Air compressor control method, device and system and vehicle

Abstract

The invention discloses a control method, device and system for an air compressor and a vehicle, and relates to the technical field of vehicle control. The method comprises the steps that current load information of the vehicle is obtained, and the current air pressure value of an air storage cylinder in the vehicle is detected; based on the current load information, determining a corresponding target starting air pressure from the starting air pressure control curve, and determining a corresponding target operation rotating speed from the rotating speed control curve; the starting air pressure control curve and the rotating speed control curve are obtained by carrying out volume calibration and analysis on the air reservoir, and the starting air pressure control curve is used for representing the relation between the vehicle mass and the starting air pressure; the rotating speed control curve is used for representing the relation between the starting air pressure and the rotating speed of the air compressor; and the current air pressure value is compared with the target starting air pressure, and control operation is executed on the air compressor according to the comparison result and the target running rotating speed. The system noise and energy consumption are effectively reduced, meanwhile, the loss of parts is reduced, and the service life of the parts is prolonged.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a control method, device, system, and vehicle for an air compressor. Background Technology

[0002] With the rapid popularization of new energy vehicles in daily life, air pressure braking systems and air suspension systems, as core components ensuring vehicle driving safety and comfort, have placed higher demands on the stability, energy efficiency, and adaptability of the air supply system. Among these, the air compressor, as the power core of the air supply system, has also shifted from the traditional mechanical drive mode to an electrically driven air compressor (EDAC) powered by a high-voltage battery. To improve the braking safety, range, and component lifespan of the entire vehicle, research on the control of the air compressor is particularly important.

[0003] Currently, the relevant technology involves writing start and stop pressure values ​​into the electronically controlled dryer, allowing the system controller to control the air supply operation based on these values. However, this solution cannot adjust the start and stop pressure in real time according to operating conditions. It still operates at the rated speed in low-demand scenarios, resulting in higher noise and energy consumption, which in turn affects the lifespan of components. Summary of the Invention

[0004] The purpose of this application is to provide a control method, device, system, and vehicle for an air compressor, in order to solve the technical problems of high noise and high energy consumption in traditional control schemes, which in turn affect the lifespan of components.

[0005] To achieve the above objectives, this application provides the following solution: In a first aspect, this application provides a method for controlling an air compressor, comprising: Obtain the vehicle's current load information and detect the current air pressure value of the air tank in the vehicle; Based on the current load information, the corresponding target starting air pressure is determined from the starting air pressure control curve, and the corresponding target operating speed is determined from the speed control curve; the starting air pressure control curve and the speed control curve are obtained by volume calibration and analysis of the air tank; the starting air pressure control curve is used to characterize the relationship between vehicle mass and starting air pressure; the speed control curve is used to characterize the relationship between starting air pressure and air compressor speed. The current air pressure value is compared with the target starting air pressure, and control operations are performed on the air compressor based on the comparison result and the target operating speed.

[0006] Optionally, before obtaining the vehicle's current load information, the method further includes: The vehicle is calibrated to obtain the actual inflation volume of the gas pipeline and air tank inside the vehicle; Obtain the vehicle's empty and fully loaded mass, and calculate the start-up air pressure control curve and speed control curve according to the preset braking force and air pressure curve, the actual inflation volume, and the empty and fully loaded mass; the braking force and air pressure curve is used to characterize the relationship between braking force and air pressure value.

[0007] Optionally, the vehicle is calibrated to obtain the actual inflation volume of the gas pipelines and air tanks inside the vehicle, including: Obtain the calibration air pressure value, and when the calibration air pressure value is less than the preset threshold, control the air compressor to run at the rated speed, and record the initial air pressure value and the initial time; When the calibrated air pressure reaches the unloading pressure of the electronically controlled dryer, the air compressor is controlled to stop running, and the stop air pressure and stop time are recorded; the electronically controlled dryer is connected to the air compressor; The running time is determined based on the stop time and the initial time; The actual inflation volume is calculated based on the initial air pressure value, the stop air pressure value, and the running time.

