A commercial vehicle intelligent chassis electronically controlled APU solenoid valve system and its control method

Abstract

This invention relates to solenoid valve fault diagnosis technology, and discloses a solenoid valve system and control method for an intelligent chassis electronically controlled APU in commercial vehicles. The control method for the solenoid valves of the intelligent chassis electronically controlled APU in commercial vehicles includes: a first solenoid valve unit, a second solenoid valve unit, a first fault diagnosis circuit unit, a second fault diagnosis circuit unit, a high-side switch unit, and an electronically controlled MCU for commercial vehicles electrically connected together. The electronically controlled MCU controls the levels of Control0 and IN1, causing FB1 to exhibit different changes in four states of the first solenoid valve unit, thereby identifying the diagnosis and state of the first solenoid valve unit. Similarly, the electronically controlled MCU controls the levels of Control0 and IN2, causing FB2 to exhibit different changes in four states of the second solenoid valve unit, thereby identifying the diagnosis and state of the second solenoid valve unit. This invention features a simple diagnostic method and low cost.

Description

Technical Field

[0001] This invention relates to solenoid valve fault diagnosis technology, and more particularly to a commercial vehicle intelligent chassis electronically controlled APU solenoid valve system and its control method. 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] Prior art 1: CN201610740760.5, an electronically controlled dryer assembly with ECU controller and 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), building upon 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 poor diagnostic timeliness of existing solenoid valves, the large number of port resources required for diagnosis, and the inability to accurately determine the mixed installation status of solenoid valve units. It provides a solenoid valve system and its control method for an intelligent chassis electronic control APU in commercial vehicles.

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

[0011] A method for controlling solenoid valves in an intelligent chassis electronic control unit (APU) for commercial vehicles includes a first solenoid valve unit, a second solenoid valve unit, a first fault diagnosis circuit unit, a second fault diagnosis circuit unit, a high-side switch unit, and a commercial vehicle electronic control MCU.

[0012] The OUT1 terminal of the high-side switch unit is connected to the first fault diagnosis circuit unit and the first solenoid valve unit; the OUT2 terminal of the high-side switch unit is connected to the second fault diagnosis circuit unit and the second solenoid valve unit.

[0013] The FB1 terminal of the commercial vehicle electronic control MCU is connected to the FB1 terminal of the first fault diagnosis circuit unit, and the FB2 terminal of the commercial vehicle electronic control MCU is connected to the FB2 terminal of the second fault diagnosis circuit unit.

[0014] The first fault diagnosis circuit unit and the second fault diagnosis circuit unit are connected to the control 0 terminal of the commercial vehicle electronic control MCU.

[0015] The IN1 and IN2 terminals of the high-side switch unit are connected to the IN1 and IN2 terminals of the commercial vehicle electronic control MCU.

[0016] The control methods for the solenoid valves of the intelligent chassis electronic control APU in commercial vehicles include:

[0017] The first solenoid valve unit, the second solenoid valve unit, the first fault diagnosis circuit unit, the second fault diagnosis circuit unit, the high-side switch unit, and the commercial vehicle electronic control MCU are electrically connected.

[0018] The commercial vehicle electronic control MCU controls the levels of Control0 and IN1 to make FB1 exhibit different changes in the four states of the first solenoid valve unit, thereby identifying the diagnosis and state of the first solenoid valve unit.

[0019] The commercial vehicle electronic control MCU controls the levels of Control0 and IN2 to make FB2 exhibit different changes in four states of the second solenoid valve unit, thereby identifying the diagnosis of the second solenoid valve unit and the state of the second solenoid valve unit.

[0020] As a preferred option

[0021] The first fault diagnosis circuit unit includes resistor R1A, resistor R1B and capacitor C1. One end of resistor R1A is connected to resistor R1B and the first solenoid valve unit, and to the OUT1 end of the high-side switch unit.

[0022] The other end of resistor R1B is connected to capacitor C1 and the FB1 terminal of the commercial vehicle electronic control MCU; the other end of capacitor C1 is grounded.

[0023] The second fault diagnosis circuit unit includes resistor R2A, resistor R2B and capacitor C2. One end of resistor R2A is connected to resistor R2B, the second solenoid valve unit and the OUT2 terminal of the high-side switch unit.

[0024] The other end of resistor R2B is connected to capacitor C2 and the FB2 terminal of the commercial vehicle electronic control MCU; the other end of capacitor C2 is grounded.

[0025] The other end of resistor R1A is connected to resistor R0A and transistor Q0, with connection point A; the first end of transistor Q0 is connected to resistors R1A and R0A, the second end of transistor Q0 is connected to resistor R0B, and the third end of transistor Q0 is grounded.

[0026] The other end of resistor R0A is connected to the 24V voltage, and the other end of resistor R0B is connected to the Control pin of the commercial vehicle electronic control MCU.

[0027] Preferably, the commercial vehicle electronic control MCU controls the levels of Control0 and IN1 to make FB1 exhibit different changes in the four states of the first solenoid valve unit, thereby identifying the diagnosis and state of the first solenoid valve unit.

[0028] When Contr0 = 0, IN1 = 0, and the first solenoid valve unit is in normal condition, FB1 is at a low level.

