Wireless remote control and electric control device and method for air suspension of commercial vehicle

Abstract

The invention discloses a commercial vehicle air suspension wireless remote control electric control device and method.The commercial vehicle air suspension wireless remote control electric control device comprises a remote control end and a handle end, the remote control end is used for being held by an operator and comprises a first controller, a wireless transmitting module and a control panel, and the first controller comprises a first safety mechanism module and an instruction sending module; the first safety mechanism module is used for receiving an unlocking password, the instruction sending module is used for sending an air suspension electric control instruction, the handle end is arranged on a commercial vehicle and comprises a second controller and a wireless receiving module, the second controller comprises a second safety mechanism module and an instruction receiving module, and the second safety mechanism module is used for setting a preset password; the instruction receiving module is used for receiving an air suspension electric control instruction. The remote control end and the handle end are separated, a driver can conduct remote control operation around the vehicle through the remote control end and observe the vehicle dynamic state during remote control adjustment of the vehicle, and compared with a wired key remote control handle, the observation range of the driver during remote control adjustment is greatly widened.

Description

Technical Field

[0001] The present invention relates to the technical field of commercial vehicles, and in particular to a wireless remote control electronic control device and method for an air suspension of a commercial vehicle. Background Art

[0002] Compared to traditional leaf spring suspension systems, air suspension systems are increasingly being installed in commercial vehicles due to their superior suspension performance, richer functionality, and reduced road damage. Air suspension systems typically utilize an electronic control system to manage related functions. The control system includes a remote control, a primary controller, a height sensor, an air pressure sensor, and an actuator (air circuit solenoid valve). The directly controlled object is the air spring. The primary control parameters are the air spring's internal pressure and the assembly height.

[0003] The electronic control system works as follows: The first controller continuously collects parameters such as the air spring's internal pressure and height measured by sensors, compares these parameters with preset target values, and determines whether the air spring's internal pressure and height need to be increased, decreased, or maintained. It then issues a command to the solenoid valve, which inflates or deflates the air spring to adjust its height and internal pressure, thereby achieving the preset target values ​​for the air spring's height and internal pressure. This allows for the desired commercial vehicle height, posture, load distribution ratio of each axle, and the landing and lifting status of the lift axle.

[0004] The role of the remote control in the control system is to realize the driver's will and send instructions to the first controller, including requiring the first controller to switch the preset target height of a certain axle, lift a certain axle into the air, adjust the distribution ratio of multi-axle axle load, exit the control system from the mode of automatically maintaining the preset target height and then manually raise or lower the suspension height, etc.

[0005] Existing remote controls are human-machine interface panels with multiple command buttons, connected to the first controller via hardwired cables or LIN or CAN cables. Since commercial vehicles are typically long, the remote control cable connecting them to the cab is relatively short. This means the driver cannot easily and intuitively observe the suspension's movement under the vehicle chassis in response to the remote control's commands, making it difficult to observe or measure the vehicle's height, pitch, and roll. Summary of the Invention

[0006] In view of the shortcomings of the existing technology, the purpose of the present invention is to provide a wireless remote control electronic control device for commercial vehicle air suspension, which separates the buttons and handles, allowing the driver to perform remote control operations around the vehicle through the remote control end and observe the vehicle dynamics during remote control adjustments. Compared with the wired button remote control handle, the driver's observation range during remote control adjustments is greatly expanded.

[0007] Other features and advantages of the present application will become apparent from the following detailed description, or may be learned in part by practice of the present application.

[0008] The present application provides a wireless remote control electronic control device for a commercial vehicle air suspension, comprising: A remote control terminal, for an operator to hold in hand, comprising a first controller, a wireless transmission module, and a control panel, wherein the wireless transmission module and the control panel are electrically connected to the first controller, the wireless transmission module is configured to send wireless connection information, the first controller comprises a first security mechanism module and an instruction sending module, the first security mechanism module is configured to receive an unlocking password, and the instruction sending module is configured to send electronic control instructions for the air suspension; The handle end is provided on the commercial vehicle and includes a second controller and a wireless receiving module. The wireless receiving module is electrically connected to the second controller and is used to receive wireless connection information. The second controller includes a second safety mechanism module and an instruction receiving module. The second safety mechanism module is used to set a preset password. The instruction receiving module is used to receive air suspension electronic control instructions. Wherein, when the unlocking password matches the preset password, the air suspension lifting module is unlocked, or when the unlocking password does not match the preset password, the air suspension lifting module is locked.