[0008] Optionally, the empty and fully loaded mass includes the empty mass and the fully loaded mass; Based on the preset braking force and air pressure curve, the actual inflation volume, and the empty and full load mass, calculate the starting air pressure control curve and the speed control curve, including: Obtain the braking demand information of the vehicle; The vehicle's minimum unloaded braking force is determined based on the unloaded mass and the braking demand information, and the minimum fully loaded braking force is determined based on the fully loaded mass and the braking demand information. According to the braking force and air pressure curve, find the corresponding air pressure for unloaded and full-load based on the minimum braking force under no-load and the minimum braking force under full load. Multiply the empty-load corresponding air pressure by the safety factor to obtain the empty-load starting air pressure, and multiply the full-load corresponding air pressure by the safety factor to obtain the full-load starting air pressure; Based on the no-load start air pressure, full-load start air pressure, no-load mass, and full-load mass, plot the start air pressure control curve; Based on the no-load starting air pressure, initial air pressure value, rated speed, actual inflation volume and full-load starting air pressure, the speed control curve is plotted.

[0009] Optionally, based on the no-load starting air pressure, initial air pressure value, rated speed, actual inflation volume, and full-load starting air pressure, the speed control curve is plotted, including: Based on the no-load start air pressure, initial air pressure value and actual inflation volume, determine the inflation time when no load is applied. Based on the full-load start-up air pressure, initial air pressure value and actual inflation volume, determine the required inflation volume for full load, and calculate the required volumetric flow rate for full load based on the inflation time and the required inflation volume for full load. Calculate the full-load speed based on the required volumetric flow rate and rated speed; the rated speed is the no-load speed. The full-load speed, rated speed, no-load starting air pressure, and full-load starting air pressure are analyzed, and the speed control curve is plotted.

[0010] Optionally, obtain the vehicle's current load information, including: The system receives current load information sent by a vehicle sensing device. The current load information is obtained by the vehicle sensing device based on the current deformation of the suspension system in the vehicle, according to a preset mapping relationship between deformation and load.

[0011] Optionally, the current air pressure value is compared with the target starting air pressure, and control operations are performed on the air compressor based on the comparison result and the target operating speed, including: If the current air pressure is lower than the target starting air pressure, control the air compressor to operate at the target operating speed to continuously supply air to the air circuit; If the current air pressure reaches the unloading pressure of the electronically controlled dryer, the air compressor is controlled to stop running, and the electronically controlled dryer performs a backflushing and drainage operation.

[0012] Secondly, this application provides a control device for an air compressor, the device comprising: The acquisition module is used to acquire the vehicle's current load information and detect the current air pressure value of the air tank in the vehicle; The determination module is used to determine the corresponding target starting air pressure from the starting air pressure control curve and the corresponding target operating speed from the speed control curve based on the current load information; the starting air pressure control curve and the speed control curve are obtained by volume calibration and analysis of the air tank; the starting air pressure control curve is used to characterize the relationship between vehicle mass and starting air pressure; the speed control curve is used to characterize the relationship between starting air pressure and air compressor speed. The control module is used to compare the current air pressure value with the target start-up air pressure, and to perform control operations on the air compressor based on the comparison result and the target operating speed.

[0013] Thirdly, this application provides a control system for an air compressor, the system comprising: a vehicle quality sensing device, a controller, an air compressor, an electronically controlled dryer, a loop valve, and an air tank, wherein the controller is electrically connected to the vehicle quality sensing device, the air compressor, and the electronically controlled dryer, and the air compressor is electrically connected to the electronically controlled dryer; The exhaust port of the air compressor is connected to the air inlet of the electronically controlled dryer through a first pipeline. The electronically controlled dryer is connected to one end of the circuit valve through a second pipeline. The other end of the circuit valve is connected to the air storage tank through a third pipeline. The controller is used to: acquire the vehicle's current load information and detect the current air pressure value of the air tank in the vehicle; based on the current load information, determine the corresponding target starting air pressure from the starting air pressure control curve and determine the corresponding target operating speed from the speed control curve; compare the current air pressure value with the target starting air pressure, and perform control operations on the air compressor according to the comparison result and the target operating speed; the starting air pressure control curve and the speed control curve are obtained by volume calibration and analysis of the air tank, the starting air pressure control curve is used to characterize the relationship between vehicle mass and starting air pressure; the speed control curve is used to characterize the relationship between starting air pressure and air compressor speed.

