal also meets the second pressure range, then other control modes are determined to be the electric air compressor normal regeneration control mode (i.e., APC normal regeneration control mode). The preset second pressure range is a preset numerical range, for example, the second pressure range is a pressure value represented by the pressure sensor signal ≥ 1.08 MPa. 1.08 MPa is merely an example and is not a limitation. For instance, if "the pressure value represented by the first pressure sensor signal (i.e., pressure 1) ≥ 1.08 MPa, and the pressure value represented by the second pressure sensor signal (i.e., pressure 2) ≥ 1.08 MPa", then other control modes are determined to be the APC normal regeneration control mode. In the APC normal regeneration control mode, when the pressure value indicated by the first pressure sensor signal (i.e., pressure 1) is ≤ 1.01 MPa, or the pressure value indicated by the second pressure sensor signal (i.e., pressure 2) is ≤ 1.01 MPa, the APC normal regeneration control mode is exited, and other operating conditions are identified based on the corresponding conditions.

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

[0158] In the fourth implementation, such as Figure 4 As shown, if the first air pressure sensor signal meets the preset fourth air pressure range, and the second air pressure sensor signal also meets the fourth air pressure range, and the ambient temperature signal indicates a temperature value less than a preset temperature threshold, and the vehicle terminal is in a high-pressure ready state, and the number of pipe de-icing mode cycles is a preset threshold, then other control modes are determined to be the electric air compressor pipe de-icing control mode (i.e., APC pipe de-icing control mode). 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 indicated by the air pressure sensor signal. 0.85MPa is merely an example and is not a limitation. For instance, if "0.85MPa < the air pressure value indicated by the first air pressure sensor signal (i.e., air pressure 1), and 0.85MPa < the air pressure value indicated by the second air pressure sensor signal (i.e., air pressure 2), and the ambient temperature signal indicates an ambient temperature value ≤ 0℃, and the vehicle is in a high-pressure ready state, and the number of pipe de-icing mode cycles is 0", then other control modes are determined to be the APC pipe de-icing control mode. In APC pipeline de-icing control mode, when it is detected that "the vehicle is not in a high-pressure Ready state, or the pipeline de-icing working time is ≥420 seconds", the APC pipeline de-icing control mode will be exited, and other operating conditions will be identified based on the corresponding conditions. Among them, 420 seconds is only an example and is not a limitation.

[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-mentioned preset air pressure range and temperature threshold, then the current control mode is determined to be the APC no-work-request control mode.

[0160] Therefore, by diagnosing the fault type of the air pressure sensor (short circuit, open circuit, etc.), the air pressure value fed back by the two air pressure sensors, the air pressure holding time, the ambient temperature signal, and the vehicle's high-pressure Ready status signal, the APC can identify the no-work request / zero-load start / normal regeneration / forced regeneration / pipeline de-icing / brake safety redundancy control modes. In the corresponding mode, the vehicle controller controls the electric air pump to work / stop, and the unloading valve and regeneration valve to open / close. It also activates the instrument pop-up window under the corresponding working conditions. This can greatly reduce the failure rate of the braking system caused by water corrosion, reduce the customer's vehicle maintenance time and cost, reduce the workload of after-sales maintenance personnel, and realize automated 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 of step 205: The vehicle terminal is equipped with a condenser drain valve; if the control mode is the electric air compressor pipeline de-icing control mode, then the air pump in the vehicle terminal is controlled to work, the preset pipeline de-icing working time is started from zero, the pipeline de-icing mode count is incremented 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; if it is determined that the vehicle terminal is not in the high-pressure ready state, or the pipeline de-icing working time is greater than or equal to the preset second duration threshold, then the current electric air compressor pipeline de-icing control mode is switched to the electric air compressor no-work-request control mode, and the air pump is controlled to stop in the electric air compressor no-work-request control mode.

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

[0165] In one example, “controlling the air pump to work or stop according to the brake switch signal” includes: repeatedly performing the following steps until exiting the redundant control mode of the brake safety electric air compressor: if the brake switch signal is determined to be a first preset value, then control the air pump to work; if the brake switch signal is determined to be a second preset value, then control the air pump to work and start timing the second working duration of the air pump from zero; if the second working duration is determined to be greater than or equal to a preset fourth duration threshold, then control the air pump to stop.