[0009] In some embodiments of the present application, based on the above solution, the following is further included: The first security mechanism module includes a key detection unit, an ID storage unit, a data frame encapsulation unit and an OOK modulation unit, wherein The key detection unit is used to detect the unlocking password and the corresponding unlocking control instruction; The ID storage unit is used to store the ID number of the remote control terminal; The data frame encapsulation unit is used to combine the unlocking password with the ID number, synchronization header, and CRC check code into a standard data frame; The OOK modulation unit is used to convert the standard data frame into an OOK radio frequency signal; The wireless transmitting module is used to send the OOK radio frequency signal to the wireless receiving module; The second security mechanism module includes an OOK demodulation unit, a data frame parsing unit, an ID verification unit, a password detection unit and an instruction execution unit, wherein The OOK demodulation unit is used to convert the OOK radio frequency signal into a binary baseband signal; The data frame parsing unit is used to extract the synchronization header, ID number, and CRC check code from the binary baseband signal, verify the synchronization header and ID number, and separate the ID number and unlocking password; The ID verification unit is used to check whether the received ID exists in the legal ID list stored in the handle end; The password detection unit is used to detect whether the unlocking password is correct; If the unlocking password is correct, the instruction execution unit is used to control the air suspension lifting module to unlock according to the verified unlocking password and the corresponding unlocking control instruction; If the unlocking password is incorrect, the instruction execution unit generates an error message.

[0010] In some embodiments of the present application, based on the above scheme, including: The key detection unit includes a password detection subunit, a first key management subunit, a first rolling code generation subunit, and a first encryption subunit, wherein The password detection subunit is used to obtain the unlocking password; The first key management subunit is used to generate a first key by using the unlocking password through a key derivation function; The first rolling code generating subunit is used to generate a first dynamic rolling code; The first encryption subunit is used to encrypt the unlocking control instruction using the first dynamic rolling code and the first key to generate a first ciphertext; The password detection unit includes a first ciphertext receiving unit, a second key management subunit, a first rolling code verification subunit, and a first decryption subunit; The first ciphertext receiving unit is used to receive a first ciphertext; The second key management subunit is used to pre-store a second key; The first rolling code verification subunit is used to verify the continuity of the first dynamic rolling code; The first decryption subunit is used to decrypt the first ciphertext using the first dynamic rolling code and the second key to restore the unlocking control instruction.

[0011] In some embodiments of the present application, based on the aforementioned solution, the air suspension lifting module further includes a sensor, the sensor being used to detect the height of the air suspension; The instruction sending module includes a sensor calibration instruction unit and an extended ASC2 message generation unit; The sensor calibration instruction unit is used to trigger the sensor calibration instruction; The extended ASC2 message generating unit is used to generate an extended ASC2 message from the sensor calibration instruction; The wireless transmitting module is used to send the extended ASC2 message to the wireless receiving module; The commercial vehicle includes an ECAS ECU module, which is electrically connected to the handle end via a CAN bus. The ECAS ECU module verifies the sensor based on an extended ASC2 message and executes a sensor calibration instruction.

[0012] In some embodiments of the present application, based on the above scheme, including: The handle end also includes a CAN bus baud rate selection module, which is used to select the baud rate of different CAN buses. The calculation formula is:

[0013] in, is the clock frequency of the CAN controller; is the baud rate prescaler; It is used to synchronize the bit timing of different nodes; is the propagation delay of the signal on the bus; and Both are phase buffer segments.

[0014] In some embodiments of the present application, based on the above scheme, including: The extended ASC2 message includes a sensor designation field, and the sensor designation field is used to designate a single sensor or multiple sensors to verify or calibrate a single sensor or multiple sensors simultaneously.

[0015] In some embodiments of the present application, based on the above solution, the following is further included: an airbag connected to the air suspension and used to adjust the height of the air suspension, wherein the sensor detects the height of the air suspension by detecting the height of the airbag; The sensor calibration instruction unit includes a plurality of calibration subunits, each calibration subunit corresponds to a channel, and each channel controls one of the airbags relative to each other.