[0014] Fourthly, this application provides a vehicle including the control system of the air compressor provided in the above embodiments.

[0015] According to the specific embodiments provided in this application, the following technical effects are disclosed: This application provides a control method, device, system, and vehicle for an air compressor. The method includes: acquiring the current load information of the vehicle and detecting the current air pressure value of the air tank in the vehicle; determining the corresponding target starting air pressure from the starting air pressure control curve based on the current load information, and determining the corresponding target operating speed from the speed control curve; the starting air pressure control curve and the speed control curve are obtained by volume calibration and analysis of the air tank, the starting air pressure control curve is used to characterize the relationship between vehicle mass and starting air pressure; the speed control curve is used to characterize the relationship between starting air pressure and air compressor speed; comparing the current air pressure value with the target starting air pressure, and performing control operations on the air compressor according to the comparison result and the target operating speed.

[0016] Compared with existing technologies, this solution overcomes the limitations of traditional control methods that rely solely on fixed pressure thresholds by acquiring the vehicle's current load information and the current air pressure value of the air reservoir. Real-time load information directly reflects the actual air supply demand of the braking system, while the current air pressure value reflects the real-time reserve status of the air supply system. Both provide excellent data guidance for subsequent dynamic control. Furthermore, by calibrating and analyzing the air reservoir volume, a starting air pressure control curve characterizing the relationship between vehicle mass and starting air pressure, and a speed control curve characterizing the relationship between starting air pressure and air compressor speed, are obtained. Based on the current load, the target load is determined from the starting air pressure control curve. The starting air pressure is determined from the speed control curve, taking into account the current load factor. This not only ensures that the starting air pressure dynamically adapts to the vehicle weight, but also achieves precise matching of the air compressor speed with the starting air pressure. This solves the problem of high noise and high energy consumption caused by the air compressor operating at its rated speed in low-demand scenarios. Furthermore, by comprehensively considering the comparison between the current air pressure and the target starting air pressure, the air compressor is precisely controlled based on this result. It can start and stop on demand and match the corresponding speed, effectively reducing system noise and energy consumption. At the same time, it reduces the wear and tear on components caused by the air compressor's ineffective operation and air pressure fluctuations, thus extending the life of the components. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the control system of an air compressor according to one embodiment of this application; Figure 2 A schematic flowchart illustrating a control method for an air compressor provided in an embodiment of this application; Figure 3 A flowchart illustrating a method for calculating the start-up air pressure control curve and the speed control curve according to an embodiment of this application; Figure 4 A schematic flowchart of a control method for an air compressor provided in another embodiment of this application; Figure 5 A schematic diagram of the start-up air pressure control curve provided in an embodiment of this application; Figure 6 A schematic diagram of a speed control curve provided in an embodiment of this application; Figure 7 This is a schematic diagram of the functional modules of a control device for an air compressor provided in an embodiment of this application.

[0019] Explanation of reference numerals in the attached figures: Vehicle quality sensing device-10, controller-20, air compressor-30, electronically controlled dryer-40, circuit valve-50, air tank-60. Detailed Implementation