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

[0167] For example, the vehicle terminal controls the air pump in the actuator to operate 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, unloading load, and regeneration valve are used to remove obstructions from the vehicle terminal's brake lines during operation; obstructions include water accumulation, ice, and other obstacles.

[0168] In the first implementation, Figure 5 A flowchart illustrating a vehicle terminal air pump control method provided in this application embodiment. Figure 4 ,like Figure 5 As shown, the vehicle terminal is equipped with a condenser drain valve. If the control mode is the electric air compressor pipeline de-icing control mode, the pipeline de-icing control mode will begin. The preset pipeline de-icing working time will be started from zero, the pipeline de-icing mode count will be set from 0 to 1, an activation signal for the instrument pop-up window will be generated and the instrument pop-up window "Pipeline de-icing mode in operation" will be activated. Every preset time period, a message will be generated and sent to the BDM controller to control the condenser drain valve to open, control the APC air pump to work, and control the APU regeneration valve to close. When the air pressure value indicated by the first air pressure sensor signal (i.e., air pressure 1) is ≥ 1.08 MPa and the air pressure value indicated by the second air pressure sensor signal (i.e., air pressure 2) is ≥ 1.08 MPa, the APU unloading valve will be opened; when the air pressure value indicated by the first air pressure sensor signal (i.e., air pressure 1) is ≤ 0.85 MPa and the air pressure value indicated by the second air pressure sensor signal (i.e., air pressure 2) is ≤ 0.85 MPa, the APU unloading valve will be closed. 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, such as a 5-second specific frame message or a 6-second specific frame message, without limitation. When "the vehicle is not in a high-pressure Ready state, or the pipeline de-icing working time is ≥ the second duration threshold", the current electric air compressor pipeline de-icing control mode will be switched to the APC no-work-request control mode, and the air pump will be stopped, the APU unloading valve will be closed, and the APU regeneration valve will be closed. At this time, the APC pipeline de-icing control mode ends, and other control modes will be identified and entered later. The preset second duration threshold is a user-defined value, such as 400 seconds, 5 minutes, etc., without limitation.

[0169] Therefore, compared with traditional air handling units, the APC pipeline de-icing control mode in this application can achieve intelligent control and prevent brake failure caused by brake line icing due to water accumulation in pipelines when facing extremely cold climates, thereby improving driving safety performance.

[0170] In the second implementation, Figure 6 A flowchart illustrating a vehicle terminal air pump control method provided in this application embodiment. Figure 5 ,like Figure 6 As shown, if the control mode is the brake safety electric air compressor redundant control mode, then an electric air compressor pump working signal and a first activated instrument pop-up signal are generated; based on the electric air compressor pump operating signal, the pump in the vehicle terminal is controlled to operate; and the first operating time of the pump (i.e., the...) is... Figure 6 The working time is calculated as follows: 1) The timer starts from zero. Based on the first activated instrument pop-up signal, the instrument pop-up "Air pressure sensor malfunction, please slow down and stop" is activated, controlling the air pump to work, controlling the APU unloading valve to close, and controlling the APU regeneration valve to close. If the first working time is determined to be greater than or equal to the preset third time threshold, an electric air compressor air pump stop signal is generated, and based on the electric air compressor air pump stop signal, the air pump is controlled to stop, the APU unloading valve is controlled to close, and the APU regeneration valve is controlled to close. The preset third time threshold is a user-defined value, such as 40 seconds, 1 minute, etc., and is not limited in this respect. The vehicle terminal brake switch signal is obtained, and the air pump is controlled to work or stop based on the brake switch signal.

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

[0172] Cycle 1: When the "brake switch signal is the first preset value 1" is detected, 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 Two: When the "brake switch signal is the second preset value 0" is detected, the second working time of the APC air pump begins (i.e., the... Figure 6 During the working time: 2) Start timing from zero, control the APC air pump to work, control the APU unloading valve to close, and control the APU regeneration valve to close.

[0174] Cycle 3: When the "second working time is greater than or equal to the preset fourth time threshold", control the APC air pump to stop, control the APU unloading valve to close, and control the APU regeneration valve to close; where 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 it.

[0175] Cyclic monitoring and control are 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 the mode identification.

