A control method and system of an intelligent chassis electric control system of an automobile

Abstract

The application relates to an electromagnetic valve fault diagnosis technology and discloses a control method and system of an automobile intelligent chassis electric control system, which comprises the following steps: electrically connecting an electromagnetic valve unit, a fault diagnosis circuit unit, a high-side switch unit and a commercial vehicle electric control control MCU; collecting a voltage signal; collecting, in real time, a voltage signal Vad of the fault diagnosis circuit unit through an AD end of the commercial vehicle electric control control MCU; determining a driving state of the electromagnetic valve unit by controlling an input level of an IN end of the commercial vehicle electric control control MCU; and determining a state of the electromagnetic valve according to the driving state of the electromagnetic valve unit and the real-time collected voltage signal. The application determines whether the electromagnetic valve has a fault by driving the electromagnetic valve, the diagnosis of each electromagnetic valve unit only needs one port resource, the port resource is used less, the diagnosis mode is simple, and the cost is low.

Description

Technical Field

[0001] This invention relates to solenoid valve fault diagnosis technology, and more particularly to a control method and system for an intelligent automotive chassis electronic control system. Background Technology

[0002] The electronically controlled dryer assembly with an ECU controller has protective functions, greatly extending the dryer's service life. Its main body contains an unloading solenoid valve and a backflush solenoid valve. Electrical malfunctions in the solenoid valves during use may affect the dryer's functionality.

[0003] For example, in prior art 1: CN201610740760.5, there is an electronically controlled dryer assembly with an ECU controller and a control method thereof.

[0004] For example, prior art 2: CN105549578B, an invention patent published on January 30, 2018, discloses a fault diagnosis and response circuit for automotive solenoid valves and its usage method, which includes a CPU, a solenoid valve, a logic operation processing circuit, an integrated chip and a display device. The logic operation processing circuit includes a NAND gate chip, a NOR gate chip and a comparator.

[0005] Existing technologies have complex circuits, high costs, and can only identify a fault in the solenoid valve, but cannot determine the specific type of fault.

[0006] The fault can only be detected after the solenoid valve is driven by the integrated chip BTS7236W, meaning the fault can only be detected when the solenoid valve is working. However, the solenoid valve is not working most of the time with the electronically controlled APU, resulting in poor timeliness of the existing technical solution.

[0007] Diagnosing each solenoid valve requires four port resources: an information output port, a main control signal output port, a secondary control signal output port, and a voltage input port. Diagnosing two solenoid valves requires eight port resources. The electronically controlled APU (Air Processing Unit), based on the electronically controlled dryer, adds management of different air paths, achieving more precise and efficient air handling, significantly increasing the port resource requirements.

[0008] Electronically controlled APUs primarily operate on a 24V system, but 12V systems also exist. The solenoid valves used are correspondingly divided into two main categories: 24V solenoid valves and 12V solenoid valves. The resistance of a 24V solenoid valve is approximately 80Ω, while that of a 12V solenoid valve is approximately 20Ω. During installation, there is a possibility of mixing different types due to worker negligence. Summary of the Invention

[0009] This invention addresses the problems of existing technologies, such as complex circuits, high costs, and the inability to determine the specific solenoid valve malfunction rather than its fault state. It provides a control method and system for an intelligent automotive chassis electronic control system.

[0010] To solve the above-mentioned technical problems, the present invention provides the following technical solution:

[0011] A control method for an intelligent automotive chassis electronic control system includes a solenoid valve unit, a fault diagnosis circuit unit, a high-side switch unit, and a commercial vehicle electronic control MCU.

[0012] The OUT terminal of the high-side switch unit is connected to the fault diagnosis circuit unit and the solenoid valve unit;

[0013] The voltage acquisition terminal (AD terminal) of the fault diagnosis circuit unit is connected to the commercial vehicle electronic control MCU; the IN terminal of the high-side switch unit is connected to the commercial vehicle electronic control MCU.

[0014] The methods for diagnosing solenoid valve faults include: the solenoid valve unit, the fault diagnosis circuit unit, the high-side switch unit, and the electrical connection of the commercial vehicle electronic control MCU;

[0015] The AD terminal of the MCU for commercial vehicle electronic control acquires the voltage signal Vad of the fault diagnosis circuit unit in real time;

[0016] The driving state of the solenoid valve unit is determined by controlling the input level of the IN terminal of the commercial vehicle electronic control MCU.