[0020] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0021] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0022] One approach in related technologies involves pre-setting fixed start-up and stop pressure thresholds within the electronically controlled dryer. This dryer, equipped with a pressure sensor and an unloading valve, monitors the air pressure in the brake system's air reservoir in real time. When the pressure falls below the start-up threshold, the dryer sends an air supply demand signal to the vehicle's ECU. The ECU then starts the electronically controlled air compressor, continuously outputting high-pressure air, which is purified by the dryer and delivered to the air reservoir. When the pressure rises to the stop pressure threshold, the dryer triggers an unloading signal, which is fed back to the ECU. The ECU then stops the electronically controlled air compressor, thus achieving automatic closed-loop control of the air compressor's start and stop through the pre-set pressure thresholds. However, this solution cannot adjust the start-up and stop pressures in real time according to operating conditions. It continues to operate at rated speed under low-demand scenarios, resulting in higher noise and energy consumption, and consequently, reduced component lifespan. Another approach involves installing pressure sensors at the air storage tanks. The controller collects real-time pressure data from different air storage tanks, calculates the pressure data to determine the air supply demand, and then controls the start and stop of the air compressor. However, this method suffers from a lag in air storage tank pressure changes, and delays easily occur in sensor signal transmission and data calculation, resulting in insufficient control accuracy and an inability to match dynamic air supply demands in a timely manner. Furthermore, when the controller independently determines whether the air compressor is turning on or off, it often fails to synchronously trigger the dryer's unloading valve, preventing the dryer from completing backflushing regeneration. This leads to incomplete removal of moisture from the air path, which can cause component corrosion and shorten the service life of the components.

[0023] To address the aforementioned shortcomings, this application provides a control method for an air compressor. Compared to existing technologies, this solution overcomes the limitations of traditional control methods that rely solely on fixed pressure thresholds by acquiring the vehicle's current load information and the current air pressure value of the air reservoir. Real-time load information directly reflects the actual air supply demand of the braking system, while the current air pressure value reflects the real-time reserve status of the air supply system. Both provide excellent data guidance for subsequent dynamic control. Furthermore, by analyzing the air reservoir volume calibration, a starting air pressure control curve characterizing the relationship between vehicle mass and starting air pressure, and a speed control curve characterizing the relationship between starting air pressure and air compressor speed, the target load is determined from the starting air pressure control curve based on the current load. The starting air pressure is determined from the speed control curve, taking into account the current load factor. This not only ensures that the starting air pressure dynamically adapts to the vehicle weight, but also achieves precise matching of the air compressor speed with the starting air pressure. This solves the problem of high noise and high energy consumption caused by the air compressor operating at its rated speed in low-demand scenarios. Furthermore, by comprehensively considering the comparison between the current air pressure and the target starting air pressure, the air compressor is precisely controlled based on this result. It can start and stop on demand and match the corresponding speed, effectively reducing system noise and energy consumption. At the same time, it reduces the wear and tear on components caused by the air compressor's ineffective operation and air pressure fluctuations, thus extending the life of the components.

[0024] The air compressor control method provided in this application embodiment can be applied to, for example... Figure 1 The control system of the air compressor shown is as follows. The system includes: a vehicle quality sensing device 10, a controller 20, an air compressor 30, an electronically controlled dryer 40, a loop valve 50, and an air tank 60. The controller 20 is electrically connected to the vehicle quality sensing device 10, the air compressor 30, and the electronically controlled dryer 40. The air compressor 30 is electrically connected to the electronically controlled dryer 40.

[0025] The exhaust port of the air compressor 30 is connected to the air inlet of the electronically controlled dryer 40 through the first pipeline. The electronically controlled dryer 40 is connected to one end of the circuit valve 50 through the second pipeline. The other end of the circuit valve 50 is connected to the air storage tank 60 through the third pipeline.

[0026] The aforementioned vehicle quality sensing device may include a vehicle load sensor for collecting the deformation of the vehicle suspension system, determining the current load information based on the deformation, and sending it to the controller. The air compressor may be an electronically controlled air compressor, serving as the power source for the air supply system and responsible for generating compressed air. An electronically controlled dryer is a core component for removing water, oil, and filtering the compressed air, and also participates in controlling the start and stop of the air compressor. A loop valve is used to distribute clean compressed air to different air reservoirs, ensuring independent and stable air pressure in each reservoir. The air reservoirs are used to store clean compressed air.

