Method and system for actively adjusting air pressure in vehicle

Abstract

The invention discloses an in-vehicle air pressure active adjusting method and system, and relates to the technical field of vehicle comfort. The method comprises the following steps: responding to a gear signal set by a user; air pressure inside and outside the vehicle is obtained, and the pressure difference is calculated; selecting a target control mode from a plurality of preset control modes according to the pressure difference; and in the selected mode, according to the air pressure in the vehicle and the target air pressure interval corresponding to the mode, the output current of the inflator pump is controlled in stages, the air pressure is made to rapidly enter the lower limit of the target interval through the large initial current, and then the air pressure stably fluctuates in the interval through the small stable current. According to the method, the difference between the pressure inside and outside the vehicle is controlled in a partitioned mode, a two-stage current adjusting strategy is adopted, the air pressure inside the vehicle can be accurately, efficiently and stably maintained within a user-defined comfortable interval according to different working conditions, the problems that an existing technical scheme is complex in structure and inflexible in response are solved, and the driving comfort is remarkably improved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to an active regulation technology for maintaining stable air pressure in a vehicle cabin. Background Art

[0002] As vehicle performance and comfort requirements continue to improve, driving experience has become an important indicator of vehicle quality. In certain driving scenarios, the sudden change in air pressure inside and outside the vehicle can cause noticeable discomfort to the driver and passengers.

[0003] For example, when a vehicle enters or exits a tunnel at high speed, the piston effect causes the cabin pressure to drop momentarily, causing passengers to experience a sense of pressure and discomfort in their ears, similar to that experienced during takeoff and landing. Similarly, when a vehicle is traveling at high altitudes, such as plateaus, the cabin pressure is also lower due to the low external atmospheric pressure. Prolonged exposure to this relatively low pressure environment can also cause fatigue, dizziness, and other discomfort.

[0004] To address this issue, several solutions have been proposed in the prior art. For example, some high-end vehicles utilize pre-pressurized gas tanks that release gas into the cabin to increase pressure when a potential pressure change is detected (such as when entering a tunnel). However, this approach has inherent problems and drawbacks: First, the high-pressure gas tank itself occupies a significant amount of physical space, increasing the complexity and weight of the vehicle's layout; second, the tank's limited capacity may not provide sustained, stable pressure compensation in long tunnels or during sustained high-altitude driving; and third, the system's relatively complex structure and high cost make it difficult to adopt in standard family cars.

[0005] Therefore, how to provide a technical solution with a simpler structure, more flexible response, and the ability to continuously and stably adjust the air pressure in the vehicle, thereby improving driving comfort, is a technical problem that needs to be urgently solved in this field. Summary of the Invention

[0006] The main purpose of the present invention is to overcome the shortcomings of the existing technology and provide a method, system, electronic device and storage medium for active regulation of the air pressure in the vehicle. The method can intelligently control the operation of the inflation pump according to the pressure difference between the inside and outside of the vehicle and the user settings, maintain the air pressure in the vehicle within a comfortable range, and thus improve driving comfort.

[0007] To achieve the above objectives, in a first aspect, the present invention provides a method for actively regulating air pressure in a vehicle, comprising: In response to a gear position signal indicating a target comfort gear position, starting vehicle interior air pressure adjustment; Get the current air pressure inside and outside the vehicle; selecting a target control mode from at least three preset control modes according to a pressure difference between the air pressure inside the vehicle and the air pressure outside the vehicle, and a preset first pressure threshold and a second pressure threshold, wherein the first pressure threshold is higher than the second pressure threshold; In the target control mode, the output current of the air pump is controlled according to the air pressure in the vehicle and the target pressure range corresponding to the target control mode, so as to maintain the air pressure in the vehicle within the target pressure range.

[0008] As a preferred technical solution, the step of selecting the target control mode includes: if the pressure difference is greater than the first pressure threshold, selecting the first control mode; if the pressure difference is less than or equal to the first pressure threshold and greater than or equal to the second pressure threshold, selecting the second control mode; if the pressure difference is less than the second pressure threshold, selecting the third control mode.