[0016] In some embodiments of the present application, based on the above scheme, including: The handle end is fixed to the commercial vehicle through a wiring harness.

[0017] In some embodiments of the present application, based on the aforementioned solution, when the commercial vehicle includes a trailer and a tractor, the handle end also includes a lithium battery charging module. When the tractor generates electricity, the tractor charges the lithium battery charging module. When the tractor leaves or the battery is low on power, the lithium battery charging module is used to power the handle end. When the lithium battery charging module is low on power, the handle end automatically cuts off power.

[0018] A wireless remote control method for a commercial vehicle air suspension is applied to the wireless remote control device for the commercial vehicle air suspension, comprising: Enter the unlock password through the control panel on the remote control; When the unlock password matches the preset password, the air suspension lifting module is unlocked; If the entered password does not match the preset unlock password, the air suspension lift module is locked.

[0019] The beneficial effects of this application are as follows: This application provides a wireless remote control electronic control device and method for commercial vehicle air suspension. This device separates the remote control terminal from the handle terminal, utilizing wireless communication between the two. This allows the remote control operator to operate the system independently of the commercial vehicle. The remote control terminal simply simulates the control panel, providing simple, highly reliable, one-way communication. Because of this one-way communication, the cost and power consumption of the remote control terminal are very low. Furthermore, the driver can operate the remote control terminal from any position around the vehicle, facilitating the observation and measurement of the vehicle's real-time posture.

[0020] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The accompanying drawings described herein are used to provide a further understanding of the present invention and constitute a part of this application. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the accompanying drawings: Figure 1 This is a schematic diagram of a wireless remote control electronic control device for an air suspension of a commercial vehicle according to this embodiment; Figure 2 Schematic diagram of the remote control terminal of this embodiment; Figure 3 Schematic diagram of the handle end of this embodiment; Figure 4 This is a schematic diagram of the wireless remote control electronic control of the commercial vehicle air suspension in this embodiment; Figure 5 The figure is a schematic diagram of a wireless remote control method for an air suspension of a commercial vehicle according to this embodiment. DETAILED DESCRIPTION

[0022] Reference will now be made in detail to specific embodiments of the present invention, examples of which are illustrated in the accompanying drawings. Although the present invention will be described in conjunction with specific embodiments, it will be understood that this is not intended to limit the invention to those embodiments. On the contrary, it is intended to cover variations, modifications, and equivalents within the spirit and scope of the present invention as defined by the appended claims. It should be noted that the method steps described herein can be implemented by any functional block or functional arrangement, and any functional block or functional arrangement can be implemented as a physical entity or a logical entity, or a combination of the two.

[0023] In order to enable those skilled in the art to better understand the present invention, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0024] Note: The following example is only a specific example and is not intended to limit the embodiments of the present invention to the following specific steps, values, conditions, data, sequence, etc. Those skilled in the art can apply the concepts of the present invention to construct more embodiments not described in this specification by reading this specification.

[0025] like Figures 1-4 As shown, this embodiment provides a wireless remote control electronic control device for commercial vehicle air suspension, including: The remote control terminal 100 is intended to be held by an operator and includes a first controller 110, a wireless transmission module 120, and a control panel 130. The wireless transmission module 120 and the control panel 130 are electrically connected to the first controller 110. The wireless transmission module 120 is used to send wireless connection information. The first controller 110 includes a first security mechanism module 111 and a command sending module 112. The first security mechanism module 111 is used to receive an unlocking password, and the command sending module 112 is used to send electronic control commands for the air suspension. The handle end 200 is provided on the commercial vehicle and includes a second controller 210 and a wireless receiving module 220. The wireless receiving module 220 is electrically connected to the second controller 210 and is used to receive wireless connection information. The second controller 210 includes a second security mechanism module 211 and an instruction receiving module 212. The second security mechanism module 211 is used to set a preset password, and the instruction receiving module 212 is used to receive air suspension electronic control instructions. Among them, the wireless transmitting module 120 sends wireless connection information, and the wireless receiving module 220 receives the wireless connection information. When the unlocking password matches the preset password, the air suspension lifting module is unlocked, or when the unlocking password does not match the preset password, the air suspension lifting module is locked.