[0029] When the voltage U at terminal FB1 FB1 When the value is within the range of U11, the second solenoid valve unit is in normal condition.

[0030] When the voltage U at terminal FB1 FB1 When the value is within the range of U12, the second solenoid valve unit is in a short-circuit state to ground.

[0031] When the voltage U at terminal FB1 FB1 When the voltage is within the range of U13, the second solenoid valve unit is in an open-circuit state. When the voltage at terminal FB1 is U FB1 When the value is within the range of U14, the second solenoid valve unit is in a short-circuit state to the power supply.

[0032] When IN1 = 0, and FB1 is high,

[0033] When the voltage U at terminal FB1 FB1 When the value is within the U15 range, the second solenoid valve unit is in normal operation.

[0034] When the voltage U at terminal FB1 FB1 When the value is within the range of U16, the second solenoid valve unit is in a short-circuit state to ground.

[0035] When the voltage U at terminal FB1 FB1 When the voltage is within the range of U17, the second solenoid valve unit is in an open-circuit state. When the voltage at terminal FB1 is U... FB1 When the value is within the range of U18, the second solenoid valve unit is in a short-circuit state to the power supply.

[0036] When Contr0 = 1, IN1 = 0, and FB1 is low,

[0037] When the voltage U at terminal FB1 FB1 When the value is within the range of U19, the second solenoid valve unit is in normal state, short-circuited to ground state, or open-circuit state.

[0038] When the voltage U at terminal FB1 FB1 For U1 10 When the range is within the specified range, the second solenoid valve unit is in a short-circuit state to the power supply;

[0039] When IN1 = 0, and FB1 is high,

[0040] When the voltage U at terminal FB1 FB1 For U1 11 When the range is within the specified range, the second solenoid valve unit is in normal state, short-circuited to ground state, or open-circuit state.

[0041] When the voltage U at terminal FB1 FB1 For U1 12 When the range is within the specified range, the second solenoid valve unit is in a short-circuit state to the power supply.

[0042] As a preferred option

[0043] The commercial vehicle electronic control MCU controls the levels of Control0 and IN2 to make FB2 exhibit different changes in the four states of the second solenoid valve unit, thereby identifying the diagnosis of the second solenoid valve unit and the state of the second solenoid valve unit.

[0044] When Contr0 = 0, IN2 = 0, and FB2 is low,

[0045] When the voltage U at terminal FB2 FB2 When the value is within the range of U21, the first solenoid valve unit is in normal condition.

[0046] When the voltage U at terminal FB2 FB2When the value is within the range of U22, the first solenoid valve unit is in a short-circuit state to ground.

[0047] When the voltage U at terminal FB2 FB2 When the voltage is within the range of U23, the first solenoid valve unit is in an open circuit state. When the voltage at terminal FB2 is U FB1 When the value is within the range of U24, the first solenoid valve unit is in a short-circuit state to the power supply;

[0048] When IN2 = 0, and FB2 is high,

[0049] When the voltage U at terminal FB2 FB2 When the value is within the U25 range, the first solenoid valve unit is in normal condition.

[0050] When the voltage U at terminal FB2 FB2 When the value is within the range of U26, the first solenoid valve unit is in a short-circuit state to ground.

[0051] When the voltage U at terminal FB2 FB2 When the voltage is within the range of U27, the first solenoid valve unit is in an open-circuit state. When the voltage at terminal FB2 is U FB2 When the value is within the range of U28, the first solenoid valve unit is in a short-circuit state to the power supply;

[0052] When Contr0 = 1, IN2 = 0, and FB2 is low,

[0053] When the voltage U at terminal FB2 FB2 When the value is within the range of U29, the first solenoid valve unit is in normal state, short-circuited to ground state, or open-circuit state.

[0054] When the voltage U at terminal FB2 FB2 For U2 10 When the range is within the specified range, the first solenoid valve unit is in a short-circuit state to the power supply;

[0055] When IN2 = 0, and FB2 is high,

[0056] When the voltage U at terminal FB2 FB2 For U2 11 When the range is within the specified range, the first solenoid valve unit is in normal state, short-circuited to ground state, or open-circuit state.

[0057] When the voltage U at terminal FB2 FB2 For U2 12 When the range is within the specified range, the first solenoid valve unit is in a short-circuit state to the power supply.

[0058] Preferably, the resistance values ​​of resistors R0A, R1A, R1B, R2A, R0B, and R1B are much greater than the resistance values ​​of the first solenoid valve unit and the second solenoid valve unit.

[0059] To address the aforementioned technical problems, this invention also provides a commercial vehicle intelligent chassis electronically controlled APU solenoid valve system, which is used to implement the aforementioned commercial vehicle intelligent chassis electronically controlled APU solenoid valve control method.

[0060] This invention, by adopting the above technical solutions, has significant technical effects:

[0061] The solenoid valve fault diagnosis method of the present invention has few solenoid valve diagnostic port resources and a simple design, and can determine the fault status of the solenoid valve in a timely manner. Attached Figure Description

[0062] Figure 1 This is a circuit diagram of the present invention.