[0009] As a preferred technical solution, when the target control mode is the first control mode, the step of controlling the output current of the air pump includes: driving the air pump with a first initial current until the air pressure in the vehicle reaches the lower threshold value of the first target range; when the air pressure in the vehicle reaches the lower threshold value of the first target range, adjusting the output current of the air pump to a first stable boost current so that the air pressure in the vehicle increases slowly; when the air pressure in the vehicle reaches the upper threshold value of the first target range, adjusting the output current of the air pump to a first stable step-down current so that the air pressure in the vehicle decreases slowly.

[0010] As a preferred technical solution, when the target control mode is the second control mode, the step of controlling the output current of the air pump includes: driving the air pump with a second initial current until the air pressure in the vehicle reaches the lower threshold of the second target range; when the air pressure in the vehicle reaches the lower threshold of the second target range, adjusting the output current of the air pump to a second stable boost current; when the air pressure in the vehicle reaches the upper threshold of the second target range, adjusting the output current of the air pump to a second stable step-down current.

[0011] As a preferred technical solution, when the target control mode is the third control mode, the step of controlling the output current of the air pump includes: driving the air pump with a third initial current until the air pressure in the vehicle reaches the lower threshold of the third target range; when the air pressure in the vehicle reaches the lower threshold of the third target range, adjusting the output current of the air pump to a third stable boost current; when the air pressure in the vehicle reaches the upper threshold of the third target range, adjusting the output current of the air pump to a third stable step-down current.

[0012] As a preferred technical solution, the magnitudes of the first initial current, the second initial current and the third initial current, as well as the magnitudes of the stable boost current and the stable buck current, also depend on the gear signal.

[0013] In a second aspect, the present invention provides an active in-vehicle air pressure regulation system, comprising: an air pressure balance switch; an in-vehicle air pressure sensor; an outside-vehicle air pressure sensor; an air pump; and a controller. The controller is electrically connected to each component and configured to execute any one of the methods described in the first aspect.

[0014] As a preferred technical solution, the system also includes a first air filter and a second air filter. Outside air is filtered by the first air filter, compressed by the air pump, and then filtered by the second air filter before entering the vehicle cabin, ensuring the cleanliness of the air entering the cabin.

[0015] In a third aspect, the present invention provides an electronic device comprising a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other via the communication bus; the memory is used to store computer programs; and the processor is used to implement any one of the methods described in the first aspect when executing the program stored in the memory.

[0016] In a fourth aspect, the present invention provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, it implements the method described in any one of the first aspects.

[0017] Compared with the prior art, the present invention has the following beneficial effects: 1. Dynamic Zoning Control for Precise and Efficient Adjustment: This system divides the system's operating state into multiple control modes (such as high, medium, and low differential pressure modes) by monitoring the pressure differential between the vehicle and the outside of the vehicle in real time. Each mode is assigned a different target pressure range and control strategy. This zoning control approach enables the system to take the most targeted adjustment measures based on actual operating conditions, avoiding crude, "one-size-fits-all" control and achieving precise and efficient pressure regulation.

[0018] 2. Two-stage current control, balancing speed and stability: In each control mode, the present invention adopts a two-stage control strategy of "initial high current for rapid pressure increase followed by stable low current for precise pressure maintenance." In the initial stage, a higher current is used to quickly bring the interior air pressure to the lower limit of the comfort range, providing a quick response. Subsequently, a lower, more stable current is switched to maintain smooth pressure fluctuations within the target range, avoiding drastic pressure fluctuations and frequent starting and stopping of the air pump. This ensures passenger comfort, extends equipment life, and reduces energy consumption and noise.

[0019] 3. User-defined gears to meet individual needs: This device offers multiple gears for users to choose from, each corresponding to different control parameters (such as initial current and stable current). Users can choose the gear that best suits their sensitivity and comfort preferences, achieving a personalized comfort experience and significantly enhancing the product's user-friendliness.

[0020] 4. Simplified system structure, easy integration and deployment: This invention uses an air pump located in the engine compartment to directly pressurize the air entering the air conditioning system, utilizing existing air conditioning intake ducts. This eliminates the need for complex air circuits and bulky air tanks. This simple system structure, low cost, and ease of integration and deployment across a wide range of vehicle models have promising market prospects. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions of the embodiments disclosed in the present invention, the drawings of the embodiments will be briefly introduced below. These drawings are only used for illustrative purposes and are not intended to limit the scope of protection of the present invention.