[0176] For example, when the control mode is determined to be the brake safety APC redundant control mode, the control air pump directly inflates for 40 seconds, the APU unloading valve and regeneration valve are closed, and a pop-up window on the instrument panel displays "Air pressure sensor malfunction, please slow down and stop." Then, when the brake pedal is detected to be depressed, the control air pump continues to inflate, and the APU unloading valve and regeneration valve are closed. When the brake pedal is detected to be released, the control air pump continues to inflate for 30 seconds, and the APU unloading valve and regeneration valve are closed, repeating this cycle based on the brake pedal status.

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

[0178] In the third implementation, Figure 7 A flowchart illustrating a vehicle terminal air pump control method provided in this application embodiment. Figure 6 ,like Figure 7 As shown, when the control mode is identified as 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. The preset opening time is a user-defined value, such as 1 second or 2 seconds, and is not limited in this respect. In APC zero-load start control mode, when it is detected that "the APC air pump is working and pumping air until both air pressure values ​​are higher than 1.08 MPa," the APC zero-load start control mode switches to normal regeneration control mode. At this 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 the pressure value indicated by the first pressure sensor (i.e., pressure 1) is not higher than 1.01 MPa, or the pressure value indicated by the second pressure sensor (i.e., pressure 2) is not higher than 1.01 MPa, the APC zero-load start control mode switches to the APC no-work-request control mode. At this time, the APC air pump stops, the APU unloading valve closes, and the APU regeneration valve closes. It should be noted that when the APC zero-load start control mode ends or the APC normal regeneration control mode ends, it needs to enter another control mode based on mode identification.

[0179] Furthermore, Figure 8 A flowchart illustrating a vehicle terminal air pump control method provided in this application embodiment. Figure 7 ,like Figure 8As shown, when the APC forced regeneration control mode is identified, the forced regeneration control mode starts timing from zero, and controls the APC air pump to stop, the APU unloading valve to open, and the APU regeneration valve to open. In the APC forced regeneration control mode, when it detects that "the air pressure value indicated by the first air pressure sensor signal (i.e., air pressure 1) ≤ 0.85MPa, or the air pressure value indicated 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 this time, the APC air pump stops, the APU unloading valve closes, and the APU regeneration valve closes. The fifth duration threshold is a user-defined value, for example, 60 seconds, etc., and is not limited thereto. After the APC forced regeneration control mode ends, it needs to enter other control modes according to mode identification.

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

[0181] Additionally, 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 equipped with an electric air compressor solenoid valve; the first average rate of change of the air pressure value represented by the first air pressure sensor signal within a preset period and the second average rate of change of the air pressure value represented by the second air pressure sensor signal within a preset period are determined respectively.

[0183] For example, the vehicle terminal is equipped with an electric air compressor solenoid valve. Figure 9 A flowchart illustrating a vehicle terminal air pump control method provided in this application embodiment. Figure 8 ,like Figure 9 As shown, the first pressure sensor can be simply referred to as... Figure 9 The first and second pressure sensors in the middle can be simply referred to as pressure sensor 1. Figure 9 The vehicle terminal can calculate the first average rate of change of the air pressure value represented by the first air pressure sensor signal collected by air pressure sensor 1 within a preset period, and the second average rate of change of the air pressure value represented by the second air pressure sensor signal collected by air pressure sensor 2 within the preset period. For example, the average rate of change 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 can be calculated over 100 periods.

[0184] S207. Acquire the wheel difference status signal, axle difference status signal, power take-off status signal, automatic transmission control unit shift request signal, battery swapping lock signal, brake switch signal, and handbrake status signal from 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 automatic transmission control unit shift request signal is used to determine whether a shift request exists, the battery swapping lock signal is used to determine the battery swapping 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, such as Figure 9 As shown, the vehicle terminal can acquire wheel difference status signals, axle difference status signals, power take-off (PTO) status signals, automatic transmission control unit (ATU) shift request signals, battery swapping lock signals, brake switch signals, and handbrake status signals. Specifically, 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 PTO status signal is used to determine the PTO status, the ATU shift request signal is used to determine if a shift request exists, the battery swapping lock signal is used to determine the battery swapping lock status, the brake switch signal is used to determine if the brake switch is closed, and the handbrake status signal is used to determine the handbrake status.