[0063] Figure 2 This invention provides a circuit diagram for troubleshooting solenoid valve faults with clearly defined resistance values.

[0064] Figure 3 This is the equivalent circuit diagram of the diagnostic section when Contr0 is 0 in this invention.

[0065] Figure 4 This is a simulation test diagram of state mode 1 when Contr0 is 0 according to the present invention.

[0066] Figure 5 This is a simulation test diagram of state mode 2 when Contr0 is 0 in this invention.

[0067] Figure 6 This is a simulation test diagram of state mode 3 when Contr0 is 0 according to the present invention.

[0068] Figure 7 This is a simulation test diagram of state mode 4 when Contr0 is 0 according to the present invention.

[0069] Figure 8 This is a simulation test diagram of state mode 9 when Contr0 is 0 according to the present invention.

[0070] Figure 9 This is a simulation test diagram of state mode 10 when Contr0 is 0 according to the present invention.

[0071] Figure 10 This is a simulation test diagram of state mode 11 when Contr0 is 0 according to the present invention.

[0072] Figure 11 This is a simulation test diagram of state mode 12 when Contr0 is 0 according to the present invention.

[0073] Figure 12 This is a simulation test diagram of state mode 1 when Contr0 is 1 according to the present invention.

[0074] Figure 13 This is a simulation test diagram of state mode 2 when Contr0 is 1 according to the present invention.

[0075] Figure 14 This is a simulation test diagram of state mode 3 when Contr0 is 1 according to the present invention.

[0076] Figure 15 This is a simulation test diagram of state mode 4 when Contr0 is 1 according to the present invention.

[0077] Figure 16 This is a simulation test diagram of state mode 9 when Contr0 is 1 according to the present invention.

[0078] Figure 17 This is a simulation test diagram of state mode 10 when Contr0 is 1 according to the present invention.

[0079] Figure 18 This is a simulation test diagram of state mode 11 when Contr0 is 1 according to the present invention.

[0080] Figure 19 This is a simulation test diagram of state mode 12 when Contr0 is 1 according to the present invention.

[0081] Figure 20 This is the process of the present invention. Detailed Implementation

[0082] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments.

[0083] Example 1

[0084] A method for controlling solenoid valves in an intelligent chassis electronic control unit (APU) for commercial vehicles includes a first solenoid valve unit, a second solenoid valve unit, a first fault diagnosis circuit unit, a second fault diagnosis circuit unit, a high-side switch unit, and a commercial vehicle electronic control MCU.

[0085] The OUT1 terminal of the high-side switch unit is connected to the first fault diagnosis circuit unit and the first solenoid valve unit; the OUT2 terminal of the high-side switch unit is connected to the second fault diagnosis circuit unit and the second solenoid valve unit.

[0086] The FB1 terminal of the commercial vehicle electronic control MCU is connected to the FB1 terminal of the first fault diagnosis circuit unit, and the FB2 terminal of the commercial vehicle electronic control MCU is connected to the FB2 terminal of the second fault diagnosis circuit unit.

[0087] The first fault diagnosis circuit unit and the second fault diagnosis circuit unit are connected to the control 0 terminal of the commercial vehicle electronic control MCU.

[0088] The IN1 and IN2 terminals of the high-side switch unit are connected to the IN1 and IN2 terminals of the commercial vehicle electronic control MCU.

[0089] The control methods for the solenoid valves of the intelligent chassis electronic control APU in commercial vehicles include:

[0090] The first solenoid valve unit, the second solenoid valve unit, the first fault diagnosis circuit unit, the second fault diagnosis circuit unit, the high-side switch unit, and the commercial vehicle electronic control MCU are electrically connected.

[0091] The commercial vehicle electronic control MCU controls the levels of Control0 and IN1 to make FB1 exhibit different changes in the four states of the first solenoid valve unit, thereby identifying the diagnosis and state of the first solenoid valve unit.

[0092] The commercial vehicle electronic control MCU controls the levels of Control0 and IN2 to make FB2 exhibit different changes in four states of the second solenoid valve unit, thereby identifying the diagnosis of the second solenoid valve unit and the state of the second solenoid valve unit.

[0093] The first fault diagnosis circuit unit includes resistor R1A, resistor R1B and capacitor C1. One end of resistor R1A is connected to resistor R1B and the first solenoid valve unit, and to the OUT1 end of the high-side switch unit.

[0094] The other end of resistor R1B is connected to capacitor C1 and the FB1 terminal of the commercial vehicle electronic control MCU; the other end of capacitor C1 is grounded.

[0095] The second fault diagnosis circuit unit includes resistor R2A, resistor R2B and capacitor C2. One end of resistor R2A is connected to resistor R2B, the second solenoid valve unit and the OUT2 terminal of the high-side switch unit.

[0096] The other end of resistor R2B is connected to capacitor C2 and the FB2 terminal of the commercial vehicle electronic control MCU; the other end of capacitor C2 is grounded.

[0097] The other end of resistor R1A is connected to resistor R0A and transistor Q0, and the connection point is A; the first end of transistor Q0 is connected to resistor R1A and resistor R0A, the second end of transistor Q0 is connected to resistor R0B, and the third end of transistor Q0 is grounded.