[0022] Figure 1 This is a structural block diagram of a system for actively regulating in-vehicle air pressure provided by an embodiment of the present invention.

[0023] Figure 2 This is a flow chart of a method for actively regulating in-vehicle air pressure provided by an embodiment of the present invention.

[0024] Figure 3 This is a schematic diagram of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0025] The following further describes the technical solutions (including preferred technical solutions) of the present invention through accompanying drawings and by enumerating some optional embodiments of the present invention. It should be understood that the embodiments described are merely some, and not all, of the present invention. All other embodiments derived by persons of ordinary skill in the art based on the embodiments of the present invention without inventive effort are intended to fall within the scope of protection of the present invention.

[0026] Example 1 This embodiment will combine Figure 2 Flowchart for the method for actively regulating in-vehicle air pressure implemented by the system described in Example 2. The core of this method is to adopt different control strategies based on the pressure difference between the inside and outside of the vehicle, and in each strategy, achieve rapid response and stable maintenance through two-stage current control.

[0027] Before describing this method, it's necessary to preset some key parameters in the controller. These parameters are typically calibrated through extensive experimentation and user research to adapt to the characteristics of different vehicle models (such as cabin volume and sealing) and different regions (such as altitude and climate).

[0028] Pressure difference threshold: first pressure threshold P 高 and the second pressure threshold P 低 These two thresholds are used to divide the air pressure environment mode. Their values ​​need to be determined based on the air pressure change characteristics of the vehicle in different typical environments (such as plains, mountains, tunnels, highways, etc.), combined with a large amount of data analysis and user comfort survey results. For example, P 高 kPa may be set to 20kPa, P 低 kPa is set to 5kPa, but this is just an example, the specific value needs to be optimized according to the actual working conditions. For example, you can set P 高 =5kPa, P 低 =2kPa. These two values ​​are used to divide the control mode.

[0029] Target air pressure range: A target air pressure range is set for each control mode, and each range is defined by a lower threshold and an upper threshold. In some embodiments of the present invention, the target air pressure ranges: 90-96kPa, 97-104kPa, 105-110kPa: These absolute air pressure values ​​are determined based on the results of research on the sensitivity and comfort of the human body to changes in air pressure. 90kPa is the critical value at which the human body generally feels uncomfortable, while 105-110kPa is generally considered to be a more comfortable air pressure range. Different intervals correspond to different air pressure environment modes to ensure that the system can provide appropriate comfort in various scenarios.

[0030] Drive current: Set different initial currents (I n高 , I n中 , I n低 ) and the steady current (I n稳高 , I n稳低 Typically, the initial current is higher for rapid boost, while the steady-state current is lower for fine-tuning. Higher gears correspond to higher current values, providing a stronger boost effect.

[0031] Assuming that the human body will begin to feel uncomfortable when the air pressure is lower than 90kPa, the initial goal of the entire adjustment strategy is to make the air pressure in the car exceed 90kPa as soon as possible.

[0032] The specific steps of this method are as follows Figure 2 As shown: Steps S1 to S4: Initialization and status determination S1-S2: The driver or passenger sets a target comfortable gear n (n=1, 2, or 3, representing first, second, and third gears, respectively) via the air pressure balance switch as needed. After the controller receives the gear signal n, the method of the present invention is initiated.

[0033] S3: The controller obtains the current air pressure P in the car in real time through the air pressure sensors inside and outside the car. 内 and the outside air pressure P 外 .

[0034] S4: The controller calculates the pressure difference between the two ΔP = P 内 -P 外 This difference reflects the degree of loss of air pressure inside the car relative to the outside world.

[0035] Step S5 and subsequent branch 1: first control mode (high pressure difference mode) S5: Determine whether ΔP is greater than a first pressure threshold P 高 (For example, ΔP>5kPa.) This situation usually occurs when a vehicle enters a tunnel at high speed, causing the pressure inside the vehicle to drop sharply, creating a huge pressure difference with the outside world.

