Commercial vehicle ECAS system mode identification and control method and system

Abstract

The embodiment of the invention provides a commercial vehicle ECAS system mode identification and control method and system, and belongs to the field of vehicle electronic control systems. The method comprises the following steps: acquiring vehicle state parameters; the current working condition mode of the vehicle is recognized, wherein the working condition mode comprises at least one of a driving help mode, a traction mode, an anti-roll control mode, a super-core state mode, a torque limiting response mode, a power takeoff linkage mode, a pre-charging and unloading mode and a fault emergency mode; according to the recognized working condition mode, corresponding control strategies are executed, and the control strategies comprise lifting of a lifting bridge, inflation and deflation control over an air bag and cooperative control over a braking system, a steering system and an instrument system in a chassis domain. Through accurate identification and control of various running states of the vehicle, in combination with lifting bridge control, air bag inflation and deflation operation and chassis domain cooperative control, various operation modes are covered, and the driving safety, the control stability, the operation efficiency and the comprehensive performance of the vehicle are improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle electronic control system, in particular to a commercial vehicle ECAS system mode recognition and control method and system. BACKGROUND

[0002] With the continuous development of automobile technology, the requirements of vehicle for driving safety, comfort and handling are increasingly improved. As a key part of vehicle chassis control, ECAS system can adjust the stiffness and damping of air suspension in real time according to the driving state and road conditions of the vehicle, so as to optimize the driving performance of the vehicle. However, the existing ECAS system still has certain limitations in mode recognition and control strategy, the mode coverage is not comprehensive enough, and it cannot fully meet the requirements of complex and variable driving and working conditions. There are deficiencies in the depth cooperation with other systems in the chassis domain (such as tire pressure monitoring, braking system, etc.), which leads to the fact that the performance of the vehicle cannot be fully exerted. When the vehicle is turning, it is difficult to accurately judge the situation of the curve and adjust the height of the vehicle body in time to effectively prevent rollover; in different driving modes, it is difficult to achieve optimal control according to the actual state of the vehicle, and there is a lack of intelligent control of the lifting bridge and cooperation with other systems in the chassis domain, which leads to the fact that the performance of the vehicle cannot be fully exerted.

[0003] In the field of vehicle electronic control technology, there are many limitations in the mode recognition and related control scheme of traditional ECAS system. The recognition of vehicle operating mode depends on single or few parameters, which is difficult to comprehensively and accurately determine the complex working conditions of the vehicle.

[0004] 1. Single mode recognition parameter: Many existing ECAS systems rely on too limited parameters when identifying the operating mode of the vehicle. For example, only the vehicle speed is used to determine the driving assistance mode, without considering key factors such as engine torque and road slope, which leads to misjudgment of the mode in complex conditions and cannot provide accurate power assistance in time, reducing the performance of the vehicle during acceleration and climbing.

[0005] 2. Lack of coordination in control: In the control of the lifting bridge and air bag function, the existing technology controls them independently. When the lifting bridge is in action, the air bag pressure cannot be adjusted in conjunction, which causes the imbalance of the vehicle body posture, aggravates the feeling of driving bumpiness, and seriously affects the vehicle handling stability and driving comfort, especially when the road conditions are complex and the mode is frequently switched. SUMMARY

[0006] The purpose of the embodiments of the present application is to provide a commercial vehicle ECAS system mode recognition and control method and system, which accurately recognizes and intelligently controls various operating states of the vehicle, combines lifting bridge control, air bag inflation and deflation operation, and chassis domain collaborative control, covers various driving and working modes, and improves the driving safety, handling stability, working efficiency and comprehensive performance of the vehicle.

[0007] To achieve the above object, the embodiment of the present application provides a kind of commercial vehicle ECAS system mode identification and control method, comprising: Obtain vehicle state parameters; Based on the vehicle state parameters, the working condition mode where the vehicle currently is is identified, wherein the working condition mode includes at least one of drive help mode, traction mode, anti-roll control mode, super-nuclear state mode, limit torque coping mode, power take-off linkage mode, pre-charging and unloading mode and emergency mode; According to the working condition mode identified, the corresponding control strategy is executed, wherein the control strategy includes the lifting control of lifting axle, the inflation and deflation control of air bag and the collaborative control with brake system, steering system and instrument system in chassis domain.