[0017] The state of the solenoid valve is determined based on the solenoid valve unit's driving state and the real-time acquired voltage signal.

[0018] As a preferred embodiment: the solenoid valve unit includes an unloading solenoid valve and a backflush solenoid valve; the fault diagnosis circuit unit includes a fault diagnosis circuit for the unloading solenoid valve and a fault diagnosis circuit for the backflush solenoid valve.

[0019] The unloading solenoid valve and the unloading solenoid valve fault diagnosis circuit are connected to the OUT1 terminal of the high-side switch unit. The unloading fault diagnosis circuit unit collects the voltage signal Vad1 from the AD1 terminal of the unloading solenoid valve unit in real time.

[0020] The backflush solenoid valve and its fault diagnosis circuit are connected to the OUT2 terminal of the high-side switch unit. The backflush fault diagnosis circuit unit collects the voltage signal Vad2 from the AD2 terminal of the backflush solenoid valve unit in real time.

[0021] Preferably, the unloading fault diagnosis circuit unit includes a reverse cutoff diode D1A, resistors R1A, R1B, and R1; the unloading solenoid valve unit has a resistance of R. 卸荷One end of the reverse cutoff diode D1A is connected to the input voltage V0; the other end is connected to the resistor R1A. The other end of the resistor R1A is connected to the resistor R1B, the resistor R1 and the unloading solenoid valve. The other end of the resistor R1 is connected to the AD1 terminal of the commercial vehicle electronic control MCU. The other end of the resistor R1B is grounded.

[0022] The backflush fault diagnosis circuit unit includes a reverse cutoff diode D2A, resistors R2A, R2B, and R2; the resistance of the backflush solenoid valve unit is R. 反吹 One end of the reverse cutoff diode D2A is connected to the input voltage V0; the other end is connected to the resistor R2A. The other end of the resistor R2A is connected to the resistor R2B, the resistor R2 and the backflush solenoid valve. The other end of the resistor R2 is connected to the AD2 terminal of the commercial vehicle electronic control MCU. The other end of the resistor R2B is grounded.

[0023] Preferably, the resistance values ​​of resistors R1B and R1 are much greater than R. 卸荷 The resistance value of R1A is the same as the resistance value of R. 卸荷 The resistance value of the resistor is equal to that of resistor R1A;

[0024] The resistance values ​​of resistors R2B and R2 are much greater than R. 反吹 The resistance value of resistor R1 is the same as the resistance value of resistor R2A, R 反吹 The resistance value of the resistor is equal to that of resistor R2A.

[0025] As a preferred option, the driving state of the solenoid valve unit is determined by the input level of the IN terminal of the commercial vehicle electronic control MCU. When the input level of the IN terminal of the commercial vehicle electronic control MCU is high, the solenoid valve is in a driving state; otherwise, the solenoid valve unit is in a non-driving state.

[0026] As a preferred method, the state of the solenoid valve is determined based on the driving state of the solenoid valve unit and the voltage signal acquired in real time.

[0027] Determine if there is a fault in the solenoid valve unit when it is in the actuated state:

[0028] When the voltage Vad1 collected in real time by the solenoid valve unit is V 正常 When this occurs, the solenoid valve unit is in normal operation.

[0029] When the voltage Vad1 collected in real time by the solenoid valve unit is 0V, the solenoid valve unit is in a short-circuit state to ground.

[0030] When the voltage Vad1 collected in real time by the solenoid valve unit is V 开路 When this occurs, the solenoid valve unit is in an open-circuit state;

[0031] When the voltage Vad1 collected by the solenoid valve unit in real time is V0, the solenoid valve unit is in a short-circuit state to the power supply.

[0032] When the voltage Vad1 collected in real time by the solenoid valve unit is V0, the solenoid valve unit is in a mixed assembly state.

[0033] When the voltage Vad1 collected in real time by the solenoid valve unit is V 混装 When the solenoid valve unit is in a mixed-assembly state, it is in an actuated state. When the solenoid valve unit is in an actuated state, it is necessary to determine whether there is a fault in the solenoid valve unit. When the voltage Vad1 collected in real time by the solenoid valve unit is not V... 正常 If the state is reset to low level, the solenoid valve unit's IN terminal will be returned to a non-driven state for fault mode diagnosis.

[0034] To address the aforementioned technical problems, the present invention also provides a control system for an intelligent automotive chassis electronic control system, which is used to implement any of the control methods for an intelligent automotive chassis electronic control system.