[0027] The aforementioned controller, serving as the core of the system control, can be understood as the vehicle controller. Internally, it contains electrically connected processing and receiving modules. The receiving module receives the vehicle's current load information from the vehicle quality sensing device and generates corresponding control commands to send to the air compressor. These control commands include start / stop control commands and / or speed commands. It also interacts with the electronically controlled dryer, exchanging signals such as air pressure and faults. The air compressor and the electronically controlled dryer are directly electrically connected, enabling synchronized start / stop and unloading. The controller can also generate a backflush trigger signal and send it to the electronically controlled dryer. The dryer can provide real-time feedback to the controller regarding air pressure status and its own fault signals. The electronically controlled dryer may contain an air pressure sensor and an unloading valve. The air pressure sensor monitors the air pressure in the air path in real time and feeds it back to the controller. The unloading valve opens when the air pressure reaches a set value, enabling precise triggering of the air compressor's start / stop and backflush drainage of the dryer, ensuring stable air supply system pressure and clean air path.

[0028] Specifically, the air compressor generates compressed air and delivers it to the air inlet of the electronically controlled dryer via the first pipeline. The dryer then removes water and oil, purifying the air. The purified air enters the loop valve via the second pipeline and is then distributed and stored in multiple air tanks via the third pipeline to provide stable air pressure for the braking system and other applications.

[0029] It should be noted that the first pipeline can be a high-pressure, high-temperature resistant pipeline, which facilitates the intake of high-temperature, humid compressed air generated by the air compressor into the electronically controlled dryer for purification. This circuit valve can control the air intake of multiple air tanks. There can be multiple air tanks; for example, when there are four air tanks, the circuit valve is a four-circuit valve, controlling the air intake of each different air tank to provide stable air pressure for the braking system, etc.

[0030] It is understandable that different gas storage tanks correspond to different gas supply components or devices, such as... Figure 1 As shown in the diagram, there are four air reservoirs: a front air reservoir, a rear air reservoir, a parking air reservoir, and an auxiliary air reservoir. The front air reservoir supplies air to the front axle of the service brake; the rear air reservoir supplies air to the rear axle of the service brake; the parking air reservoir supplies air to the parking brake; and the auxiliary air reservoir supplies air to the auxiliary air circuit, which includes the air horn, air-controlled lift, and air-controlled gear shifting, etc. When auxiliary air demand is required, an auxiliary air reservoir is not necessary.

[0031] The air compressor control system provided in this embodiment, through its electrical signal interaction and air circuit transmission structure, not only achieves precise transmission and dynamic control of data such as load and air pressure, but also ensures the purification, distribution, and storage of compressed air. This allows the air supply system to adapt to operating conditions as needed, balancing safety, energy efficiency, and component lifespan. In one exemplary embodiment, such as Figure 2As shown, a control method for an air compressor is provided. This method is executed by a controller and includes the following steps S201 to S203. Wherein: Step S201: Obtain the current load information of the vehicle and detect the current air pressure value of the air tank in the vehicle.

[0032] It should be noted that the current load information of the vehicle mentioned above refers to the load mass of the vehicle in its current state, and the current air pressure value mentioned above is the pressure of the compressed air inside the air tank.

[0033] Optionally, the current load information and current air pressure value of the aforementioned vehicles can be obtained by importing from external devices, by real-time detection, or by obtaining them from a database or blockchain.

[0034] In one implementation, the load sensor in the vehicle quality sensing device can detect the current deformation of the vehicle's suspension system in real time. Based on a preset mapping relationship between deformation and load, it obtains the current load information and sends it to the controller, enabling the controller to acquire the vehicle's current load information. The preset mapping relationship between deformation and load is obtained in advance through bench tests or real-vehicle tests using historical data, and the deformation and load in the historical data are analyzed in real time. The mapping relationship is calibrated differently for different vehicle models. The aforementioned current air pressure value can be obtained in real time through an air pressure sensor.

[0035] It should be noted that the vehicle suspension system will produce different deformations depending on the load. For example, the suspension compresses more when fully loaded and less when unloaded. The load sensor detects this deformation, analyzes and processes it into the vehicle's current load information, and then sends the current load information to the controller, so that the system can obtain the vehicle's load status in a timely manner, such as knowing whether the vehicle is currently "heavily loaded" or "unloaded".