[0026] When the air suspension lifting module is unlocked, the instruction sending module 112 sends an air suspension electronic control instruction, and the instruction receiving module 212 receives the air suspension electronic control instruction.

[0027] This embodiment separates the remote control terminal 100 from the handle terminal 200, utilizing wireless communication between them. This allows the operator of the remote control terminal 100 to operate the vehicle independently. The remote control terminal 100 merely simulates the control panel 130, providing simple, highly reliable, one-way communication. This one-way communication minimizes cost and power consumption.

[0028] In this embodiment, the driver can perform remote control operations on the remote control terminal 100 at any position around the vehicle, so as to observe and measure the real-time posture of the entire vehicle.

[0029] Existing remote controls are human-machine interaction panels with multiple command buttons, connected to the controller via hardwires or cables such as LIN or CAN. Since commercial vehicles are typically long, the remote control cable connecting them to the cab is relatively short. When operating the remote control from the cab, the driver cannot easily and intuitively observe the suspension's movement under the vehicle chassis in response to the remote control's commands, making it difficult to observe or measure the vehicle's height, pitch, and roll. This embodiment separates the remote control terminal 100 from the handle terminal 200, allowing the driver to operate the remote control from around the commercial vehicle and observe the vehicle's dynamics during remote control adjustments. This significantly expands the driver's observation range during remote control adjustments compared to wired handles.

[0030] In some implementations of this embodiment, Figure 2 and Figure 3 As shown, a wireless remote control electronic control device for commercial vehicle air suspension also includes: The first security mechanism module 111 includes a key detection unit 1111 , an ID storage unit 1112 , a data frame encapsulation unit 1113 and an OOK modulation unit 1114 .

[0031] The key detection unit 1111 is used to detect the unlocking password and the corresponding unlocking control instruction; The ID storage unit 1112 is used to store the ID number of the remote control terminal 100; The data frame encapsulation unit 1113 is used to combine the unlock password with the ID number, synchronization header, and CRC check code into a standard data frame; The OOK modulation unit 1114 is used to convert the standard data frame into an OOK radio frequency signal; The wireless transmitting module 120 is used to send the OOK radio frequency signal to the wireless receiving module 220 .

[0032] During use, the operator inputs the unlock password, the key detection unit 1111 detects the unlock password and the corresponding unlock control instruction, the ID storage unit 1112 stores the ID number of the remote control end 100, the data frame encapsulation unit 1113 combines the unlock password with the ID number, synchronization header, and CRC check code into a standard data frame, the OOK modulation unit 1114 converts the standard data frame into an OOK radio frequency signal, and the wireless transmission module 120 sends the OOK radio frequency signal to the wireless receiving module 220.

[0033] In some implementations of this embodiment, the second security mechanism module 211 includes an OOK demodulation unit 2111 , a data frame parsing unit 2112 , an ID verification unit 2113 , a password detection unit 2114 and an instruction execution unit 2115 .

[0034] The OOK demodulation unit 2111 is used to convert the OOK radio frequency signal into a binary baseband signal; The data frame parsing unit 2112 is used to extract the synchronization header, ID number, and CRC check code from the binary baseband signal, verify the synchronization header and ID number, and separate the ID number and unlocking password; The ID verification unit 2113 is used to check whether the received ID exists in the legal ID list stored in the handle end 200; The password detection unit 2114 is used to detect whether the unlock password is correct; If the unlock password is correct, the instruction execution unit 2115 is used to control the air suspension lifting module to unlock according to the verified unlock password and the corresponding unlock control instruction; If the unlock password is incorrect, the instruction execution unit 2115 generates an error message.

[0035] During use, the OOK demodulation unit 2111 converts the OOK RF signal into a binary baseband signal, the data frame parsing unit 2112 extracts the synchronization header, ID number, and CRC check code from the binary baseband signal, verifies the synchronization header and ID number, and separates the ID number and unlocking password. The ID verification unit 2113 is used to check whether the received ID exists in the legal ID list stored in the handle end 200.

[0036] In this way, communication is digital communication using OOK modulation. Wireless communication requires ID code recognition. Only instructions sent by the ID stored and recognized by the recipient can be received and executed, which is more secure and reliable.