[0008] Optionally, if the working condition mode where the vehicle currently is is drive help mode, the corresponding control strategy is executed, comprising: When receiving drive help function switch opening signal, the driving condition where the vehicle currently is is judged; If the vehicle is in acceleration condition, then increase rear axle air bag pressure; If the vehicle is in deceleration condition, then increase front axle air bag pressure according to axle load signal; If the vehicle is in slow deceleration condition, then send axle load signal to chassis domain to coordinate brake system to adjust brake force distribution; Read IMU slope signal, if the vehicle is in uphill condition, then coordinate brake system ASR to adjust drive wheel torque, while reducing lifting axle load air bag pressure.

[0009] Optionally, if the working condition mode where the vehicle currently is is traction mode, the corresponding control strategy is executed, comprising: When receiving traction mode opening signal, obtain total mass and axle load distribution of the vehicle; In the case of empty vehicle, as the load increases, preferentially make the drive axle load reach its rated load, and after the drive axle reaches the rated load, the increasing load is borne by the lifting axle; When the drive axle and the lifting axle both reach the rated load, the increasing load is shared by the drive axle and the lifting axle, and the axle load of the drive axle and the lifting axle is increased at the same time.

[0010] Optionally, if the working condition mode where the vehicle currently is is anti-roll control mode, the corresponding control strategy is executed, comprising: Obtain the height sensor values of the two sides of the vehicle suspension, and calculate the height difference; Obtain the yaw rate calculated by IMU; When the height difference exceeds the preset threshold and the yaw angular velocity meets the condition, it is determined that there is a risk of rolling, and the air bags on the outside of the curve are inflated according to the steering direction; wherein the front axle air bag has a larger pressure increase than the rear axle air bag.

[0011] Optionally, if the current working condition mode of the vehicle is the super-nuclear state mode, the corresponding control strategy is executed, including: determine whether the engine torque exceeds the limit value, if so, further determine whether the current vehicle speed continuously exceeds the set value for more than the preset time, if so, control the lifting bridge to automatically fall, so that the tire contacts the ground to increase the load sharing of the load bearing point, and adjust the pressure by inflating the load bearing air bag to support the vehicle body.

[0012] Optionally, if the current working condition mode of the vehicle is the torque limiting response mode, the corresponding control strategy is executed, including: If the vehicle is in a static state and the throttle opening is greater than the set value, it is determined as ASR intervention starting torque limiting, enters the drive assistance mode and actively reduces the load bearing air bag pressure to increase the drive axle load; If the vehicle has a speed and a steering under the condition that the ESC is working, enter the anti-roll control mode, inflate the air bag on the outside; If the vehicle is in a running state and in a non-EBS activated state, it is determined as engine active torque limiting, the pressure of the load bearing air bag of the whole vehicle is reduced to reduce the height of the vehicle body, and a prompt information is sent to the instrument when the vehicle is equipped with a lifting bridge.

[0013] Optionally, if the current working condition mode of the vehicle is the power take-off linkage mode, the corresponding control strategy is executed, including: When the vehicle is stationary, inflate the load bearing air bag; When the vehicle is a dump truck or a vehicle with a power take-off switch function, when the power take-off is turned on, control the lifting bridge to automatically fall, and when the power take-off is turned off, maintain the state of the lifting bridge falling until receiving a lifting mode instruction from the driver.

[0014] Optionally, if the current working condition mode of the vehicle is the pre-charging and unloading mode, the corresponding control strategy is executed, including: In response to the pre-charging switch signal, pre-charge the load bearing air bag in the empty state of the vehicle; In response to the unloading switch signal, deflate the air bag on the unloading side according to the unloading direction, and maintain the pressure of the air bag on the other side; After the unloading action is completed, in response to the recovery instruction, control the air suspension to return to the normal driving height and attitude.

[0015] Optionally, if the current working condition mode of the vehicle is the fault emergency mode, the corresponding control strategy is executed, including: Control the lifting bridge to be in the landing state, close the inflation and deflation function of the fault air bag, and maintain the vehicle body posture by adjusting the pressure of the remaining normal air bags; Send fault information to the instrument system of the chassis domain, and limit the speed of the vehicle.

[0016] In a second aspect, the present application also provides a commercial vehicle ECAS system mode identification and control system, comprising: An acquisition unit configured to acquire vehicle state parameters; An identification unit configured to identify a working condition mode in which the vehicle is currently located based on the vehicle state parameters, wherein the working condition mode comprises at least one of a drive assistance mode, a traction mode, a roll control mode, an over core state mode, a torque limiting response mode, a power take-off linkage mode, a pre-charging and unloading mode, and a fault emergency mode. A control unit configured to execute a corresponding control strategy according to the identified working condition mode, wherein the control strategy comprises lifting control of the lifting bridge, inflation and deflation control of the air bag, and cooperative control of the braking system, the steering system, and the instrument system in the chassis domain.