[0035] This invention, by adopting the above technical solutions, has significant technical effects:

[0036] This invention determines whether a solenoid valve is faulty by driving the solenoid valve. The diagnosis of each solenoid valve unit only requires one port resource, which uses few port resources and the diagnosis method is simple and low cost. Attached Figure Description

[0037] Figure 1 This is a circuit diagram of the present invention.

[0038] Figure 2 This invention relates to a circuit for diagnosing and responding to faults in solenoid valves, specifically focusing on the resistance values ​​of the unloading solenoid valve.

[0039] Figure 3 This invention provides the equivalent circuit diagram and simulation test diagram related to the unloading solenoid valve when IN1 is at a low level.

[0040] Figure 4 This is a simulation test diagram of the card state when IN1 is low.

[0041] Figure 5 This is a simulation test diagram of the mixed state of the solenoid valve unit when IN1 is low.

[0042] Figure 6 This is a simulation test diagram of the solenoid valve unit in normal state when IN1 is high.

[0043] Figure 7 This is a flowchart of the present invention. Detailed Implementation

[0044] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments.

[0045] Example 1

[0046] A control method for an automotive intelligent chassis electronic control system includes a solenoid valve unit, a fault diagnosis circuit unit, a high-side switch unit, and a commercial vehicle electronic control APU.

[0047] The OUT terminal of the high-side switch unit is connected to the fault diagnosis circuit unit and the solenoid valve unit;

[0048] The voltage acquisition terminal (AD terminal) of the fault diagnosis circuit unit is connected to the APU (Automatic Power Unit) of the commercial vehicle electronic control system.

[0049] The IN terminal of the high-side switch unit is connected to the commercial vehicle's electronic control APU;

[0050] Methods for diagnosing solenoid valve malfunctions include:

[0051] Electrical connections between the solenoid valve unit, fault diagnosis circuit unit, high-side switch unit, and commercial vehicle electronic control APU;

[0052] The AD terminal of the MCU for commercial vehicle electronic control acquires the voltage signal Vad of the fault diagnosis circuit unit in real time;

[0053] The driving state of the solenoid valve unit is determined by the input level of the IN terminal of the APU (Automatic Power Unit) in the commercial vehicle electronic control system.

[0054] The state of the solenoid valve is determined based on the solenoid valve unit's driving state and the real-time acquired voltage signal.

[0055] The solenoid valve unit includes an unloading solenoid valve and a backflush solenoid valve; the fault diagnosis circuit unit includes a fault diagnosis circuit for the unloading solenoid valve and a fault diagnosis circuit for the backflush solenoid valve.

[0056] The unloading solenoid valve and the unloading solenoid valve fault diagnosis circuit are connected to the OUT1 terminal of the high-side switch unit. The unloading fault diagnosis circuit unit collects the voltage signal Vad1 from the AD1 terminal of the unloading solenoid valve unit in real time.

[0057] The backflush solenoid valve and its fault diagnosis circuit are connected to the OUT2 terminal of the high-side switch unit. The backflush fault diagnosis circuit unit collects the voltage signal Vad2 from the AD2 terminal of the backflush solenoid valve unit in real time.

[0058] The unloading fault diagnosis circuit unit includes a reverse cutoff diode D1A, resistors R1A, R1B, and R1; the unloading solenoid valve unit has a resistance of R. 卸荷One end of the reverse cutoff diode D1A is connected to the input voltage V0; the other end is connected to the resistor R1A. The other end of the resistor R1A is connected to the resistor R1B, the resistor R1 and the unloading solenoid valve. The other end of the resistor R1 is connected to the AD1 terminal of the commercial vehicle electronic control APU. The other end of the resistor R1B is grounded.

[0059] The backflush fault diagnosis circuit unit includes a reverse cutoff diode D2A, resistors R2A, R2B, and R2; the resistance of the backflush solenoid valve unit is R. 反吹 One end of the reverse cutoff diode D2A is connected to the input voltage V0; the other end is connected to the resistor R2A. The other end of the resistor R2A is connected to the resistor R2B, the resistor R2 and the backflush solenoid valve. The other end of the resistor R2 is connected to the AD2 terminal of the commercial vehicle electronic control APU. The other end of the resistor R2B is grounded.