[0037] Furthermore, the remote control 100 is separated from the handle 200, and wireless communication is used between them, allowing the operator, holding the buttons, to operate the vehicle without having to leave the vehicle. Wireless communication only simulates the control panel 130, providing simple, highly reliable, one-way communication. Because of this one-way communication, the wireless remote control is both cost-effective and power-efficient. Similarly, because the communication requires minimal information, more encryption and ID information can be embedded within the limited data. Wireless communication requires ID code recognition, and only commands sent by an ID stored and recognized by the recipient are received and executed.

[0038] In some implementations of this embodiment, in order to prevent others from stealing the remote control, the remote control end 100 corresponding to the ID number can be added to a blacklist or a whitelist through the handle end 200. When the remote control end 100 corresponding to the ID number is added to the blacklist, the remote control becomes invalid; when the remote control end 100 corresponding to the ID number is added to the whitelist, the remote control becomes valid.

[0039] In some implementations of this embodiment, Figure 2 and Figure 3 As shown, the key detection unit 1111 includes a password detection subunit 11111, a first key management subunit 11112, a first rolling code generation subunit 11113, and a first encryption subunit 11114.

[0040] The password detection subunit 11111 is used to obtain the unlocking password; The first key management subunit 11112 is used to generate a first key by using the unlocking password through a key derivation function; The first rolling code generating subunit 11113 is used to generate a first dynamic rolling code; The first encryption subunit 11114 is configured to encrypt the unlocking control instruction using the first dynamic rolling code and the first key to generate a first ciphertext; The password detection unit 2114 includes a first ciphertext receiving unit 21141, a second key management subunit 21142, a first rolling code verification subunit 21143, and a first decryption subunit 21144; The first ciphertext receiving unit 21141 is used to receive the first ciphertext; The second key management subunit 21142 is used to pre-store the second key; The first rolling code verification subunit 21143 is used to verify the continuity of the first dynamic rolling code; The first decryption subunit 21144 is configured to decrypt the first ciphertext using the first dynamic rolling code and the second key to restore the unlocking control instruction.

[0041] During use, the password detection subunit 11111 obtains the unlocking password, the first key management subunit 11112 generates the first key from the unlocking password through a key derivation function, the first rolling code generation subunit 11113 is used to generate a first dynamic rolling code, the first encryption subunit 11114 is used to use the first dynamic rolling code and the first key to encrypt the unlocking control instruction to generate a first ciphertext, the first ciphertext receiving unit 21141 receives the first ciphertext, the second key management subunit 21142 pre-stores the second key, the first rolling code verification subunit 21143 verifies the continuity of the first dynamic rolling code, and the first decryption subunit 21144 is used to decrypt the first ciphertext using the first dynamic rolling code and the second key to restore the unlocking control instruction.

[0042] In this way, the wireless communication adopts rolling code encryption and has an anti-copy function, that is, it is not feasible to control the target module by copying the signal of the remote control terminal 100.

[0043] In some implementations of this embodiment, the control panel 130 includes several control keys, which use encrypted communication with the handle 200 and require ID registration. Each handle 200 can register multiple control keys, and can also batch-unregister some or all control keys.

[0044] Specifically, the control key is a physical key or a virtual key, which is not limited in this embodiment.

[0045] In some implementations of this embodiment, Figure 2 and Figure 3 As shown, the air suspension lifting module also includes a sensor, which is used to detect the height of the air suspension; The instruction sending module 112 includes a sensor calibration instruction unit 1121 and an extended ASC2 message generating unit 1122; The sensor calibration instruction unit 1121 is used to trigger the sensor calibration instruction; The extended ASC2 message generating unit 1122 is used to generate an extended ASC2 message from the sensor calibration instruction; The wireless transmitting module 120 is configured to send the extended ASC2 message to the wireless receiving module 220 .

[0046] During use, the sensor calibration instruction unit 1121 triggers the sensor calibration instruction, the extended ASC2 message generation unit 1122 generates an extended ASC2 message from the sensor calibration instruction, and the wireless transmission module 120 sends the extended ASC2 message to the wireless receiving module 220.