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

[0187] In one example, S208 includes: if the vehicle terminal meets a preset first condition, and if it is determined that the vehicle terminal meets a preset jamming condition, then the state of the electric air compressor solenoid valve is determined to be jammed; in the jammed state, a second activation instrument pop-up signal is generated; according to the second activation instrument pop-up signal, the instrument pop-up is activated and the jamming prompt information of the electric air compressor solenoid valve is displayed; if the vehicle terminal meets a preset second condition, and if it is determined that the vehicle terminal meets a preset short-circuit / open-circuit condition, then the state of the electric air compressor solenoid valve is determined to be either short-circuit or open-circuit; in the short-circuit or open-circuit state, a third activation instrument pop-up signal is generated; according to the third activation instrument pop-up signal, the instrument pop-up is activated and the short-circuit / open-circuit prompt information of the electric air compressor solenoid valve is displayed.

[0188] In one example, the preset first condition includes: seven states remain unchanged or there is no shift request, and the duration of the seven states is greater than a preset fifth duration threshold, and the electric air compressor is in a no-work-request control mode; wherein, the seven states remain unchanged or there is no shift request include the automatic transmission control unit having no shift request, the handbrake state remaining unchanged, the brake switch not being closed, the wheel difference state remaining unchanged, the axle difference state remaining unchanged, the battery swapping lock state remaining unchanged, and the power take-off state remaining unchanged;

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

[0190] The preset second condition includes: seven states remain unchanged or there is no shift request, and the duration of the seven states is greater than the fifth duration threshold, and the electric air compressor is in normal regeneration control mode / forced regeneration control mode; among them, the seven states remain unchanged or there is no shift request, including no shift request from the automatic transmission control unit, no change in the handbrake state, no closing of the brake switch, no change in the wheel difference state, no change in the axle difference state, no change in the battery swapping lock state, and no change in the power take-off state;

[0191] The preset short-circuit breaking conditions include: both the first average rate of change and the second average rate of change satisfy the preset second rate of change condition, and the duration of the jamming is greater than the preset seventh duration threshold; wherein, the preset second rate of change condition includes: the first average rate of change is less than the preset third rate of change threshold, or the second average rate of change is less than the preset fourth rate of change threshold.

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

[0193] Specifically, such as Figure 9 As shown in (a), the first average rate of change can be simply referred to as Figure 9 The rate of change of air pressure 1, the second average rate of change can be simply referred to as Figure 9The rate of change of air pressure 2. APU solenoid valve sticking fault diagnosis is only performed when the vehicle terminal meets the preset first condition. If the vehicle terminal determines that it meets the preset sticking condition, the sticking condition is as follows:

[0194] Both the first average rate of change and the second average rate of change satisfy a preset first rate of change condition, and the duration of the stagnation exceeds a preset sixth duration threshold TBD. The preset first rate of change condition includes: the first average rate of change being greater than or equal to the preset first rate of change threshold TBD, or the second average rate of change being greater than or equal to the preset second rate of change threshold TBD. The preset sixth duration threshold TBD, the first rate of change threshold TBD, and the second rate of change threshold TBD are all user-defined values ​​and can be the same or different; there are no restrictions on this.

[0195] The solenoid valve of the electric air compressor is then determined to be in a stuck state. In this stuck state, a second activation instrument pop-up signal is generated. Based on this signal, the instrument pop-up is activated and displays the stuck message "APU solenoid valve stuck, please check." When "(pressure 1 change rate ≤ TBD and pressure 2 change rate ≤ TBD) and the duration of TBD is specified," the VCU diagnoses the APU solenoid valve as fault-free, and the activation instrument pop-up signal stops being sent. The three TBDs involved are, in order, the first change rate threshold TBD, the second change rate threshold TBD, and the sixth duration threshold TBD, which are the same as the TBDs in the preset stuck conditions mentioned above.

[0196] Furthermore, the preset first condition includes: seven states remain unchanged or there is no shift request, and the duration of these seven states exceeds a preset fifth duration threshold, and the electric air compressor is in a no-operation-request control mode. The seven states remaining unchanged or without shift request include: no shift request from the automatic transmission control unit (TCU), no change in the handbrake state, no closing of the brake switch, no change in wheel difference state, no change in axle difference state, no change in the battery swapping lock state, and no change in the power take-off state. The preset fifth duration threshold is a user-defined value, for example, 5 seconds or 6 seconds, etc., and is not limited thereto.