[0036] The deformation of the vehicle suspension system is positively correlated with the load; the greater the load, the higher the degree of suspension compression, and the greater the deformation; the smaller the load, the smaller the suspension deformation, with the deformation being minimal when unloaded. Load sensors are installed at key locations on the suspension to continuously monitor the suspension deformation and transmit the deformation signals to the controller. Load sensors can be displacement sensors or pressure sensors.

[0037] When the deformation signal is converted into the real-time load value of the vehicle (unit: tons / kg), for example: when the deformation is 0.5cm, it corresponds to empty load and load of 0 tons; when the deformation is 3cm, it corresponds to half load and load of 10 tons; when the deformation is 5cm, it corresponds to full load and load of 20 tons.

[0038] In this embodiment, acquiring the vehicle's load data provides valuable information for dynamically adjusting the air compressor's starting pressure. Furthermore, obtaining the current air pressure value directly reflects the real-time reserve status of the air supply system, indicating whether the current pressure meets braking requirements. This serves as a direct trigger for determining whether to start the air compressor, ensuring that control commands are issued based on the actual air pressure in the air circuit, rather than a mechanical judgment using a fixed threshold.

[0039] Step S202: Based on the current load information, determine the corresponding target starting air pressure from the starting air pressure control curve and determine the corresponding target operating speed from the speed control curve. The starting air pressure control curve and the speed control curve are obtained by volume calibration and analysis of the air tank. The starting air pressure control curve is used to characterize the relationship between vehicle mass and starting air pressure. The speed control curve is used to characterize the relationship between starting air pressure and air compressor speed.

[0040] It should be noted that the above-mentioned starting air pressure control curve was pre-generated through air tank volume calibration and braking force-air pressure correlation tests, characterizing the relationship between vehicle mass and starting air pressure. The braking force of the vehicle braking system is positively correlated with air pressure, and the braking force requirement increases with the load. When fully loaded, higher air pressure is required to ensure braking effect, while lower air pressure is sufficient when unloaded.

[0041] In one embodiment, before obtaining the vehicle's current load information, a method for constructing a start-up air pressure control curve and a speed control curve is also provided; please refer to [link to relevant documentation]. Figure 3 As shown, the method also includes: Step S301: Perform volume calibration on the vehicle to obtain the actual inflation volume of the gas pipeline and air tank inside the vehicle.

[0042] Step S302: Obtain the vehicle's empty and full load mass, and calculate the start-up air pressure control curve and speed control curve according to the preset braking force and air pressure curve, the actual inflation volume and empty and full load mass; the braking force and air pressure curve is used to characterize the relationship between braking force and air pressure value.

[0043] Understandably, the theoretical volume of the air system is a fixed value. However, in actual applications, factors such as pipe aging, joint leaks, and scale buildup on the inner wall of the air tank may cause the actual effective inflation volume to deviate from the theoretical value. Directly using the theoretical volume to calculate the air supply demand will cause control errors, such as insufficient air supply or excessive operating time, affecting control accuracy. Therefore, dynamic calibration is needed to obtain the actual inflation volume. The air system includes the vehicle's internal gas pipelines and air tank.

[0044] In the process of obtaining the actual inflation volume, the calibration air pressure value is obtained, and when the calibration air pressure value is less than the preset threshold, the air compressor is controlled to run at the rated speed, and the initial air pressure value and initial time are recorded; when the calibration air pressure value reaches the unloading pressure value of the electronically controlled dryer, the air compressor is controlled to stop running, and the stop air pressure value and stop time are recorded; based on the stop time and the initial time, the running time is determined; and the actual inflation volume is calculated based on the initial air pressure value, the stop air pressure value, and the running time.

[0045] It should be noted that the preset thresholds and unloading pressure values ​​mentioned above can be customized according to actual needs. For example, the preset threshold can be 2 bar. The unloading pressure value is the upper limit threshold of air pressure in the vehicle's braking system, such as 8 bar. When the compressed air pressure in the air reservoir or main air circuit reaches this value, the electronically controlled dryer triggers the unloading valve, and the controller instructs the air compressor to stop working—this is the critical pressure value. The calibration pressure value refers to the air pressure value of the air reservoir and gas pipeline detected during the volume calibration process.