[0017] Through the above technical solution, the ECAS system can be controlled to achieve intelligent control of the lifting bridge, precise inflation and deflation of the air bag, and cooperative control of the braking system and the steering system in the chassis domain according to the mode in which the vehicle is switched or actively entered, thereby significantly improving the comprehensive performance and driving safety of the vehicle.

[0018] Other features and advantages of the embodiments of the present application will be described in detail in the following specific implementation part. BRIEF DESCRIPTION OF DRAWINGS

[0019] The accompanying drawings are included to provide a further understanding of the embodiments of the present application, and constitute a part of the specification, and are used together with the following specific implementation to explain the embodiments of the present application, but do not constitute a limitation on the embodiments of the present application. In the drawings: Figure 1 is a flow chart of a commercial vehicle ECAS system mode identification and control method provided by the embodiments of the present application; Figure 2 is a structural schematic diagram of a commercial vehicle ECAS system mode identification and control system provided by the embodiments of the present application; Figure 3 is a hardware structural schematic diagram of an electronic device provided by the embodiments of the present application. DETAILED DESCRIPTION

[0020] Various embodiments of the present disclosure will be described in detail below with reference to the drawings. Various embodiments of the present disclosure can have various embodiments, and adjustments and changes can be made therein. However, it should be understood that there is no intention to limit various embodiments of the present disclosure to the specific embodiments disclosed herein, but the present disclosure should be understood to encompass all adjustments, equivalents and / or alternatives falling within the spirit and scope of various embodiments of the present disclosure.

[0021] Hereinafter, the term "include" or "may include" used in various embodiments of the present disclosure indicates the presence of the disclosed function or operation, and does not limit the addition of one or more functions or operations. In addition, as used in various embodiments of the present disclosure, the terms "include", "have" and their synonyms merely mean to indicate the presence of a specific feature, number, step, operation, or combination of the foregoing, and should not be understood as excluding the presence or possibility of addition of one or more features, numbers, steps, operations, or combinations of the foregoing in advance.

[0022] In various embodiments of the present disclosure, the expression "or" or "at least one of A or / and B" includes any combination of the listed terms or all combinations thereof. For example, the expression "A or B" or "at least one of A or / and B" can include A, can include B, or can include both A and B.

[0023] The technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, not all. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor are within the scope of protection of the present application.

[0024] Reference Figure 1 The flowchart of the recognition and control method of the commercial vehicle ECAS system mode in an embodiment is shown, which includes the following execution steps: Step 100: Obtain vehicle state parameters.

[0025] Specifically, the vehicle state parameters include one or more of vehicle speed, lateral and longitudinal acceleration, engine torque, throttle opening, steering wheel angle, vehicle body height, airbag pressure, axle load signal, slope signal, power take-off switch state, pre-charging / discharging switch state.

[0026] Step 101: Based on the vehicle state parameters, identify the current working condition mode of the vehicle.

[0027] The working condition mode includes at least one of a driving assistance mode, a traction mode, a roll control mode, an over-boost state mode, a torque limiting mode, a power take-off linkage mode, a pre-charging and unloading mode, and a fault emergency mode.

[0028] Step 102: According to the identified working condition mode, a corresponding control strategy is executed.

[0029] The control strategy includes lift control of the lifting bridge, inflation and deflation control of the air bag, and cooperative control with the brake system, the steering system and the instrument system in the chassis domain.

[0030] In a specific embodiment, if the current working condition mode of the vehicle is the driving assistance mode, the corresponding control strategy is executed, including the following sub-steps: S1: When receiving an opening signal of the driving assistance function switch, the current driving condition of the vehicle is judged.

[0031] A: If the vehicle is in an acceleration condition, the rear axle air bag pressure is increased.

[0032] B: If the vehicle is in a deceleration condition, the front axle air bag pressure is increased according to the axle load signal.

[0033] C: If the vehicle is in a slow deceleration condition, the axle load signal is sent to the chassis domain to coordinate the brake system to adjust the brake force distribution.