[0098] The other end of resistor R0A is connected to the 24V voltage, and the other end of resistor R0B is connected to the Control pin of the commercial vehicle electronic control MCU.

[0099] The commercial vehicle electronic control MCU controls the levels of Control0 and IN1 to make FB1 exhibit different changes in the four states of the first solenoid valve unit, thereby identifying the diagnosis and state of the first solenoid valve unit.

[0100] When Contr0 = 0, IN1 = 0, and FB1 is low,

[0101] When the voltage U at terminal FB1 FB1 When the value is within the range of U11, the second solenoid valve unit is in normal condition.

[0102] When the voltage U at terminal FB1 FB1 When the value is within the range of U12, the second solenoid valve unit is in a short-circuit state to ground.

[0103] When the voltage U at terminal FB1 FB1 When the voltage is within the range of U13, the second solenoid valve unit is in an open-circuit state. When the voltage at terminal FB1 is U FB1 When the value is within the range of U14, the second solenoid valve unit is in a short-circuit state to the power supply.

[0104] When IN1 = 0, and FB1 is high,

[0105] When the voltage U at terminal FB1 FB1 When the value is within the U15 range, the second solenoid valve unit is in normal operation.

[0106] When the voltage U at terminal FB1 FB1 When the value is within the range of U16, the second solenoid valve unit is in a short-circuit state to ground.

[0107] When the voltage U at terminal FB1 FB1 When the voltage is within the range of U17, the second solenoid valve unit is in an open-circuit state. When the voltage at terminal FB1 is U... FB1 When the value is within the range of U18, the second solenoid valve unit is in a short-circuit state to the power supply.

[0108] When Contr0 = 1, IN1 = 0, and FB1 is low,

[0109] When the voltage U at terminal FB1 FB1 When the value is within the range of U19, the second solenoid valve unit is in normal state, short-circuited to ground state, or open-circuit state.

[0110] When the voltage U at terminal FB1 FB1 For U1 10 When the range is within the specified range, the second solenoid valve unit is in a short-circuit state to the power supply;

[0111] When IN1 = 0, and FB1 is high,

[0112] When the voltage U at terminal FB1FB1 For U1 11 When the range is within the specified range, the second solenoid valve unit is in normal state, short-circuited to ground state, or open-circuit state.

[0113] When the voltage U at terminal FB1 FB1 For U1 12 When the range is within the specified range, the second solenoid valve unit is in a short-circuit state to the power supply.

[0114] The commercial vehicle electronic control MCU controls the levels of Control0 and IN2 to make FB2 exhibit different changes in the four states of the second solenoid valve unit, thereby identifying the diagnosis of the second solenoid valve unit and the state of the second solenoid valve unit.

[0115] When Contr0 = 0, IN2 = 0, and FB2 is low,

[0116] When the voltage U at terminal FB2 FB2 When the value is within the range of U21, the first solenoid valve unit is in normal condition.

[0117] When the voltage U at terminal FB2 FB2 When the value is within the range of U22, the first solenoid valve unit is in a short-circuit state to ground.

[0118] When the voltage U at terminal FB2 FB2 When the voltage is within the range of U23, the first solenoid valve unit is in an open circuit state. When the voltage at terminal FB2 is U FB1 When the value is within the range of U24, the first solenoid valve unit is in a short-circuit state to the power supply;

[0119] When IN2 = 0, and the second solenoid valve unit is in an open-circuit state, FB2 is at a high level.

[0120] When the voltage U at terminal FB2 FB2 When the value is within the U25 range, the first solenoid valve unit is in normal condition.

[0121] When the voltage U at terminal FB2 FB2 When the value is within the range of U26, the first solenoid valve unit is in a short-circuit state to ground.

[0122] When the voltage U at terminal FB2 FB2 When the voltage is within the range of U27, the first solenoid valve unit is in an open-circuit state. When the voltage at terminal FB2 is U FB2 When the value is within the range of U28, the first solenoid valve unit is in a short-circuit state to the power supply;

[0123] When Contr0 = 1, IN2 = 0, and FB2 is low,

[0124] When the voltage U at terminal FB2 FB2When the value is within the range of U29, the first solenoid valve unit is in normal state, short-circuited to ground state, or open-circuit state.

[0125] When the voltage U at terminal FB2 FB2 For U2 10 When the range is within the specified range, the first solenoid valve unit is in a short-circuit state to the power supply;

[0126] When IN2 = 0, and FB2 is high,

[0127] When the voltage U at terminal FB2 FB2 For U2 11 When the range is within the specified range, the first solenoid valve unit is in normal state, short-circuited to ground state, or open-circuit state.

[0128] When the voltage U at terminal FB2 FB2 For U2 12 When the range is within the specified range, the first solenoid valve unit is in a short-circuit state to the power supply.

[0129] The resistance values ​​of resistors R0A, R1A, R1B, R2A, R0B, and R1B are much greater than the resistance values ​​of the first and second solenoid valve units.