[0047] In this way, the use of extended ASC2 messages can be compatible with the mainstream communication protocol J1939 for commercial vehicles, reducing the complexity of system integration. There is no need to develop a private communication protocol separately for sensor calibration, avoiding node communication conflicts or data parsing errors caused by protocol incompatibility, and significantly reducing the integration difficulty and cost of commercial vehicle electronic systems.

[0048] In some implementations of this embodiment, the J1939 ASC2 message is subjected to rolling code encryption to prevent a third party from performing wired insertion attacks.

[0049] Specifically, in some implementations of this embodiment, Figure 2 and Figure 3 As shown, the instruction sending module 112 further includes a second rolling code generating unit 1123 and a second encryption unit 1124 .

[0050] The second rolling code generating unit 1123 is used to generate a second dynamic rolling code; The second encryption unit 1124 is configured to generate a second ciphertext using the second dynamic rolling code and the extended ASC2 message.

[0051] The instruction receiving module 212 includes a second ciphertext receiving unit 2121 , a second rolling code verification unit 2122 , and a second decryption unit 2123 .

[0052] The second ciphertext receiving unit 2121 is used to receive the second ciphertext; The second rolling code verification unit 2122 is used to verify the continuity of the second dynamic rolling code; The second decryption unit 2123 is configured to decrypt the second ciphertext using the second dynamic rolling code and output an extended ASC2 message.

[0053] During use, the second rolling code generation unit 1123 generates a second dynamic rolling code, the second encryption unit 1124 uses the second dynamic rolling code and the extended ASC2 message to generate a second ciphertext, the second ciphertext receiving unit 2121 receives the second ciphertext, the second rolling code verification unit 2122 verifies the continuity of the second dynamic rolling code, and the second decryption unit 2123 uses the second dynamic rolling code to decrypt the second ciphertext and output the extended ASC2 message.

[0054] In some implementations of this embodiment, the extended ASC2 message includes a sensor designation field, which is used to designate a single sensor or multiple sensors to implement verification or calibration of a single sensor or simultaneous verification or calibration of multiple sensors.

[0055] In some implementations of this embodiment, the commercial vehicle includes an ECAS ECU module, which is electrically connected to the handle end 200 via a CAN bus. The ECAS ECU module verifies the sensor based on the extended ASC2 message and executes the sensor calibration instruction.

[0056] In some implementations of this embodiment, the handle end 200 further includes a CAN bus baud rate selection module, which is used to select the baud rate of different CAN buses. The calculation formula is:

[0057] in, is the clock frequency of the CAN controller; is the baud rate prescaler; It is used to synchronize the bit timing of different nodes; is the propagation delay of the signal on the bus; and Both are phase buffer segments.

[0058] In this way, ECAS ECUs communicate with each other using the CAN bus, where control instructions (ASC2 messages) can be encrypted to prevent illegal manipulation of the ECAS ECU through the bus.

[0059] In some implementations of this embodiment, the handle 200 controls the battery line and ignition lock input of the ECAS ECU and is always powered. The handle 200 has a low voltage protection function after the vehicle ignition lock is turned off to prevent the battery from being depleted.

[0060] In some implementations of this embodiment, when power is normally available and the vehicle ignition lock is ON, the battery line input terminal of the ECAS ECU is connected to the battery, and the ignition terminal is connected to the battery.

[0061] When the power supply is normally available and the ignition lock is OFF, the battery line input terminal of the ECAS ECU is connected to the battery, but the ignition terminal is disconnected from the battery. However, when any key of the wireless button is pressed, the handle end 200 connects the ignition terminal of the ECAS ECU to the battery for a period of time, forcing the commercial vehicle to temporarily enter the air suspension controllable state.

[0062] Specifically, the handle end 200 is energized with the input end through the first relay, and is energized with the ignition end through the second relay.

[0063] The power source can be used in two situations: a commercial vehicle starting battery can be used, or a lithium battery pack can be used.

[0064] In some implementations of this embodiment, Figure 1 As shown, in the case where the commercial vehicle includes a trailer and a tractor, the handle end 200 also includes a lithium battery charging module 230. When the tractor generates electricity, the tractor charges the lithium battery charging module 230. When the tractor leaves or the battery is low on power, the lithium battery charging module 230 is used to supply power to the handle end 200. When the lithium battery charging module 230 is low on power, the handle end 200 is automatically powered off.