[0197] like Figure 9 As shown in (b), 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 / open circuit condition, the short circuit / open circuit condition is as follows:

[0198] Both the first and second average rates of change satisfy a preset second rate of change condition, and the duration of the stagnation exceeds a preset seventh duration threshold TBD. The preset second rate of change condition includes: the first average rate of change is less than a preset third rate of change threshold TBD, or the second average rate of change is less than a preset fourth rate of change threshold TBD. The preset seventh duration threshold TBD, third rate of change threshold TBD, and fourth rate of change threshold TBD are all user-defined values ​​and are not limited in that they can be the same or different. Figure 9 The three TBDs in part (b) are related to Figure 9 The three TBDs in part (a) can be the same or different, and there is no restriction here.

[0199] The status of the electric air compressor solenoid valve is determined to be either short-circuited or open-circuited. In either state, a third activation instrument pop-up signal is generated. Based on this signal, the instrument pop-up is activated and displays the short-circuit / open-circuit warning message: "APU solenoid valve short-circuited / open-circuited, please inspect." When "(first average rate of change ≥ TBD, and second average rate of change ≥ TBD), and the duration of TBD is continuous," the APU solenoid valve is diagnosed as fault-free, and the activation instrument pop-up signal stops being sent. The three TBDs involved are, in order, the third rate of change threshold TBD, the fourth rate of change threshold TBD, and the seventh duration threshold TBD, which are the same as the TBDs in the preset short-circuit / open-circuit conditions mentioned above.

[0200] Furthermore, the preset second condition includes: seven states remain unchanged or there is no shift request, and the duration of the seven states is greater than the fifth duration threshold, and the electric air compressor is in normal regeneration control mode / forced regeneration control mode; wherein, the seven states remaining unchanged or there is no shift request include the automatic transmission control unit not requesting a shift, the handbrake state remaining unchanged, the brake switch not closed, the wheel difference state remaining unchanged, the axle difference state remaining unchanged, the battery swapping lock state remaining unchanged, and the power take-off state remaining unchanged.

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

[0202] The vehicle terminal air pump control method provided in this application embodiment acquires data signals from the vehicle terminal, including air pressure sensor signals and ambient temperature signals of the area where the vehicle terminal is located. Based on the first air pressure sensor signal and the second air pressure sensor signal, the on / off information of the first and second air paths is determined. If the on / off information indicates that both the first and second air pressure sensors are in an open-circuit fault state, or that either the first or second air pressure sensor is in a short-circuit fault state, then the control mode is determined to be the brake safety electric air compressor redundant control mode. If the on / off information indicates that at least one of the first and second air pressure sensors is in a closed-circuit fault state, or that both the first and second air pressure sensors are in a closed-circuit fault state, then based on the first air pressure sensor signal, the second air pressure sensor signal, and the ambient temperature signal, the control mode is determined to be another control mode. According to the control mode, the air pump, unloading device, and regeneration valve in the vehicle terminal are controlled to operate or stop, open or close, and operate or close. The air pump, unloading device, and regeneration valve are used to remove obstructions from the brake lines of the vehicle terminal during operation. The vehicle terminal is equipped with an electric air compressor solenoid valve. The first average rate of change of the air pressure value indicated by the first air pressure sensor signal and the second average rate of change of the air pressure value indicated by the second air pressure sensor signal within a preset period are determined. The vehicle terminal's wheel difference status signal, axle difference status signal, power take-off status signal, automatic transmission control unit shift request signal, battery lock signal, brake switch signal, and handbrake status signal are acquired. The state of the electric air compressor solenoid valve is determined based on the first and second average rates of change; and when the state indicates a fault state, an instrument pop-up window is activated; the state includes fault states and normal states. Therefore, it can greatly reduce the failure rate of vehicle braking systems caused by water corrosion, reduce customer vehicle maintenance time and costs, and reduce the workload of after-sales maintenance personnel. In particular, it can automatically prevent pipeline icing and ensure braking safety, thereby reducing the braking risk of vehicle terminals.