[0130] Example 2

[0131] In this embodiment, the main function of resistors R0A, R1A, R1B, R2A, and R2B is to limit current. Resistor R0A and transistor Q0 form a switching circuit to control the voltage at point A. Capacitors C1 and C2 are filter capacitors. U9 is the high-side switch. IN1 is the general-purpose output port of the MCU. When IN1 = 1, the high-side switch OUT1 outputs 24V, also known as the unloading solenoid valve drive state. When IN1 = 0, the high-side switch OUT1 outputs a high-impedance state. IN2 is the general-purpose output port of the commercial vehicle electronic control MCU. When IN2 = 1, the high-side switch OUT1 outputs 24V, also known as the backflush solenoid valve drive state. When IN2 = 0, the high-side switch OUT1 outputs a high-impedance state. Control0 is the general-purpose output port of the commercial vehicle electronic control MCU. When Control0 = 1, transistor Q0 is turned on and grounded, and the power supply at point A is 0V. When Control0 = 0, transistor Q0 is turned off, and the transistor outputs a high-impedance state. FB1 is a general-purpose input port of the commercial vehicle electronic control MCU. When the input voltage of FB1 is ≤1V, the commercial vehicle electronic control MCU recognizes it as logic level 0. When the input voltage of FB1 is ≥4V, the commercial vehicle electronic control MCU recognizes it as logic level 1. FB2 is a general-purpose input port of the commercial vehicle electronic control MCU. When the input voltage of FB2 is ≤1V, the commercial vehicle electronic control MCU recognizes it as logic level 0. When the input voltage of FB2 is ≥4V, the commercial vehicle electronic control MCU recognizes it as logic level 1.

[0132] The high-side switch has short-circuit protection. When IN1 = 1, the high-side switch OUT1 outputs 24V. If OUT1 is short-circuited to ground at this time, the short-circuit protection function of the high-side switch will be triggered, thus disconnecting the 24V output. Therefore, during a short circuit, the voltage on OUT1 is always 0V. When IN1 = 2, the high-side switch OUT2 outputs 24V. If OUT2 is short-circuited to ground at this time, the short-circuit protection function of the high-side switch will be triggered, thus disconnecting the 24V output. Therefore, during a short circuit, the voltage on OUT2 is always 0V.

[0133] For solenoid valves used in electronically controlled APUs, sufficient power is required to drive them. A 24V solenoid valve has a resistance of approximately 80Ω, and a voltage of ≥16V must be applied directly to it to actuate and control the pneumatic circuit. In this design, the 24V voltage is connected to the solenoid valve through a resistor. If the resistor is sufficiently small, it will drive the solenoid valve. Therefore, in the design, resistors R0A, R1A, R1B, R2A, and R2B cannot be of varying values. Assuming a 24V system, for clarity, this design sets resistors R1A = R2A = R1A = R2B = 51KΩ, resistor R0A = 33KΩ, and resistor R0B = 10KΩ.

[0134] The four states of a solenoid valve are: normal, short-circuited to ground, open circuit, and short-circuited to power supply. The first solenoid valve unit is an unloading solenoid valve, and the second solenoid valve unit is a backflush solenoid valve. The unloading solenoid valve's short-circuited-to-ground state means that port OUT1 is short-circuited to ground, and the voltage at port OUT1 is 0V. The unloading solenoid valve's open-circuited-to-short-circuited state means that the connection between port OUT1 and the unloading solenoid valve is broken. The unloading solenoid valve's short-circuited-to-power supply state means that port OUT1 is short-circuited to the system power supply, and the voltage at port OUT1 is 24V. Similarly, the backflush solenoid valve's short-circuited-to-ground state means that port OUT2 is short-circuited to ground, and the voltage at port OUT2 is 0V. The backflush solenoid valve's open-circuited-to-short-circuited state means that the connection between port OUT2 and the unloading solenoid valve is broken. The backflush solenoid valve's short-circuited-to-power supply state means that port OUT2 is short-circuited to the system power supply, and the voltage at port OUT2 is 24V.

[0135] The commercial vehicle electronic control MCU controls the levels of Control0 and IN1 to make FB1 exhibit different changes in the four states of the unloading solenoid valve, thereby identifying the diagnostic state of the unloading solenoid valve; the MCU controls the levels of Control0 and IN2 to make FB2 exhibit different changes in the four states of the unloading solenoid valve, thereby identifying the diagnostic state of the backflush solenoid valve.

[0136] The logic level change of FB1 is key to diagnosing the status of the unloading solenoid valve. Whether the four diagnostic states and drive states of the backflush solenoid valve affect the identification of the unloading solenoid valve's diagnostic status can be determined through calculation or simulation.

[0137] When the unloading solenoid valve is in both the short-circuit and drive states, the voltage on OUT1 is 24V. When determining whether this affects the logic level change of FB1, it can be categorized as a single type. When the backflush solenoid valve is in both the short-circuit and drive states, the voltage on OUT2 is 24V. When determining whether this affects the logic level change of FB1, it can be categorized as a single type. Table 1 lists the effects of the backflush solenoid valve's state on the unloading solenoid valve.

[0138] Table 1 lists the effects of the backflush solenoid valve status on the unloading solenoid valve.