[0036] Yes (enter the first control mode): S6: The controller selects the first control mode and outputs a larger first initial current I according to the current gear n. n高 The air pump runs at high speed, and a large amount of air is pumped into the cabin. 内 Started to increase rapidly.

[0037] S7: The controller continuously monitors P 内 As long as P 内 <90kPa, then maintain I n高 Output.

[0038] S8: When P is detected 内 When the pressure is ≥ 90kPa, it means that the air pressure in the car has entered the basic comfortable range. To avoid overshoot and unnecessary energy consumption, the controller adjusts the output current to a smaller first stable boost current I n稳高 At this current, P 内 Continue to increase slowly.

[0039] S9: The controller continues to monitor P 内 As long as P 内 <96kPa (the upper limit of the first target range), then maintain I n稳高 Output.

[0040] S10: When P is detected 内When the pressure reaches ≥ 96kPa, it means that the air pressure has reached the upper limit of the target range. The controller adjusts the output current to a smaller first stable step-down current I n稳低 (This current value may be very small or even zero, making the inflation rate less than the natural leakage rate of the vehicle), P 内 Start lowering slowly.

[0041] S11: Determine whether a new gear position signal or OFF signal is received. If not, the program jumps back to step S8, so that P 内 A stable, small-amplitude dynamic balance is formed between 90kPa and 96kPa. If so, the control logic ends the operation or switches to a new gear.

[0042] Step S12 and subsequent branch 2: Second control mode (medium pressure difference mode) S12: If S5 is judged as no, then continue to judge P 低 ≤ ΔP ≤ P 高 (For example, 2kPa ≤ ΔP ≤ 5kPa.) This situation may occur when climbing slowly in altitude or when driving through a non-enclosed bridge-tunnel complex.

[0043] Yes (enter the second control mode): S13: The controller selects the second control mode and outputs a medium second initial current I n中 , P 内 Start to increase.

[0044] S14~S18: The control logic in this mode is similar to the first mode, but the target air pressure range is different. 内 When the pressure is ≥ 97kPa, the current switches to I n稳高 When P 内 When ≥ 104kPa, the current switches to I n稳低 The system will maintain dynamic equilibrium between 97kPa and 104kPa until an OFF signal is received.

[0045] Step S19 and subsequent branch three: third control mode (low pressure difference mode) S19: If S12 is judged as no, ΔP <P 低 (For example, ΔP < 2 kPa.) This means that the pressure difference between the inside and outside of the vehicle is small, but the user still wants a higher air pressure inside the vehicle to increase comfort (such as in plateau areas).

[0046] Yes (enter the third control mode): S19: The controller selects the third control mode and outputs a smaller third initial current I n低 , P 内 Start to increase.

[0047] S20~S24: The target air pressure range in this mode is the highest. 内 When ≥ 105kPa, the current switches to I n稳高 When P 内 When ≥ 110kPa, the current switches to I n稳低 The system will maintain dynamic equilibrium between 105kPa and 110kPa until an OFF signal is received.

[0048] By switching between the three modes and fine control within each mode, the method of the present invention can intelligently cope with various complex driving conditions and always provide a stable and comfortable in-vehicle air pressure environment for the driver and passengers.

[0049] Example 2 like Figure 1 As shown, this embodiment provides a system for actively regulating the air pressure in a vehicle cabin. The system can be integrated into a vehicle to actively regulate the air pressure in the cabin under specific operating conditions to improve driving comfort.

[0050] The system mainly includes: a controller (MCU), an air pressure balance switch, an in-vehicle air pressure sensor - specifically the air pressure sensor-cockpit in the figure, an out-vehicle air pressure sensor - specifically the air pressure sensor-cabin in the figure, and an air pump.

[0051] The control unit (MCU) is the core of the entire system and is typically implemented as an onboard microcontroller unit (MCU) or a dedicated control chip. It integrates a processor, memory, and input / output interfaces. The memory pre-stores the control logic program proposed in this invention. Logically, the controller is configured to implement the functions of multiple modules, including: A gear signal processing module is used to receive and analyze the signal from the air pressure balance switch to determine the target comfort gear set by the user.