[0034] For example, when the driving assistance function switch is opened, through analysis of the parameters, the system can determine the current driving condition of the vehicle, such as acceleration, deceleration, climbing, etc. When the system identifies that the vehicle is in an acceleration condition, the steering wheel angle is less than 90°, the accelerator pedal is more than 30%, and the acceleration is greater than 0.3g for 1s, at this time the rear axle air bag pressure is increased, if the condition is not met, the system will exit after a delay of 3s, which makes the vehicle body posture more stable, reduces the phenomenon of lifting the head, improves the acceleration performance and handling stability; in the deceleration condition, the brake pedal is more than 50%, the vehicle load is determined according to the axle load, the front axle air bag pressure is increased according to the load, which avoids excessive nodding of the vehicle body, improves the comfort and safety during braking, and combines the brake system and power distribution system in the chassis domain, when the brake pedal is less than 50% to enter the slow deceleration state, the ECAS system sends the axle load signal to the chassis domain to coordinate the brake system to adjust the brake force distribution, the axle load is distributed more brake force, which further improves the braking effect.

[0035] S2: Read the IMU slope signal, if the vehicle is in an uphill condition, coordinate the brake system ASR to adjust the driving wheel torque, and at the same time reduce the lifting bridge bearing air bag pressure.

[0036] For example, when reading the IMU gradient signal and identifying uphill conditions, the ASR (Automatic Braking System) adjusts the drive wheel torque to prevent slippage, the axle load-bearing airbag reduces air pressure, and the load on the rear axle is distributed to the drive axle to further improve driving force.

[0037] By integrating multiple parameters to assist control, the system improves power performance during acceleration and hill climbing, reduces changes in vehicle posture, and enhances stability.

[0038] In one specific implementation, if the vehicle is currently in traction mode, the corresponding control strategy is executed, including the following sub-steps: SA: When a traction mode activation signal is received, obtain the current total mass and axle load distribution of the vehicle.

[0039] SB: When the vehicle is empty, as the cargo weight increases, the drive axle load is prioritized to reach its rated load. After the drive axle reaches its rated load, any further increase in cargo weight is borne by the lifting axle.

[0040] SC: Once both the drive axle and the lifting axle have reached their rated loads, any further increase in cargo weight will be shared by both the drive axle and the lifting axle, and the axle loads of both the drive axle and the lifting axle will increase simultaneously.

[0041] For example, when the optimal traction mode switch is turned on, the lifting axle will adjust the pressure of the load-bearing airbags to distribute the axle load between the lifting axle and the load-bearing axle according to the axle load. When the cargo weight is continuously increased from an empty position, in order to ensure the driving axle's driving capacity, the axle load of the driving axle is first brought to the rated load, and then the cargo weight is increased and carried by the lifting axle. When the driving axle and the lifting axle both reach their rated loads, the two types of axles share the load when the weight is increased, and the axle load increases simultaneously.

[0042] In one specific implementation, if the vehicle is currently in anti-roll control mode, the corresponding control strategy is executed, including the following sub-steps: S1: Obtain the height sensor values ​​on both sides of the vehicle suspension and calculate the height difference.

[0043] S2: Obtain the yaw rate calculated by the IMU.

[0044] S3: When the height difference exceeds the preset threshold and the yaw rate meets the condition, it is determined that there is a risk of rollover, and the airbag on the outside of the curve is inflated according to the steering direction.

[0045] Among them, the pressure increase of the front axle airbag is greater than that of the rear axle airbag.

[0046] For example, the height sensor values ​​on both sides of the suspension determine whether the left-right height difference exceeds a set value, and this, combined with the yaw rate calculated by the IMU, determines whether anti-roll control is needed. If the limit is exceeded, the outer airbag of the corner is rapidly inflated according to the steering direction, controlling the height difference, with the front axle increment greater than the rear axle to suppress roll center shift. The adjustment force is enhanced at high speeds, and the stiffness is adaptively adjusted according to load changes. In the event of vehicle loss of control, the airbag pressure is reduced, thereby lowering the vehicle height to improve stability, working in conjunction with ESC.

[0047] By dynamically adjusting the anti-roll based on the roll angle, the roll angle can be reduced by 40%-60%, improving cornering safety while balancing handling and comfort.

[0048] In one specific implementation, if the vehicle is currently in an overcore state mode, the corresponding control strategy is executed, including the following sub-steps: determining whether the engine torque exceeds the limit value; if so, further determining whether the current vehicle speed continues to exceed the set value for a preset time; if so, controlling the lifting bridge to automatically drop so that the tires contact the ground to increase the load-bearing points and distribute the load, and adjusting the pressure to support the vehicle body by inflating the load-bearing airbags.