[0139]

[0140] Next, we will divide the cases into Control0=0 and Control0=1 to complete Table 1.

[0141] Case 1: Contr0 = 0; Figure 3 When the unloading solenoid valve is in a short-circuit state to ground, the voltage on OUT1 is 0V. Changes in the voltage on OUT2 will not affect the voltage on OUT1. The voltage on OUT1 is directly transmitted to FB1 through resistor R1B. FB1 is always 0V, and the logic level of FB1 is always 0. Therefore, the "FB1 voltage" corresponding to state modes 5 to 8 in Table 1 is all filled with 0V, and the "FB1 logic level" is all filled with 0.

[0142] When the unloading solenoid valve is in a short-circuit state to the power supply or when IN1=1, the voltage on OUT1 is 24V. Changes in the voltage on OUT2 will not affect the voltage on OUT1. The voltage on OUT1 is directly transmitted to FB1 through resistor R1B. FB1 is always 24V and the logic level of FB1 is always 1. Therefore, the "FB1 voltage" corresponding to state modes 13 to 16 in Table 1 is all filled with 24V and the "FB1 logic level" is all filled with 1.

[0143] according to Figure 4 Through simulation testing, it can be determined that the “FB1 voltage” corresponding to state mode 1 in Table 1 should be filled with 16.4mV and the “FB1 logic level” should be filled with 0.

[0144] according to Figure 5 Through simulation testing, it can be determined that the “FB1 voltage” corresponding to state mode 2 in Table 1 should be filled with 16.4mV and the “FB1 logic level” should be filled with 0.

[0145] according to Figure 6Through simulation testing, it can be determined that the “FB1 voltage” corresponding to state mode 3 in Table 1 should be filled with 22.8mV and the “FB1 logic level” should be filled with 0.

[0146] according to Figure 7 Through simulation testing, it can be determined that the “FB1 voltage” corresponding to state mode 2 in Table 1 should be filled with 27.0mV and the “FB1 logic level” should be filled with 0.

[0147] according to Figure 8 Through simulation testing, it can be determined that the “FB1 voltage” corresponding to state mode 9 in Table 1 should be filled with 14.6V and the “FB1 logic level” should be filled with 1.

[0148] according to Figure 9 Through simulation testing, it can be determined that the “FB1 voltage” corresponding to state mode 10 in Table 1 should be filled with 14.6V and the “FB1 logic level” should be filled with 1.

[0149] according to Figure 10 Through simulation testing, it can be determined that the “FB1 voltage” corresponding to state mode 11 in Table 1 should be filled with 24.0V and the “FB1 logic level” should be filled with 1.

[0150] according to Figure 11 Through simulation testing, it can be determined that the "FB1 voltage" corresponding to state mode 12 in Table 1 should be filled with 24.0V and the "FB1 logic level" should be filled with 1. Based on this, Table 2 is obtained.

[0151] Table 2. Status of the unloading solenoid valve affected by the backflush solenoid valve when Contr0 = 0.

[0152]

[0153] As can be seen from Table 2,

[0154] When Contr0 = 0 and IN1 = 0, the unloading solenoid valve is in normal state. When the backflush solenoid valve is in any state, the FB1 logic level is equal to 0.

[0155] When Contr0 = 0 and IN1 = 0, the unloading solenoid valve is in a short-circuit state to ground. When the backflush solenoid valve is in any state, the FB1 logic level is equal to 0.

[0156] When Contr0 = 0 and IN1 = 0, the unloading solenoid valve is in the open circuit state. When the backflush solenoid valve is in any state, the FB1 logic level is equal to 1.

[0157] When Contr0 = 0 and IN1 = 0, the unloading solenoid valve is in a short-circuit state to the power supply. When the backflush solenoid valve is in any state, the FB1 logic level is equal to 1.

[0158] When Control0 = 0 and IN1 = 1, the unloading solenoid valve is in the driving state. When the backflush solenoid valve is in any state, the FB1 logic level is equal to 1.

[0159] The above results in Table 3, as shown below.

[0160] Table 3: Status of Unloading Solenoid Valve when Contr0 = 0

[0161] State Pattern Unloading solenoid valve status FB1 logic level Remark 1 normal 0 IN1 = 0 2 short circuit to ground 0 IN1 = 0 3 open circuit 1 IN1 = 0 4 Short circuit of power supply 1 IN1 = 0 5 drive 1 IN1 = 1

[0162] Case 2: Contr0 = 1

[0163] When the unloading solenoid valve is in a short-circuit state to ground, the voltage on OUT1 is 0V. Changes in the voltage on OUT2 will not affect the voltage on OUT1. The voltage on OUT1 is directly transmitted to FB1 through resistor R1B. FB1 is always 0V, and the logic level of FB1 is always 0. Therefore, the "FB1 voltage" corresponding to state modes 5 to 8 in Table 1 is all filled with 0V, and the "FB1 logic level" is all filled with 0.