[0060] The resistance values ​​of resistors R1B and R1 are much greater than R. 卸荷 The resistance value of R1A is the same as the resistance value of R. 卸荷 The resistance value of the resistor is equal to that of resistor R1A;

[0061] The resistance values ​​of resistors R2B and R2 are much greater than R. 反吹 The resistance value of resistor R1 is the same as the resistance value of resistor R2A, R 反吹 The resistance value of the resistor is equal to that of resistor R2A.

[0062] The driving state of the solenoid valve unit is determined by the input level of the IN terminal of the commercial vehicle electronic control unit (APU). When the input level of the IN terminal of the commercial vehicle electronic control unit (APU) is high, the solenoid valve is in the driving state; otherwise, the solenoid valve unit is in the non-driving state.

[0063] The state of the solenoid valve is determined based on the solenoid valve unit's driving state and the real-time acquired voltage signal.

[0064] Determine if there is a fault in the solenoid valve unit when it is in the actuated state:

[0065] When the voltage Vad1 collected in real time by the solenoid valve unit is V 正常 When this occurs, the solenoid valve unit is in normal operation.

[0066] When the voltage Vad1 collected in real time by the solenoid valve unit is 0V, the solenoid valve unit is in a short-circuit state to ground.

[0067] When the voltage Vad1 collected in real time by the solenoid valve unit is V 开路 When this occurs, the solenoid valve unit is in an open-circuit state;

[0068] When the voltage Vad1 collected by the solenoid valve unit in real time is V0, the solenoid valve unit is in a short-circuit state to the power supply.

[0069] When the voltage Vad1 collected in real time by the solenoid valve unit is V 混装 When this happens, the solenoid valve units are in a mixed-assembly state;

[0070] When the voltage Vad1 collected in real time by the solenoid valve unit is V 混装 When the solenoid valve unit is in a mixed-assembly state, it is in an actuated state. When the solenoid valve unit is in an actuated state, it is necessary to determine whether there is a fault in the solenoid valve unit. When the voltage Vad1 collected in real time by the solenoid valve unit is not V... 正常 If the state is reset to low level, the solenoid valve unit's IN terminal will be returned to a non-driven state for fault mode diagnosis.

[0071] Example 2

[0072] Based on Example 1, this example is a control system for an intelligent automotive chassis electronic control system, which is used to implement any kind of intelligent automotive chassis electronic control system control method.

[0073] Example 3

[0074] Based on Example 1, since the diagnostic circuit units of the unloading solenoid valve and the backflush solenoid valve are the same, this Example 1 uses the unloading solenoid valve as an example for related explanation.

[0075] exist Figure 1 In this circuit, V9 is the high-side switch unit, and IN1 is the normal output port of the commercial vehicle electronic control APU. When IN1=1, channel 1 of the high-side switch unit is turned on, and the OUT1 port of the high-side switch unit outputs 24V, which is also called the unloading solenoid valve drive state. When IN1=0, channel 1 of the high-side switch unit is turned off, and the OUT1 port of the high-side switch unit outputs a high-impedance state.

[0076] Figure 2 In the diagram, D1A is a reverse cutoff diode. Its main function is to prevent the 24V voltage from acting on the input voltage V0 through the resistor R1A, and since V0 is 5V, thus affecting the stability of the 5V system. Another function of the reverse cutoff diode is to divide the voltage.

[0077] The main function of resistors R1A and R1B is to divide the voltage. Resistor R1 is a current-limiting resistor.

[0078] In this embodiment, the resistance of resistor R1A is 80Ω, the resistance of resistor R1B is 20KΩ, the resistance of resistor R1 is 51KΩ, and the reverse cutoff diode D1A is a 1N4007G. The operating voltage of the APU for commercial vehicle electronic control is 5V. The real-time voltage value acquired by the AD acquisition port AD1 is represented by the symbol Va; an approximate value is used when calculating the voltage value, and the subsequent software control logic will consider the calculation error and the error caused by temperature changes. The voltage on OUT1 is represented by the symbol V1.

[0079] In the voltage divider network formed by the unloading solenoid valve diagnostic circuit and the unloading solenoid valve, R1 is a current-limiting resistor, and the voltages across it are approximately equal, so Va≈V1.

[0080] Figure 3 When IN1 = 0, the relevant equivalent circuit and simulation test diagram of the unloading solenoid valve are given, where V1 = 2.14V, so Va ≈ V1 = 2.14V.