[0049] For example, when the vehicle torque exceeds the limit and the speed exceeds a certain value for 3 seconds, it enters the over-core state and the system immediately triggers linkage control: the lifting bridge automatically lowers, the tires contact the ground to increase the load-bearing points and share more than 30% of the load, and the air suspension adjusts the pressure of the load-bearing airbags by inflating to play a supporting role.

[0050] By determining and coordinating multiple parameters of the super-core state, the roll angle is controlled within a reasonable range, ensuring stability during high-speed and intense maneuvering.

[0051] In one specific implementation, if the vehicle is currently operating in a torque-limiting mode, the corresponding control strategy is executed, including the following sub-steps: S1: If the vehicle is stationary and the throttle opening is greater than the set value, it is determined that the ASR intervention is used to limit the starting torque, enter the drive assist mode and actively reduce the pressure of the load-bearing airbag to increase the drive axle load.

[0052] S2: If the vehicle is moving and turning and ESC is active, it enters anti-roll control mode and inflates the outer airbags.

[0053] S3: If the vehicle is in motion and not in an EBS activated state, it is determined that the engine actively limits torque, reduces the pressure of the full-vehicle airbags to lower the vehicle height, and sends a prompt message to the instrument panel when the vehicle is equipped with a lift bridge.

[0054] For example, by monitoring engine torque signals and vehicle driving parameters (vehicle speed, steering wheel angle, throttle opening), when the vehicle is identified as being in a torque-limiting state (such as torque limitation due to engine failure, active torque limiting by the control system, etc.), the torque limitation caused by static accelerator pedal press is considered to be due to ASR activation during start-up. In this case, the load on the vehicle's drive wheels should be increased, actively entering a drive assist state. At this time, in ASR mode, the pressure of the load-bearing airbags is actively reduced, the drive axle core increases, and the driving force of the drive wheels increases. When ESC is activated under vehicle speed and steering conditions, the vehicle enters anti-roll control mode and inflates the outer airbags. In the absence of EBS activation, the active torque limiting is considered to be due to engine issues, reducing the pressure of all vehicle load-bearing airbags and lowering the vehicle height. When the lift axle function is available, the instrument panel reminds the driver to lower the lift axle.

[0055] By employing a graded suspension adjustment strategy for torque-limited conditions, vehicle stability is ensured and power performance loss is compensated.

[0056] In one specific implementation, if the vehicle is currently in a power take-off (PTO) linkage mode, the corresponding control strategy is executed, including the following sub-steps: when the vehicle is stationary, the load-bearing airbag is inflated; wherein, when the vehicle is a dump truck or a vehicle with a PTO switch function, when the PTO is turned on, the lifting bridge is controlled to automatically fall, and when the PTO is turned off, the lifting bridge is kept in a falling state until a lifting mode command is received from the driver.

[0057] For example, when the vehicle is basically stationary, the support airbag is inflated to improve the stability of the vehicle during operation. When the vehicle is a dump truck or a vehicle with a power take-off (PTO) switch, when the PTO is engaged, the lifting bridge automatically lowers when the vehicle is basically stationary, reducing the impact of vibration from the working equipment on the vehicle and providing support. When the PTO is disengaged, the system remains in this state, and automatically lifts when the driver presses the lifting mode.

[0058] In one specific implementation, if the vehicle is currently in a pre-charging and unloading mode, the corresponding control strategy is executed, including the following sub-steps: S1: In response to the pre-charge switch signal, pre-inflate the load-bearing airbag when the vehicle is unloaded.

[0059] S2: In response to the unloading switch signal, the airbag on the unloading side is deflated according to the unloading direction, while maintaining the pressure of the airbag on the other side.

[0060] S3: After the unloading action is completed, respond to the recovery command and control the air suspension to return to the normal driving height and posture.

[0061] For example, when the vehicle is empty, instantly loading excessively heavy cargo can put a certain load on the suspension. When the pre-charge switch is pressed, the load-bearing airbag is pre-inflated, providing a buffer effect against the instantaneous loading of cargo. The driver needs to pay attention to the loading environment to prevent any potential hazards caused by pre-charge. The unloading switch, depending on whether the vehicle is unloading from the rear or side, deflates the airbag on the load-bearing side while maintaining pressure on the other airbag, creating a slight downward slope for smooth unloading. After unloading is complete, pressing the switch automatically restores the air suspension to its normal driving height and posture.