[0065] In some implementations of this embodiment, the handle end 200 further includes a battery low-power detection module 240 , which detects whether the battery is supplying power.

[0066] In some implementations of this embodiment, an airbag is further included, which is connected to the air suspension and is used to adjust the height of the air suspension. The sensor detects the height of the air suspension by detecting the height of the airbag. The sensor calibration command unit 1121 includes several calibration subunits, each calibration subunit corresponds to a channel, and each channel controls an airbag relative to each other.

[0067] Thus, the handle 200 has an auxiliary height sensor calibration function. The remote control 100 can independently control the front, rear, left, and right airbags, thereby enabling the simultaneous calibration of all four height sensors to a preset height. This aligns with the capabilities of the ECAS ECU. To achieve this, the J1939ASC2 message was extended while maintaining compatibility, enabling height sensor calibration using this extended message.

[0068] In some implementations of this embodiment, the handle end 200 is fixed to the commercial vehicle via a wiring harness.

[0069] In one specific embodiment, the handle 200 is the receiving end, and the remote control 100 is the transmitting end. Communication between the handle 200 and the remote control 100 is one-way binary digital communication. Each frame of data contains not only 12 bits of key information but also a 21-bit ID code in its header. Only data sent by the remote control 100 that has registered this ID code at the receiving end can be recognized and accepted by the receiving end. This prevents the commercial vehicle from being controlled by others. Registration is performed by repeatedly turning the ignition on and off for 5 seconds, then pressing any key to be registered within 5 seconds.

[0070] This embodiment also provides a wireless remote control method for a commercial vehicle air suspension, which is applied to the wireless remote control device for the commercial vehicle air suspension. Figure 5 Shown, including: Step 1: Enter the unlock password via the control panel 130 on the remote control terminal 100; Step 2: Unlock the air suspension lift module when the entered password matches the preset unlock password; Step 3: If the entered password does not match the preset unlock password, the air suspension lifting module is locked.

[0071] Obviously, those skilled in the art may make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if such changes and modifications fall within the scope of the claims and their equivalents, the present invention is intended to include such changes and modifications.

Claims

1. A wireless remote control electronic control device for commercial vehicle air suspension, used to control the air suspension lifting module, characterized in that: include: A remote control terminal, for an operator to hold in hand, comprising a first controller, a wireless transmission module, and a control panel, wherein the wireless transmission module and the control panel are electrically connected to the first controller, the wireless transmission module is configured to send wireless connection information, the first controller comprises a first security mechanism module and an instruction sending module, the first security mechanism module is configured to receive an unlocking password, and the instruction sending module is configured to send electronic control instructions for the air suspension; The handle end is provided on the commercial vehicle and includes a second controller and a wireless receiving module. The wireless receiving module is electrically connected to the second controller and is used to receive wireless connection information. The second controller includes a second safety mechanism module and an instruction receiving module. The second safety mechanism module is used to set a preset password. The instruction receiving module is used to receive air suspension electronic control instructions. Wherein, when the unlocking password matches the preset password, the air suspension lifting module is unlocked, or when the unlocking password does not match the preset password, the air suspension lifting module is locked.

2. The wireless remote control electronic control device for commercial vehicle air suspension according to claim 1, characterized in that: Also includes: The first security mechanism module includes a key detection unit, an ID storage unit, a data frame encapsulation unit and an OOK modulation unit, wherein The key detection unit is used to detect the unlocking password and the corresponding unlocking control instruction; The ID storage unit is used to store the ID number of the remote control terminal; The data frame encapsulation unit is used to combine the unlocking password with the ID number, synchronization header, and CRC check code into a standard data frame; The OOK modulation unit is used to convert the standard data frame into an OOK radio frequency signal; The wireless transmitting module is used to send the OOK radio frequency signal to the wireless receiving module; The second security mechanism module includes an OOK demodulation unit, a data frame parsing unit, an ID verification unit, a password detection unit and an instruction execution unit, wherein The OOK demodulation unit is used to convert the OOK radio frequency signal into a binary baseband signal; The data frame parsing unit is used to extract the synchronization header, ID number, and CRC check code from the binary baseband signal, verify the synchronization header and ID number, and separate the ID number and unlocking password; The ID verification unit is used to check whether the received ID exists in the legal ID list stored in the handle end; The password detection unit is used to detect whether the unlocking password is correct; If the unlocking password is correct, the instruction execution unit is used to control the air suspension lifting module to unlock according to the verified unlocking password and the corresponding unlocking control instruction; If the unlocking password is incorrect, the instruction execution unit generates an error message.