[0081] The solenoid valve is in a short-circuit state to ground when the OUT1 port is short-circuited to ground. After the short circuit to ground, V1 = 0V, and the voltage across R1 is approximately equal, so Va ≈ V1 = 0V.

[0082] The solenoid valve open / short circuit state means that the connection between the OUT1 port and the solenoid valve is disconnected. Figure 4 It can be seen that V1 = 4.5V, and the voltage across R1 is approximately equal, so Va ≈ V1 = 4.5V.

[0083] The solenoid valve's short-circuit state refers to the OUT1 port being short-circuited to the system power supply. After the power supply is short-circuited, V1 = 24V, and the voltage across R1 is approximately equal, so Va ≈ V1 = 24V. For the MCU's AD converter, if the port voltage is greater than 5V, it will recognize it as 5V. Therefore, Va ≈ 5V.

[0084] The solenoid valve replacement status refers to the replacement of an 80Ω 24V solenoid valve with a 20Ω 12V solenoid valve.

[0085] Depend on Figure 5 It can be seen that V1 = 853mV, and the voltage across R1 is approximately equal, so Va ≈ V1 = 0.85V.

[0086] Taking into account both calculation errors and errors caused by temperature changes, the following control logic exists:

[0087] Table 1. Logic Table for Unloading Solenoid Valve Status Control

[0088]

[0089]

[0090] Figure 6In normal operation, when the intelligent APU system meets certain conditions and needs to drive the unloading solenoid valve, the MCU sets IN to 1. When IN = 1, V1 = 24V, so Va ≈ V1 = 24V. For the MCU's AD converter, if the port voltage is greater than 5V, it will recognize it as 5V. Therefore, Va ≈ 5V. If this condition is not met, a fault exists, and the MCU sets IN to 0 to re-determine the fault state.

[0091] In the flowchart, when IN1 is 0, the voltage at port AD1 is collected to Va1. If the collected voltage Va1 is less than or equal to 0.1V, the unloading solenoid valve is short-circuited to ground. Otherwise, it is determined whether the collected voltage Va1 is within the range of 0.5V to 1.2V. If it is within this range, the unloading solenoid valve is in a mixed state. Otherwise, it is determined whether the collected voltage Va1 is within the range of 4.3V to 4.7V. If it is within this range, the unloading solenoid valve is in an open-circuit state. Otherwise, it is determined whether the collected voltage Va1 is greater than or equal to 4.9V. If it is within this range, the unloading solenoid valve is short-circuited to the power supply. Otherwise, it is determined whether the collected voltage Va1 is within the range of 1.8V to 2.5V. If it is within this range, the unloading solenoid valve is in a normal state. Otherwise, it is determined whether the unloading solenoid valve meets the drive conditions. If the drive conditions are met, IN is set to 1. When IN is 1, the voltage at the acquisition terminal is judged. If the collected voltage Va1 is less than 4.9V, if it is within this range, IN is set to 0 by the MCU to re-determine the fault state.