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

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

[0205] The first determining module 32 is used to determine the control mode based on the barometric pressure sensor signal and the ambient temperature signal; wherein, the control mode is used to indicate control information under different scenarios;

[0206] The control module 33 is used to 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 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] Figure 11 This is a schematic diagram of the structure of another vehicle terminal air pump control device provided in an embodiment of this application. Figure 10 Based on the illustrated embodiments, as Figure 11 As shown, the target heavy-duty truck terminal includes a first air pressure sensor located in the first air circuit and a second air pressure sensor located in the second air circuit; the air pressure sensor signals include the first air pressure sensor signal collected by the first air pressure sensor and the second air pressure sensor signal collected by the second air pressure sensor.

[0208] The first determining module 32 includes:

[0209] The first determining unit 321 is used to determine the on / off information of the first air circuit and the second air circuit based on the first air pressure sensor signal and the second air pressure sensor signal.

[0210] The second determining unit 322 is used to determine the control mode as the brake safety electric air compressor redundant control mode if the determination 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 if 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 determining unit 323 is used to determine the control mode as other control modes if 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 if 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.

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

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

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

[0215] If it is determined that the first air pressure sensor signal meets the preset third air pressure range, and the second air pressure sensor signal meets 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 duration threshold, then other control modes are determined to be the electric air compressor forced regeneration control mode.

[0216] The data signal also includes the number of times the pipeline de-icing mode is used; 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 target heavy truck vehicle terminal is in a high-pressure ready state, and the number of times the pipeline de-icing mode is the preset threshold, then other control modes are determined to be electric air compressor pipeline de-icing control modes.

[0217] In one possible implementation, the target heavy-duty truck terminal is equipped with a condenser drain valve; control module 33 is specifically used for:

[0218] If the control mode is the electric air compressor pipeline de-icing control mode, then the air pump in the terminal of the target heavy truck vehicle is controlled to work, the pipeline de-icing working time when the preset air pump is working is counted from zero, the number of pipeline de-icing modes is incremented by 1, the air pump is controlled to work, 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 de-icing working time is greater than or equal to the preset second duration threshold, the current electric air compressor pipeline de-icing control mode will be switched to the electric air compressor no-work-request control mode, and the air pump will be stopped in the electric air compressor no-work-request control mode.

[0220] In one possible implementation, the control module 33 is specifically used for:

[0221] The generation unit 331 is used to generate an electric air compressor air pump working signal and a first activated instrument pop-up signal if the control mode is the 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 vehicle terminal to work, the unloading valve to close, and the regeneration valve to close according to the electric air compressor air pump operation signal; and to start timing 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.

[0223] The second control unit 333 is used to generate a stop signal for 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 to control the air pump to stop according to the stop signal for the electric air compressor air pump.

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

[0225] In one possible implementation, the third control unit 334 is specifically used for:

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

[0227] If the brake switch signal is determined to be the first preset value, then the air pump is controlled to work.

[0228] If the brake switch signal is determined to be 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 the second working time is determined to be greater than or equal to the preset fourth time threshold, the air pump will be stopped.

[0230] In one possible implementation, the control module 33 is specifically used for:

[0231] If the control mode is the electric air compressor forced regeneration control mode, then the air pump in the terminal of the target heavy truck vehicle will stop, the unloading valve will open, and the regeneration valve will open.

[0232] If the control mode is the electric air compressor zero-load start control mode, then the air pump in the terminal of the target heavy truck vehicle will work.

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

[0234] In one possible implementation, the target heavy-duty truck terminal is equipped with an electric air compressor solenoid valve; the device also includes:

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

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

[0237] In one possible implementation, activation module 42 is specifically used for:

[0238] If the target heavy-duty truck terminal meets the preset first condition, and it is determined that the target heavy-duty truck terminal meets the preset jamming condition, then the state of the electric air compressor solenoid valve is determined to be jammed; in the jammed state, a second activation instrument pop-up signal is generated; according to the second activation instrument pop-up signal, the instrument pop-up is activated and the jamming prompt information of the electric air compressor solenoid valve is displayed.