[0062] In one specific implementation, if the vehicle is currently in a fault emergency mode, the corresponding control strategy is executed, including the following sub-steps: SA: Controls the lift bridge to be in a lowered state and disables the inflation / deflation function of the faulty airbag, maintaining the vehicle's attitude by adjusting the pressure of the remaining normal airbags.

[0063] SB: Sends fault information to the instrument system in the chassis domain and limits the vehicle speed.

[0064] For example, when the ECAS system detects abnormalities such as airbag leakage (pressure drop rate exceeding 0.5 bar / min) or sensor malfunction, the system enters emergency fault mode. It controls the lift axle to be in a lowered state to increase vehicle stability; it disables the inflation / deflation function of the faulty airbag, and maintains this state by inflating / deflating other airbags to adjust the vehicle's posture, ensuring the vehicle can be safely driven to a repair location. It also links with the instrument cluster in the chassis area to display fault codes and warning messages, and limits vehicle speed.

[0065] By adjusting the airbag posture in the emergency failure mode, the vehicle can be safely driven to the repair shop in the event of a failure, thus improving reliability.

[0066] In this embodiment, the ECAS system can be controlled to achieve intelligent control of the lift axle and precise inflation and deflation of the airbags based on whether the vehicle is switched on or actively enters a certain mode. It can also be combined with the chassis domain to coordinate the control of the braking and steering systems, thereby significantly improving the overall performance and driving safety of the vehicle.

[0067] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0068] like Figure 2As shown, the following are embodiments of the commercial vehicle ECAS system mode identification and control system provided in this disclosure. They belong to the same inventive concept as the commercial vehicle ECAS system mode identification and control methods in the above embodiments. For details not described in detail in the embodiments of the commercial vehicle ECAS system mode identification and control system, please refer to the embodiments of the above commercial vehicle ECAS system mode identification and control methods.

[0069] The ECAS system mode recognition and control system for commercial vehicles includes: Acquisition unit, used to acquire vehicle status parameters; The identification unit is used to identify the current operating mode of the vehicle based on the vehicle status parameters, wherein the operating mode includes at least one of the following: drive assistance mode, traction mode, anti-roll control mode, overload state mode, torque limiting response mode, power take-off linkage mode, pre-charge and unloading mode, and fault emergency mode. The control unit is used to execute corresponding control strategies according to the identified operating mode. The control strategies include lifting and lowering control of the lifting bridge, inflation and deflation control of the airbags, and coordinated control with the braking system, steering system, and instrument system in the chassis domain.

[0070] Figure 3 This is a schematic diagram of the hardware structure of an electronic device that implements various embodiments of the present invention.

[0071] The method for identifying and controlling the ECAS system mode of commercial vehicles provided in this application can be applied to electronic devices. Those skilled in the art will understand that the electronic device structure involved in the embodiments of this invention does not constitute a limitation on the electronic device. An electronic device may include more or fewer components than illustrated, or combine certain components, or have different component arrangements. In the embodiments of this invention, the electronic device includes, but is not limited to, laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device may also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the embodiments of this application described and / or claimed herein.

[0072] Electronic devices may include processors, external memory interfaces, internal memory, universal serial bus (USB) interfaces, charging management modules, power management modules, batteries, wireless communication modules, audio modules, speakers, microphones, sensor modules, buttons, cameras, displays, and SIM card interfaces, etc.

[0073] It is understood that the structures illustrated in the embodiments of this application do not constitute a specific limitation on the electronic device. In other embodiments of this application, the electronic device may include more or fewer components than illustrated, or combine some components, or split some components, or have different component arrangements. The illustrated components may be implemented in hardware, software, or a combination of software and hardware.

[0074] A processor may include one or more processing units, such as: a central processing unit (CPU), an application processor (AP), a modem processor, a graphics processing unit (GPU), an image signal processor (ISP), a controller, memory, a video codec, a digital signal processor (DSP), a baseband processor, and / or a neural network processing unit (NPU). Different processing units may be independent devices or integrated into one or more processors.

[0075] The processor can serve as the nerve center and command center of an electronic device. The controller can generate operation control signals based on the instruction opcode and timing signals to control the fetching and execution of instructions.

[0076] The processor may also include memory for storing instructions and data. In some embodiments, the memory in the processor is a cache memory. This memory can store instructions or data that the processor has just used or that are used repeatedly. If the processor needs to use the instruction or data again, it can retrieve it directly from this memory. This avoids repeated accesses, reduces processor latency, and thus improves system efficiency.