[0164] When the unloading solenoid valve is in a short-circuit state to the power supply or when IN1=1, the voltage on OUT1 is 24V. Changes in the voltage on OUT2 will not affect the voltage on OUT1. The voltage on OUT1 is directly transmitted to FB1 through resistor R1B. FB1 is always 24V and the logic level of FB1 is always 1. Therefore, the "FB1 voltage" corresponding to state modes 13 to 16 in Table 1 is all filled with 24V and the "FB1 logic level" is all filled with 1.

[0165] Table 4. Status of the unloading solenoid valve affected by the backflush solenoid valve when Contr0=1

[0166]

[0167]

[0168] As shown in Table 4, when Control0 = 1, IN1 = 0, the unloading solenoid valve is in normal condition, and the backflush solenoid valve is in any state, the FB1 logic level is equal to 0; when Control0 = 1, IN1 = 0, the unloading solenoid valve is in a short-circuit state to ground, and the backflush solenoid valve is in any state, the FB1 logic level is equal to 0; when Control0 = 1, IN1 = 0, the unloading solenoid valve is in an open-circuit state, and the backflush solenoid valve is in any state, the FB1 logic level is equal to 0; when Control0 = 1, IN1 = 0, the unloading solenoid valve is in a short-circuit state to the power supply, and the backflush solenoid valve is in any state, the FB1 logic level is equal to 1; when Control0 = 1, IN1 = 1, the unloading solenoid valve is in the driven state, and the backflush solenoid valve is in any state, the FB1 logic level is equal to 1; Based on these, Table 5 is obtained, as shown below.

[0169] Table 5: Status of Unloading Solenoid Valve when Contr0 = 1

[0170]

[0171]

[0172] The high-side switch has short-circuit protection. When IN1 = 1, the high-side switch OUT1 outputs 24V. If OUT1 is short-circuited to ground at this time, the short-circuit protection function of the high-side switch will be triggered, thus disconnecting the 24V output. Therefore, during a short circuit, the voltage on OUT1 is always 0V. Based on the above (mainly Tables 3 and 5), the following control logic exists, as shown in Table 6:

[0173] Table 6 Control Logic Table for Unloading Solenoid Valve

[0174]

[0175] Example 3

[0176] Based on the above embodiments, this embodiment is a commercial vehicle intelligent chassis electronically controlled APU solenoid valve system, which is used to implement the aforementioned commercial vehicle intelligent chassis electronically controlled APU solenoid valve control method.

Claims

1. A control method for a solenoid valve of an intelligent chassis electronically controlled APU in a commercial vehicle, used to implement an intelligent chassis electronically controlled APU solenoid valve system for a commercial vehicle. The intelligent chassis electronically controlled APU solenoid valve system for a commercial vehicle includes a first solenoid valve unit, a second solenoid valve unit, a first fault diagnosis circuit unit, a second fault diagnosis circuit unit, a high-side switch unit, and a commercial vehicle electronic control MCU. The OUT1 terminal of the high-side switch unit is connected to the first fault diagnosis circuit unit and the first solenoid valve unit; the OUT2 terminal of the high-side switch unit is connected to the second fault diagnosis circuit unit and the second solenoid valve unit. The FB1 terminal of the commercial vehicle electronic control MCU is connected to the FB1 terminal of the first fault diagnosis circuit unit, and the FB2 terminal of the commercial vehicle electronic control MCU is connected to the FB2 terminal of the second fault diagnosis circuit unit. The first fault diagnosis circuit unit and the second fault diagnosis circuit unit are connected to the control 0 terminal of the commercial vehicle electronic control MCU. The IN1 and IN2 terminals of the high-side switch unit are connected to the IN1 and IN2 terminals of the commercial vehicle electronic control MCU. Its features are, The methods include: The first solenoid valve unit, the second solenoid valve unit, the first fault diagnosis circuit unit, the second fault diagnosis circuit unit, the high-side switch unit, and the commercial vehicle electronic control MCU are electrically connected. The commercial vehicle electronic control MCU controls the levels of Control0 and IN1 to make FB1 exhibit different changes in the four states of the first solenoid valve unit, thereby identifying the diagnosis and state of the first solenoid valve unit. The commercial vehicle electronic control MCU controls the levels of Control0 and IN2 to make FB2 exhibit different changes in the four states of the second solenoid valve unit, thereby identifying the diagnosis of the second solenoid valve unit and the state of the second solenoid valve unit. The first fault diagnosis circuit unit includes resistor R1A, resistor R1B and capacitor C1. One end of resistor R1A is connected to resistor R1B and the first solenoid valve unit, and to the OUT1 end of the high-side switch unit. The other end of resistor R1B is connected to capacitor C1 and the FB1 terminal of the commercial vehicle electronic control MCU; the other end of capacitor C1 is grounded. The second fault diagnosis circuit unit includes resistor R2A, resistor R2B and capacitor C2. One end of resistor R2A is connected to resistor R2B, the second solenoid valve unit and the OUT2 terminal of the high-side switch unit. The other end of resistor R2B is connected to capacitor C2 and the FB2 terminal of the commercial vehicle electronic control MCU; the other end of capacitor C2 is grounded. The other end of resistor R1A is connected to resistor R0A and transistor Q0, with connection point A; the first end of transistor Q0 is connected to resistors R1A and R0A, the second end of transistor Q0 is connected to resistor R0B, and the third end of transistor Q0 is grounded. The other end of resistor R0A is connected to the 24V voltage, and the other end of resistor R0B is connected to the Control pin of the commercial vehicle electronic control MCU.