[0052] A pressure difference calculation module is used to receive real-time data from the air pressure sensors inside and outside the vehicle and calculate the pressure difference between the two.

[0053] A control mode selection module is used to select the most appropriate one from multiple preset control modes according to the calculated pressure difference.

[0054] A current output control module is used to generate accurate driving current and output it to the air pump according to the selected control mode and the real-time air pressure in the vehicle.

[0055] The air pressure balance switch is the user interface for interacting with the system and is typically located on the vehicle's center console or steering wheel for easy access by the driver or passenger. In this embodiment, the switch can be pressed to select different comfort levels (e.g., first, second, and third) or to disable the air pressure adjustment function.

[0056] The interior air pressure sensor is installed inside the cabin to measure the absolute atmospheric pressure in the cabin in real time and accurately. 内 ) is sent to the controller.

[0057] The outside air pressure sensor is installed in the engine compartment or other locations outside the vehicle that can accurately reflect the outside atmospheric pressure. It is used to measure the absolute atmospheric pressure outside the vehicle in real time and transmit the data (i.e., the outside air pressure P 外 ) is sent to the controller.

[0058] The air pump is the system's primary actuator, installed in the engine compartment. It's an electric air compressor whose speed and pumping volume are controlled by the drive current output by the controller. The MCU receives a control current signal to adjust its operating intensity, thereby varying the amount of air delivered to the cabin and, in turn, controlling cabin pressure. The air pump compresses external air, raising its pressure.

[0059] like Figure 1 As shown in the figure, the air circuit design of the system borrows the existing air conditioning intake system of the vehicle. The outside air is first filtered by the first air filter, Figure 1 The air is filtered by the "air filter" shown in the figure to remove large particles of impurities. The filtered air enters the air pump and is compressed and pressurized. The pressurized air will pass through the second air filter before entering the cabin. Figure 1 The "air conditioning filter" shown in the figure performs a secondary fine filtration. Finally, clean, pressurized air enters the cabin through the air duct of the air conditioning system. This design not only simplifies the system structure but also ensures the cleanliness of the air entering the vehicle.

[0060] The system's workflow is summarized as follows: 1. The user sets a target comfort level by operating the air pressure balance switch.

[0061] 2. The gear signal processing module of the controller receives the gear signal and starts the adjustment program.

[0062] 3. The controller continuously obtains the real-time air pressure P inside the car through the air pressure sensor inside the car and the air pressure sensor outside the car. 内 and the outside air pressure P 外 .

[0063] 4. The pressure difference calculation module of the controller calculates the pressure difference ΔP between the two based on the acquired air pressure data.

[0064] 5. The control mode selection module of the controller compares the calculated pressure difference ΔP with the preset pressure threshold to select the most appropriate control mode.

[0065] 6. The current output control module of the controller is based on the selected control mode and combined with the real-time vehicle interior air pressure P 内 , calculate the driving current that needs to be provided to the air pump, and control the air pump to start working or adjust the working state.

[0066] 7. The air pump sends the pressurized clean air into the cabin, making the air pressure inside the car P 内 Changes have occurred.

[0067] 8. The system continuously repeats steps 3 to 7 to form a closed-loop feedback control, thereby dynamically and steadily maintaining the air pressure in the vehicle within the target comfort range.

[0068] The specific control logic and process are described in Example 1 and will not be repeated here.

[0069] The following is a brief description using two specific scenarios.

[0070] Vehicles passing through a long tunnel Assume that before the vehicle enters the long tunnel, the air pressure outside the vehicle is P 外 is 100kPa, and the air pressure inside the car is P 内 The passenger sets the air pressure balance switch F to "second gear" (n=2).

[0071] After the vehicle enters the tunnel, due to the piston effect, the air pressure inside the vehicle P 内 Rapidly decreases, for example, to 88kPa, while the outside air pressure P 外 (referring to the vicinity of the tunnel entrance or the short-term average) may remain high or change little, or the MCU may be based on historical data and P 内 The rapid downward trend indicates that the system has entered a low-pressure environment. 内 -P 外 ) may become negative, such as -12kPa, which is much smaller than P 低 (Assuming P 低 =2kPa).