[0077] An external storage interface (ESI) can be used to connect external memory cards, such as microSD cards, to expand the storage capacity of electronic devices. The external memory card communicates with the processor through the ESI to perform data storage functions, such as saving music and video files on the external memory card.

[0078] Internal memory can be used to store computer executable program code, which includes instructions. The processor executes various functional applications and data processing of electronic devices by running the instructions stored in internal memory. Internal memory can include a program storage area and a data storage area. Internal memory can include high-speed random access memory, and can also include non-volatile memory, such as at least one disk storage device, flash memory device, universal flash storage (UFS), etc.

[0079] Wireless communication functionality in electronic devices can be achieved through antennas, wireless communication modules, modem processors, and baseband processors.

[0080] Wireless communication modules can provide solutions for wireless communication applications in electronic devices, including wireless local area networks (WLANs) (such as wireless fidelity (Wi-Fi) networks), Bluetooth (BT), global navigation satellite system (GNSS), frequency modulation (FM), near field communication (NFC), and infrared (IR) technologies.

[0081] Electronic devices can implement audio functions through audio modules, speakers, receivers, microphones, headphone jacks, and application processors.

[0082] Electronic devices can achieve shooting functions through ISPs, cameras, video codecs, GPUs, displays, and application processors.

[0083] Electronic devices can achieve display functions through GPUs, displays, and application processors.

[0084] A GPU is a microprocessor for image processing, connected to the display screen and application processor. GPUs are used to perform mathematical and geometric calculations for graphics rendering. A processor may include one or more GPUs, which execute program instructions to generate or modify display information.

[0085] A display screen is used to display images, videos, etc. A display screen includes a display panel.

[0086] The storage medium provided in this application stores a program product capable of implementing a method for recognizing and controlling the ECAS system mode of commercial vehicles.

[0087] The method for identifying and controlling the ECAS system mode of commercial vehicles includes: acquiring vehicle status parameters; identifying the current operating mode of the vehicle based on the vehicle status parameters, wherein the operating mode includes at least one of the following: drive assistance mode, traction mode, anti-roll control mode, overload mode, torque limiting response mode, power take-off linkage mode, pre-charge and unloading mode, and fault emergency mode; and executing the corresponding control strategy according to the identified operating mode, wherein the control strategy includes lifting control of the lifting axle, inflation and deflation control of the airbags, and coordinated control with the braking system, steering system, and instrument system in the chassis domain.

[0088] In some possible implementations, the subject matter of this disclosure, namely, "Method and System for Identifying and Controlling ECAS System Modes of Commercial Vehicles," can be implemented as a program product comprising program code. When the program product is run on a terminal device, the program code is used to cause the terminal device to perform the steps described in the "Exemplary Methods" section of this specification according to various exemplary embodiments of this disclosure.

[0089] The storage medium disclosed herein may be any combination of one or more readable media. A readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples (a non-exhaustive list) of readable storage media include: an electrical connection having one or more wires, a portable disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof.

[0090] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for identifying and controlling the ECAS system mode of a commercial vehicle, characterized in that, include: Obtain vehicle status parameters; Based on the vehicle status parameters, the current operating mode of the vehicle is identified, wherein the operating mode includes at least one of the following: drive assistance mode, traction mode, anti-roll control mode, over-core state mode, torque limiting response mode, power take-off linkage mode, pre-charge and unloading mode, and fault emergency mode. Based on the identified operating mode, the corresponding control strategy is executed, wherein the control strategy includes lifting control of the lifting bridge, inflation and deflation control of the airbag, and coordinated control with the braking system, steering system and instrument system in the chassis domain.

2. The method for identifying and controlling the ECAS system mode of a commercial vehicle according to claim 1, characterized in that, If the vehicle is currently in drive assist mode, the corresponding control strategy will be executed, including: When a signal indicating that the drive assist function switch is turned on is received, the current driving condition of the vehicle is determined. If the vehicle is accelerating, the pressure of the rear axle airbags will be increased. If the vehicle is decelerating, the front axle airbag pressure will be increased based on the axle load signal. If the vehicle is in a slow deceleration condition, an axle load signal is sent to the chassis domain to coordinate with the braking system to adjust the distribution of braking force. If the vehicle is uphill, the IMU gradient signal is read. The ASR braking system adjusts the drive wheel torque and reduces the pressure of the lift axle airbag.