[0239] If the target heavy-duty truck terminal meets the preset second condition, and it is determined that the target heavy-duty truck terminal meets the preset short-circuit and open-circuit conditions, then the state of the electric air compressor solenoid valve is determined to be either short-circuit or open-circuit. In the short-circuit or open-circuit state, a third activation instrument pop-up signal is generated. According to the third activation instrument pop-up 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 one possible implementation, the device is also specifically used for:

[0241] The system acquires the wheel difference status signal, axle difference status signal, power take-off (PTO) status signal, automatic transmission control unit (ATU) shift request signal, battery swapping lock signal, brake switch signal, and handbrake status signal from the target heavy-duty truck vehicle terminal. Specifically, 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 PTO status signal is used to determine the PTO status, the ATU shift request signal is used to determine if a shift request exists, the battery swapping lock signal is used to determine the battery swapping lock status, the brake switch signal is used to determine if the brake switch is closed, and the handbrake status signal is used to determine the handbrake status.

[0242] The first preset condition includes:

[0243] Seven states remain unchanged or there is no shift request, and the duration of the seven states exceeds the preset fifth duration threshold, and the electric air compressor is in a no-work-request control mode; among them, the seven states remaining unchanged or having no shift request include the automatic transmission control unit having no shift request, the handbrake state remaining unchanged, the brake switch not closed, the wheel difference state remaining unchanged, the axle difference state remaining unchanged, the battery swapping lock state remaining unchanged, and the power take-off state remaining unchanged.

[0244] The preset jamming conditions include:

[0245] Both the first average rate of change and the second average rate of change satisfy the preset first rate of change condition, and the duration of the stagnation is greater than the preset sixth duration threshold; wherein, the preset first rate of change condition includes: the first average rate of change is greater than or equal to the preset first rate of change threshold, or the second average rate of change is greater than or equal to the preset second rate of change threshold.

[0246] The preset second condition includes:

[0247] Seven states remain unchanged or there is no shift request, and the duration of the seven states is greater than the fifth duration threshold, and the electric air compressor is in normal regeneration control mode / forced regeneration control mode; among them, the seven states remain unchanged or there is no shift request, including no shift request from the automatic transmission control unit, no change in the handbrake state, no closing of the brake switch, no change in the wheel difference state, no change in the axle difference state, no change in the battery swapping lock state, and no change in the power take-off state;

[0248] The preset short-circuit breaking conditions include:

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

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

[0251] Figure 12 This is a structural diagram of the vehicle terminal provided in this application. Figure 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 further includes a communication component 503. The processor 501, memory 502, and communication component 503 are connected via a bus 504.

[0252] In a specific implementation, at least one processor 501 executes computer execution instructions stored in memory 502, causing at least one processor 501 to perform the above-described method.

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

[0254] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0255] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0256] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0257] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0258] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0259] The aforementioned 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 storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0260] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from 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 reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0261] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

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

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

[0264] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0265] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0266] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A method for controlling an air pump in a vehicle terminal, characterized in that, Applied to a vehicle terminal, the method includes: Acquire data signals; wherein, the data signals include the barometric pressure sensor signal of the vehicle terminal and the ambient temperature signal of the area where the vehicle terminal is located; The control mode is determined based on the barometric pressure sensor signal and the ambient temperature signal; wherein, the control mode is used to indicate control information under 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. The vehicle terminal includes a first air pressure sensor located in a first air circuit and a second air pressure sensor located in a second air circuit; 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 step of determining the control mode based on the barometric pressure sensor signal and the ambient temperature signal includes: Based on the signals from the first and second air pressure sensors, determine the on / off information of the first and second air passages; 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 the first air pressure sensor or the second air pressure sensor is in a short circuit fault state, then the control mode is determined to be the brake safety electric air compressor redundant control mode. If the on / off information indicates that at least one of the first and second pressure sensors is in a circuit failure state, or that both the first and second pressure sensors are in a circuit failure state, then based on the first pressure sensor signal, the second pressure sensor signal, and the ambient temperature signal, the control mode is determined to be another control mode.

2. The method according to claim 1, 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 the other control mode is determined to be the electric air compressor zero-load start control mode. 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. If it is determined that the first air pressure sensor signal meets the preset third air pressure range, and the second air pressure sensor signal meets 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 duration threshold, then the other control mode is determined to be the electric air compressor forced regeneration control mode. The data signal also includes the number of times the pipeline de-icing mode is used; 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 a high-pressure ready state, and the number of times the pipeline de-icing mode is the preset threshold, then the other control mode is determined to be the electric air compressor pipeline de-icing control mode.