2. The method for controlling the solenoid valve of the intelligent chassis electronic control APU for commercial vehicles according to claim 1, characterized in that, The commercial vehicle electronic control MCU controls the levels of Control0 and IN1 to make FB1 exhibit different changes in the four states of the first solenoid valve unit, thereby identifying the diagnosis and state of the first solenoid valve unit. When Contr0=0, IN1=0, and FB1 is low, When the voltage U at terminal FB1 FB1 When the value is within the range of U11, the first solenoid valve unit is in normal condition. When the voltage U at terminal FB1 FB1 When the value is within the range of U12, the first solenoid valve unit is in a short-circuit state to ground. When the voltage U at terminal FB1 FB1 When the value is within the range of U13, the first solenoid valve unit is in an open-circuit state. When the voltage U at terminal FB1 FB1 When the value is within the range of U14, the first solenoid valve unit is in a short-circuit state to the power supply. When IN1=0 and FB1 is high, When the voltage U at terminal FB1 FB1 When the value is within the U15 range, the first solenoid valve unit is in normal condition. When the voltage U at terminal FB1 FB1 When the value is within the range of U16, the first solenoid valve unit is in a short-circuit state to ground. When the voltage U at terminal FB1 FB1 When the value is within the range of U17, the first solenoid valve unit is in an open-circuit state. When the voltage U at terminal FB1 FB1 When the value is within the range of U18, the first solenoid valve unit is in a short-circuit state to the power supply. When Contr0=1, IN1=0, and FB1 is low, When the voltage U at terminal FB1 FB1 When the value is within the range of U19, the first solenoid valve unit is in normal state, short-circuited to ground state, or open-circuit state. When the voltage U at terminal FB1 FB1 For U1 10 When the range is within the specified range, the first solenoid valve unit is in a short-circuit state to the power supply; When IN1=0, and the first solenoid valve unit is short-circuited to the power supply, FB1 is at a high level. When the voltage U at terminal FB1 FB1 For U1 11 When the range is within the specified range, the first solenoid valve unit is in normal state, short-circuited to ground state, or open-circuit state. When the voltage U at terminal FB1 FB1 For U1 12 When the range is within the specified range, the first solenoid valve unit is in a short-circuit state to the power supply.

3. The method for controlling the solenoid valve of the intelligent chassis electronic control APU for commercial vehicles according to claim 1, characterized in that, The commercial vehicle electronic control MCU controls the levels of Control0 and IN2 to make FB2 exhibit different changes in the four states of the second solenoid valve unit, thereby identifying the diagnosis of the second solenoid valve unit and the state of the second solenoid valve unit. When Contr0=0, IN2=0, and FB2 is low, When the voltage U at terminal FB2 FB2 When the value is within the range of U21, the second solenoid valve unit is in normal condition. When the voltage U at terminal FB2 FB2 When the value is within the range of U22, the second solenoid valve unit is in a short-circuit state to ground. When the voltage U at terminal FB2 FB2 When the value is within the range of U23, the second solenoid valve unit is in an open-circuit state. When the voltage U at terminal FB2 FB1 When the value is within the range of U24, the second solenoid valve unit is in a short-circuit state to the power supply. When IN2=0 and FB2 is high, When the voltage U at terminal FB2 FB2 When the value is within the U25 range, the second solenoid valve unit is in normal operation. When the voltage U at terminal FB2 FB2 When the value is within the range of U26, the second solenoid valve unit is in a short-circuit state to ground. When the voltage U at terminal FB2 FB2 When the value is within the range of U27, the second solenoid valve unit is in an open-circuit state. When the voltage U at terminal FB2 FB2 When the value is within the range of U28, the second solenoid valve unit is in a short-circuit state to the power supply. When Contr0=1, IN2=0, and FB2 is low, When the voltage U at terminal FB2 FB2 When the value is within the range of U29, the second solenoid valve unit is in normal state, short-circuited to ground state, or open-circuit state. When the voltage U at terminal FB2 FB2 For U2 10 When the range is within the specified range, the second solenoid valve unit is in a short-circuit state to the power supply; When IN2=0 and FB2 is high, When the voltage U at terminal FB2 FB2 For U2 11 When the range is within the specified range, the second solenoid valve unit is in normal state, short-circuited to ground state, or open-circuit state. When the voltage U at terminal FB2 FB2 For U2 12 When the range is within the specified range, the second solenoid valve unit is in a short-circuit state to the power supply.

4. The method for controlling the solenoid valve of the intelligent chassis electronic control APU for commercial vehicles according to claim 1, characterized in that, The resistance values ​​of resistors R0A, R1A, R1B, R2A, R0B, and R1B are much greater than the resistance values ​​of the first and second solenoid valve units.

5. A commercial vehicle intelligent chassis electronically controlled APU solenoid valve system, characterized in that, The method described in any one of claims 1-4 is used to control the solenoid valve of the intelligent chassis electronic control APU for commercial vehicles.

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