3. The method for identifying and controlling the ECAS system mode of a commercial vehicle according to claim 1, characterized in that, If the vehicle is currently in traction mode, the corresponding control strategy will be executed, including: When a traction mode activation signal is received, the current total mass and axle load distribution of the vehicle are obtained. When the vehicle is empty, as the cargo weight increases, the drive axle load is prioritized to reach its rated load. After the drive axle reaches its rated load, any further increase in cargo weight is borne by the lifting axle. Once both the drive axle and the lifting axle have reached their rated loads, any further increase in cargo weight will be shared by both the drive axle and the lifting axle, simultaneously increasing the axle load on both axles.

4. The method for identifying and controlling the ECAS system mode of a commercial vehicle according to claim 1, characterized in that, If the vehicle is currently in anti-roll control mode, the corresponding control strategy will be executed, including: Obtain the height sensor values ​​on both sides of the vehicle suspension and calculate the height difference; Obtain the yaw rate calculated by the IMU; When the height difference exceeds a preset threshold and the yaw rate meets the condition, it is determined that there is a risk of roll. Then, the airbags on the outside of the curve are inflated according to the steering direction; wherein, the pressure increment of the front axle airbag is greater than the pressure increment of the rear axle airbag.

5. The method for identifying and controlling the ECAS system mode of a commercial vehicle according to claim 1, characterized in that, If the vehicle is currently in overclocked mode, the corresponding control strategy will be executed, including: If the engine torque exceeds the limit, it will further determine whether the current vehicle speed has been continuously exceeding the set value for a preset time. If so, it will control the lifting bridge to automatically drop so that the tires contact the ground to increase the load-bearing points and distribute the load. The pressure will be adjusted by inflating the load-bearing airbags to support the vehicle body.

6. The method for identifying and controlling the ECAS system mode of a commercial vehicle according to claim 1, characterized in that, If the vehicle is currently operating in torque-limiting mode, the corresponding control strategy will be executed, including: If the vehicle is stationary and the throttle opening is greater than the set value, it is determined that the ASR intervention is used to limit the torque at start-up, and the vehicle enters the drive assist mode and actively reduces the pressure of the load-bearing airbag to increase the drive axle load. If the vehicle is moving and turning while ESC is engaged, it will enter anti-roll control mode and inflate the outer airbags. If the vehicle is in motion and not in an EBS activated state, it is determined that the engine actively limits torque, reduces the pressure of the vehicle's load-bearing airbags to lower the vehicle's height, and sends a prompt message to the instrument panel when the vehicle is equipped with a lift bridge.

7. The method for identifying and controlling the ECAS system mode of a commercial vehicle according to claim 1, characterized in that, If the vehicle is currently operating in power take-off mode, the corresponding control strategy will be executed, including: Inflate the load-bearing airbags while the vehicle is stationary; Specifically, when the vehicle is a dump truck or a vehicle with a power take-off switch, the lifting bridge will automatically descend when the power take-off is turned on, and will remain in a descending state when the power take-off is turned off until a lifting mode command is received from the driver.

8. The method for identifying and controlling the ECAS system mode of a commercial vehicle according to claim 1, characterized in that, If the vehicle is currently in pre-charging and unloading mode, the corresponding control strategy will be executed, including: In response to the pre-charge switch signal, the load-bearing airbag is pre-inflated when the vehicle is unloaded; In response to the unloading switch signal, the airbag on the unloading side is deflated according to the unloading direction, while maintaining the pressure of the airbag on the other side; After the unloading operation is completed, in response to the recovery command, the air suspension is controlled to return to the normal driving height and posture.

9. The method for identifying and controlling the ECAS system mode of a commercial vehicle according to claim 1, characterized in that, If the vehicle is currently in fault emergency mode, the corresponding control strategy will be executed, including: Control the lifting bridge to be in the lowering state and turn off the inflation and deflation function of the faulty airbag, and maintain the vehicle's attitude by adjusting the pressure of the remaining normal airbags; Send fault information to the instrument system in the chassis domain and limit the vehicle speed.

10. A recognition and control system for ECAS system modes in commercial vehicles, characterized in that, include: The acquisition unit is used to acquire vehicle status parameters; The identification unit is used to identify the current operating mode of the vehicle based on the vehicle status parameters, wherein the operating mode includes at least one of the following: drive assistance mode, traction mode, anti-roll control mode, overload state mode, torque limiting response mode, power take-off linkage mode, pre-charge and unloading mode, and fault emergency mode. The control unit is used to execute corresponding control strategies according to the identified operating mode. The control strategies include lifting and lowering control of the lifting bridge, inflation and deflation control of the airbags, and coordinated control with the braking system, steering system, and instrument system in the chassis domain.

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