3. The method according to any one of claims 1-2, characterized in that, The vehicle terminal is equipped with a condenser drain valve; the control of the air pump in the vehicle terminal to operate or stop, to open or close the unloading mechanism, and to open or close the regeneration valve according to the control mode includes: If the control mode is the electric air compressor pipeline de-icing control mode, then the air pump in the vehicle terminal is controlled to work, the preset pipeline de-icing working time is started from zero, the number of pipeline de-icing modes is incremented by 1, the air pump is controlled to work, 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. If it is determined that the vehicle terminal is not in a high-pressure ready state, or the pipeline de-icing working time is greater than or equal to a preset second duration threshold, then the current electric air compressor pipeline de-icing control mode is switched to the electric air compressor no-work-request control mode, and the air pump is controlled to stop in the electric air compressor no-work-request control mode.

4. The method according to any one of claims 1-2, characterized in that, The control of the air pump in the vehicle terminal to operate or stop, the unloading load to open or close, and the regeneration valve to open or close according to the control mode includes: If the control mode is the brake safety electric air compressor redundant control mode, then the electric air compressor air pump working signal and the first activated instrument pop-up signal are generated. Based on the electric air compressor pump operation signal, control the pump in the vehicle terminal to operate, the unloading valve to close, and the regeneration valve to close; and start timing the first operating time of the pump from zero, and activate the instrument pop-up window based on the first activation signal of the instrument pop-up window; If it is determined that the first working time is greater than or equal to a preset third time threshold, an electric air compressor air pump stop signal is generated; and the air pump is controlled to stop according to the electric air compressor air pump stop signal. The system acquires the brake switch signal from the vehicle terminal and controls the air pump to operate or stop based on the brake switch signal.

5. The method according to claim 4, characterized in that, The step of controlling the air pump to work or stop according to the brake switch signal includes: Repeat the following steps until the redundant control mode of the brake safety electric air compressor is exited: If the brake switch signal is determined to be a first preset value, then the air pump is controlled to work. If the brake switch signal is determined to be the second preset value, the air pump is controlled to work, and the second working time of the air pump is started from zero. If it is determined that the second working time is greater than or equal to the preset fourth time threshold, then the air pump is controlled to stop.

6. The method according to any one of claims 1-2, characterized in that, The control of the air pump in the vehicle terminal to operate or stop, the unloading load to open or close, and the regeneration valve to open or close according to the control mode includes: If the control mode is the electric air compressor forced regeneration control mode, then 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, then 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 electric air compressor normal regeneration control mode, then the air pump in the vehicle terminal is controlled to stop.

7. The method according to any one of claims 1-2, characterized in that, The vehicle terminal is equipped with an electric air compressor solenoid valve; the method further includes: The first average rate of change of the air pressure value represented by the first air pressure sensor signal and the second average rate of change of the air pressure value represented by the second air pressure sensor signal within the preset period are determined respectively. The state of the electric air compressor solenoid valve is determined based on the first average rate of change and the second average rate of change; and when the state indicates a fault state, the instrument pop-up window is activated.

8. A vehicle terminal air pump control device, characterized in that, include: An acquisition module is used to acquire data signals; wherein, the data signals include the barometric pressure sensor signal of the vehicle terminal and the ambient temperature signal of the area where the vehicle terminal is located; The first determining module is used to determine the control mode based on the barometric pressure sensor signal and the ambient temperature signal; wherein the control mode is used to indicate control information under different scenarios. The control module is used to 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 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. The vehicle terminal includes a first air pressure sensor located in a first air circuit and a second air pressure sensor located in a second air circuit; the air pressure sensor signals include 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 first determining module includes: The first determining unit is used to determine the on / off information of the first air path and the second air path based on the first air pressure sensor signal and the second air pressure sensor signal; The second determining unit is configured to determine the control mode as the brake safety electric air compressor redundant control mode if 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 if either the first air pressure sensor or the second air pressure sensor is in a short circuit fault state. The third determining unit is configured to determine the control mode as another control mode based on the first pressure sensor signal, the second pressure sensor signal, and the ambient temperature signal if the on / off information indicates that at least one of the first pressure sensor and the second pressure sensor is in a circuit failure state, or if both the first pressure sensor and the second pressure sensor are in a circuit failure state.

9. A vehicle terminal, characterized in that, include: Memory, processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1-7.

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