Claims

1. A control method of an automobile intelligent chassis electric control system, comprising an electromagnetic valve unit, a fault diagnosis circuit unit, a high-side switch unit and a commercial vehicle electric control control MCU, wherein the OUT end of the high-side switch unit is connected with the fault diagnosis circuit unit and the electromagnetic valve unit; the voltage collection end AD end of the fault diagnosis circuit unit is connected with the commercial vehicle electric control control MCU; the IN end of the high-side switch unit is connected with the commercial vehicle electric control control MCU; the method for diagnosing faults of the electromagnetic valve comprises the following steps: the electromagnetic valve unit, the fault diagnosis circuit unit, the high-side switch unit and the commercial vehicle electric control control MCU are electrically connected; the voltage signal is collected, and the AD end of the commercial vehicle electric control control MCU collects the voltage signal Vad of the fault diagnosis circuit unit in real time; the driving state of the electromagnetic valve unit is determined by controlling the input level of the IN end through the commercial vehicle electric control control MCU; the electromagnetic valve unit comprises an unloading electromagnetic valve and a blowback electromagnetic valve; the fault diagnosis circuit unit comprises an unloading electromagnetic valve fault diagnosis circuit and a blowback electromagnetic valve fault diagnosis circuit; the unloading electromagnetic valve and the unloading electromagnetic valve fault diagnosis circuit are connected with the OUT1 end of the high-side switch unit, and the unloading fault diagnosis circuit unit collects the unloading electromagnetic valve unit as the AD1 end in real time, and the voltage signal is Vad1; the blowback electromagnetic valve and the blowback electromagnetic valve fault diagnosis circuit are connected with the OUT2 end of the high-side switch unit, and the blowback fault diagnosis circuit unit collects the blowback electromagnetic valve unit as the AD2 end in real time, and the voltage signal is Vad2. The driving state of the electromagnetic valve unit is determined by controlling the input level of the IN end through the commercial vehicle electric control control MCU; when the input level of the IN end of the commercial vehicle electric control control MCU is high, the driving state of the electromagnetic valve is a driving state, otherwise the state of the electromagnetic valve unit is a non-driving state. The state of the electromagnetic valve is determined according to the driving state of the electromagnetic valve unit and the real-time collected voltage signal; when the electromagnetic valve unit is in the driving state, the determination of whether the electromagnetic valve unit has a fault is performed, when the electromagnetic valve is in the non-driving state, the fault mode diagnosis of the electromagnetic valve unit is performed, when the real-time collected voltage Vad1 of the electromagnetic valve unit is 0V, the electromagnetic valve unit is in a short-circuit state to the ground; when the real-time collected voltage Vad1 of the electromagnetic valve unit is V0, the electromagnetic valve unit is in a short-circuit state to the power supply; The automobile intelligent chassis electric control system control method is used to realize any one of claims 1-5. ​ The determination of the solenoid valve state is determined according to the solenoid valve unit driving state and the real-time collected voltage signal; the unloading fault diagnosis circuit unit comprises a reverse cut-off diode D1A, a resistor R1A, a resistor R1B and a resistor R1; the resistance of the unloading solenoid valve unit is R 卸荷 ; one end of the reverse cut-off diode D1A is connected with an input voltage V0; the other end is connected with the resistor R1A; the other end of the resistor R1A is connected with the resistor R1B, the resistor R1 and the unloading solenoid valve; the other end of the resistor R1 is connected with the AD1 end of the commercial vehicle electric control control MCU; and the other end of the resistor R1B is grounded. The back flushing fault diagnosis circuit unit comprises a reverse cut-off diode D2A, a resistor R2A, a resistor R2B and a resistor R2; the resistor of the back flushing electromagnetic valve unit is R 反吹 ; one end of the reverse cut-off diode D2A is connected with an input voltage V0; the other end is connected with the resistor R2A; the other end of the resistor R2A is connected with the resistor R2B, the resistor R2 and the back flushing electromagnetic valve; the other end of the resistor R2 is connected with an AD2 end of a commercial vehicle electric control control MCU; and the other end of the resistor R2B is grounded.

2. The control method of the automobile intelligent chassis electric control system according to claim 1, characterized in that: ​ ​ ​ 3. The control method of the automobile intelligent chassis electric control system according to claim 1, characterized in that: The resistance value of the resistance R1B and the resistance R1 is much greater than R 卸荷 The resistance value of the resistance R1B is equal to the resistance value of the resistance R1A; and 卸荷 The resistance value of the resistance R1B is equal to the resistance value of the resistance R1A; and The resistance value of the resistance R2B and the resistance R2 is much greater than R 反吹 The resistance value of the resistance R2B is equal to the resistance value of the resistance R2A. 反吹 The resistance value of the resistance R2B is equal to the resistance value of the resistance R2A.

4. The control method of the automobile intelligent chassis electric control system according to claim 1, characterized in that: ​ 5. The control method of the automobile intelligent chassis electric control system according to claim 1, characterized in that: ​ ​ When the voltage Vadi collected by the electromagnetic valve unit in real time is V 正常 , the electromagnetic valve unit is in normal state; ​ When the voltage Vadi collected by the electromagnetic valve unit in real time is V 开路 , then the electromagnetic valve unit is in an open circuit state; ​ When the real-time collected voltage Vad1 of the electromagnetic valve unit is V 混装 , the electromagnetic valve unit is in the mixed loading state; when the electromagnetic valve unit is in the driving state, the determination of whether the electromagnetic valve unit has a fault is performed, and when the real-time collected voltage Vad1 of the electromagnetic valve unit is not V 正常 , the state of the IN end of the electromagnetic valve unit is reset to the low-level state, and the fault mode diagnosis of the electromagnetic valve unit is returned to when the electromagnetic valve unit is in the non-driving state.

6. An automobile intelligent chassis electric control system control device, characterized in that, ​

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