[0072] The system enters the third control mode, and the MCU outputs the initial current I n低 To the air pump. P 内 Start to increase.

[0073] When P 内 When it increases to 105kPa, MCU adjusts the current to I n稳高 , P 内 Increase slowly.

[0074] When P 内 When it increases to 110kPa, MCU adjusts the current to I n稳低 , P 内 Slowly descend or stop a rapid ascent.

[0075] The system will P 内 Maintain between 105 and 110 kPa (or according to the specific calibration range corresponding to "second gear").

[0076] When the vehicle exits the tunnel, P 外 Return to normal atmospheric pressure, for example 100kPa. 内 It may still be in the range of 105~110kPa. 内 -P 外 ) is about 5 to 10 kPa. If P 高 =5kPa, then the system may enter the first control mode or the second control mode, and adjust P accordingly 内 To 90~96kPa or 97~104kPa (depending on the specific ΔP value and P 高 、P 低 comparison results and calibration logic for gear 2).

[0077] If the passenger feels comfortable, they can turn the switch to OFF and the system will stop working.

[0078] Driving to high altitude areas Vehicles from the plain (P 外 ≈101kPa) to a plateau at an altitude of 3000 meters (P 外 ≈70kPa). The passenger sets the air pressure balance switch F to "first gear" (n=1).

[0079] During the climbing process, P 内 Follow P 外 Gradually decreases. When P 内 When it drops to 85kPa, for example, ΔP = 85-70 = 15kPa. Assume that P 高 =5kPa, then 15kPa>P 高 kPa.

[0080] The system enters the first control mode, and the MCU outputs the initial current I n高 To the air pump. P 内 Start to increase.

[0081] When P 内 When it increases to 90kPa, MCU adjusts the current to I n稳高 , P 内 Increase slowly.

[0082] When P内 When it increases to 96kPa, MCU adjusts the current to I n稳低 , P 内 Lower slowly.

[0083] The system will P 内 Maintained between 90 and 96 kPa, significantly higher than the external temperature of 70 kPa, thus alleviating altitude sickness.

[0084] Example 3 like Figure 3 As shown, the present invention provides an electronic device, including a processor 1, a communication interface 2, a memory 3 and a communication bus 4, wherein the processor 1, the communication interface 2, and the memory 3 communicate with each other through the communication bus 4; the memory 4 is used to store computer programs; the processor 1 is used to implement the method for actively regulating the in-vehicle air pressure described in Example 1 when executing the program stored in the memory 3.

[0085] The processor may be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it may also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0086] The memory may include a random access memory (RAM) or a non-volatile memory (NVM), such as at least one disk memory.

[0087] The memory may be a volatile memory, such as random-access memory (RAM); a non-volatile memory, such as read-only memory, flash memory, a hard disk drive (HDD), or a solid-state drive (SSD); or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and can be accessed by a computer, but is not limited thereto. The memory may be a combination of the above.

[0088] Example 4 The present invention provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program. When the computer program is executed by a processor, the method for actively regulating the in-vehicle air pressure as described in Example 1 is implemented.

[0089] The present invention can be implemented in whole or in part through software, hardware, firmware, or any combination thereof. When implemented using software, it can be implemented in whole or in part in the form of a computer program product. The computer program product comprises one or more computer instructions. When loaded and executed on a computer, the computer program instructions fully or partially perform the processes or functions described in accordance with the embodiments of the present invention. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium accessible by a computer or a data storage device such as a server or data center that integrates one or more available media. The available medium can be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., DVDs), or semiconductor media (e.g., solid-state drives (SSDs)).

[0090] It will be easily understood by those skilled in the art that the above are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, combinations, replacements, improvements, etc. made within the spirit and principles of the present invention are included in the scope of protection of the present invention.

Claims

1. A method for actively regulating the air pressure in a vehicle, characterized in that: include: In response to a gear position signal indicating a target comfort gear position, starting vehicle interior air pressure adjustment; Get the current air pressure inside and outside the vehicle; selecting a target control mode from at least three preset control modes according to a pressure difference between the air pressure inside the vehicle and the air pressure outside the vehicle, and a preset first pressure threshold and a second pressure threshold, wherein the first pressure threshold is higher than the second pressure threshold; In the target control mode, the output current of the air pump is controlled according to the air pressure in the vehicle and the target pressure range corresponding to the target control mode, so as to maintain the air pressure in the vehicle within the target pressure range.