3. The wireless remote control electronic control device for commercial vehicle air suspension according to claim 2, characterized in that: include: The key detection unit includes a password detection subunit, a first key management subunit, a first rolling code generation subunit, and a first encryption subunit, wherein The password detection subunit is used to obtain the unlocking password; The first key management subunit is used to generate a first key by using the unlocking password through a key derivation function; The first rolling code generating subunit is used to generate a first dynamic rolling code; The first encryption subunit is used to encrypt the unlocking control instruction using the first dynamic rolling code and the first key to generate a first ciphertext; The password detection unit includes a first ciphertext receiving unit, a second key management subunit, a first rolling code verification subunit, and a first decryption subunit; The first ciphertext receiving unit is used to receive a first ciphertext; The second key management subunit is used to pre-store a second key; The first rolling code verification subunit is used to verify the continuity of the first dynamic rolling code; The first decryption subunit is used to decrypt the first ciphertext using the first dynamic rolling code and the second key to restore the unlocking control instruction.

4. The wireless remote control electronic control device for commercial vehicle air suspension according to claim 1, characterized in that: The air suspension lifting module further includes a sensor for detecting the height of the air suspension; The instruction sending module includes a sensor calibration instruction unit and an extended ASC2 message generation unit; The sensor calibration instruction unit is used to trigger the sensor calibration instruction; The extended ASC2 message generating unit is used to generate an extended ASC2 message from the sensor calibration instruction; The wireless transmitting module is used to send the extended ASC2 message to the wireless receiving module; The commercial vehicle includes an ECAS ECU module, which is electrically connected to the handle end via a CAN bus. The ECAS ECU module verifies the sensor based on an extended ASC2 message and executes a sensor calibration instruction.

5. The wireless remote control electronic control device for commercial vehicle air suspension according to claim 4, characterized in that: include: The handle end also includes a CAN bus baud rate selection module, which is used to select the baud rate of different CAN buses. The calculation formula is: in, is the clock frequency of the CAN controller; is the baud rate prescaler; It is used to synchronize the bit timing of different nodes; is the propagation delay of the signal on the bus; and Both are phase buffer segments.

6. The wireless remote control electronic control device for commercial vehicle air suspension according to claim 4, characterized in that: include: The extended ASC2 message includes a sensor designation field, and the sensor designation field is used to designate a single sensor or multiple sensors to verify or calibrate a single sensor or multiple sensors simultaneously.

7. The wireless remote control electronic control device for commercial vehicle air suspension according to claim 4, characterized in that: Also includes: an airbag connected to the air suspension and used to adjust the height of the air suspension, wherein the sensor detects the height of the air suspension by detecting the height of the airbag; The sensor calibration instruction unit includes a plurality of calibration subunits, each calibration subunit corresponds to a channel, and each channel controls one of the airbags relative to each other.

8. The wireless remote control electronic control device for commercial vehicle air suspension according to claim 1, characterized in that: include: The handle end is fixed to the commercial vehicle through a wiring harness.

9. The wireless remote control electronic control device for commercial vehicle air suspension according to claim 1, characterized in that: In the case where the commercial vehicle includes a trailer and a tractor, the handle end also includes a lithium battery charging module. When the tractor generates electricity, the tractor charges the lithium battery charging module. When the tractor leaves or the battery is low on power, the lithium battery charging module is used to supply power to the handle end. When the lithium battery charging module is low on power, the handle end automatically cuts off power.

10. A wireless remote control method for a commercial vehicle air suspension, applied to the wireless remote control device for a commercial vehicle air suspension according to any one of claims 1 to 9, characterized in that: include: Enter the unlock password through the control panel on the remote control; When the unlock password matches the preset password, the air suspension lifting module is unlocked; If the entered password does not match the preset unlock password, the air suspension lift module is locked.

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