2. The method according to claim 1, characterized in that The step of selecting a target control mode from at least three preset control modes includes: If the pressure difference is greater than the first pressure threshold, selecting the first control mode; If the pressure difference is less than or equal to the first pressure threshold and greater than or equal to the second pressure threshold, selecting the second control mode; If the pressure difference is less than the second pressure threshold, the third control mode is selected.

3. The method according to claim 2, characterized in that When the target control mode is the first control mode, the step of controlling the output current of the air pump includes: driving the air pump with a first initial current until the air pressure in the vehicle reaches a lower threshold of a first target range; When the air pressure in the vehicle reaches a lower threshold of the first target range, adjusting the output current of the air pump to a first stable boost current so that the air pressure in the vehicle slowly increases; When the air pressure in the vehicle reaches an upper threshold of the first target range, the output current of the air pump is adjusted to a first stable step-down current, so that the air pressure in the vehicle is slowly reduced.

4. The method according to claim 2, characterized in that When the target control mode is the second control mode, the step of controlling the output current of the air pump includes: driving the air pump with a second initial current until the air pressure in the vehicle reaches a lower threshold of a second target range; When the air pressure in the vehicle reaches a lower threshold of the second target range, adjusting the output current of the air pump to a second stable boost current so that the air pressure in the vehicle slowly increases; When the air pressure in the vehicle reaches an upper threshold of the second target range, the output current of the air pump is adjusted to a second stable step-down current, so that the air pressure in the vehicle is slowly reduced.

5. The method according to claim 2, characterized in that When the target control mode is the third control mode, the step of controlling the output current of the air pump includes: driving the air pump with a third initial current until the air pressure in the vehicle reaches a lower threshold of a third target range; When the air pressure in the vehicle reaches a lower threshold of the third target range, adjusting the output current of the air pump to a third stable boost current so that the air pressure in the vehicle slowly increases; When the air pressure in the vehicle reaches an upper threshold value of the third target range, the output current of the air pump is adjusted to a third stable step-down current, so that the air pressure in the vehicle is slowly reduced.

6. The method according to claim 3, characterized in that The lower threshold of the first target interval is 90 kPa, and the upper threshold is 96 kPa.

7. The method according to claim 4, characterized in that The lower threshold of the second target interval is 97 kPa, and the upper threshold is 104 kPa.

8. The method according to claim 5, characterized in that The lower threshold of the third target interval is 105 kPa, and the upper threshold is 110 kPa.

9. An active air pressure regulation system in a vehicle, characterized in that: include: An air pressure balance switch for generating a gear position signal indicating a target comfort gear position; In-car air pressure sensor, used to detect the air pressure in the car; The outside air pressure sensor is used to detect the outside air pressure; An air pump, used to pump air into the cabin; A controller is electrically connected to the air pressure balance switch, the in-vehicle air pressure sensor, the out-vehicle air pressure sensor, and the air pump, and is configured to: In response to the gear position signal, starting vehicle interior air pressure adjustment; acquiring the vehicle interior air pressure detected by the vehicle interior air pressure sensor and the vehicle exterior air pressure detected by the vehicle exterior air pressure sensor; selecting a target control mode from at least three preset control modes according to the pressure difference between the air pressure inside the vehicle and the air pressure outside the vehicle, and a preset first pressure threshold and a preset second pressure threshold; In the target control mode, the output current of the air pump is controlled according to the air pressure in the vehicle and the target pressure range corresponding to the target control mode, so as to maintain the air pressure in the vehicle within the target pressure range.

10. The system according to claim 9, characterized in that The controller is configured to: If the pressure difference is greater than the first pressure threshold, selecting the first control mode; If the pressure difference is less than or equal to the first pressure threshold and greater than or equal to the second pressure threshold, selecting the second control mode; If the pressure difference is less than the second pressure threshold, the third control mode is selected.

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