[0046] Specifically, please see Figure 4 As shown, taking a preset threshold of 2 bar as an example, after vehicle assembly, it can be determined whether the air tightness of the braking system meets the qualification conditions. When the qualification conditions are met, it indicates good air tightness. Calibration is performed under the condition that the vehicle has good air tightness. The vehicle is powered off, and the air pressure in the vehicle system is emptied. When the air pressure is emptied to below 2 bar, the calibration air pressure value is obtained in real time through the air pressure sensor in the electronically controlled dryer. It is determined whether the calibration air pressure value is less than 2 bar. When it is less than 2 bar, the air compressor is controlled to run at the rated speed, and the initial air pressure value and initial time are recorded. It is also determined in real time whether the calibration air pressure value reaches the unloading pressure value of the electronically controlled dryer. When the unloading pressure value is not reached, the air compressor continues to run at the rated speed. When the calibration air pressure value reaches the unloading pressure value of the electronically controlled dryer, the air compressor is controlled to stop running, and the stop air pressure value and stop time are recorded. Then, the stop time is subtracted from the initial time to obtain the running time T. Based on the initial air pressure value, the stop air pressure value, and the running time, the actual inflation volume is calculated, which can be expressed by the following formula: V=P a Where T is the operating time in seconds; Q is the volumetric flow rate at the rated speed of the air compressor in cubic meters per second. 3 / s can be obtained from data provided by the manufacturer; P f P is the unloading pressure value of the electrically controlled dryer. a This is the initial air pressure value, i.e., the measured air pressure at the time of triggering calibration.

[0047] After calculating the actual inflation volume, the starting pressure control curve and speed control curve of the air compressor can be calculated and saved based on the input braking force and air pressure curve, combined with the actual inflation volume and empty / full load mass.

[0048] In this embodiment, by obtaining the actual inflation volume, a basis can be provided for subsequent adjustment of the air compressor's operating speed. Since different volumes correspond to different air supply rate requirements, it can be ensured that the air compressor speed matches the actual air circuit capacity, thus avoiding energy waste.

[0049] Furthermore, the empty and fully loaded weights of the aforementioned vehicles include both empty weight and fully loaded weight. Based on the preset braking force and air pressure curves, actual inflation volume, empty weight, and fully loaded weight, the starting air pressure control curve and speed control curve are calculated, including: Obtain vehicle braking demand information; determine the vehicle's minimum unloaded braking force based on the unloaded mass and braking demand information, and the minimum fully loaded braking force based on the fully loaded mass and braking demand information; according to the braking force versus air pressure curve, find the corresponding air pressure for unloaded and fully loaded vehicles based on the minimum unloaded and minimum fully loaded braking forces; multiply the corresponding unloaded air pressure by a safety factor to obtain the unloaded starting air pressure, and multiply the corresponding fully loaded air pressure by a safety factor to obtain the fully loaded starting air pressure; plot the starting air pressure control curve based on the unloaded starting air pressure, fully loaded starting air pressure, unloaded mass, and fully loaded mass; plot the speed control curve based on the unloaded starting air pressure, initial air pressure value, rated speed, actual inflation volume, and fully loaded starting air pressure.

[0050] The aforementioned braking force and air pressure curves can be provided by the brake supplier. The brake manufacturer can conduct bench tests in advance to test the actual braking force output by the brake under different air pressures and plot the corresponding curves of air pressure and braking force. For example, air pressure of 2 bar corresponds to a braking force of 5 kN, air pressure of 4 bar corresponds to a braking force of 10 kN, and air pressure of 6 bar corresponds to a braking force of 15 kN.

[0051] Specifically, after obtaining the braking force versus air pressure curve, the corresponding air pressure is found based on the minimum braking force required for the vehicle's unloaded or fully loaded weight, combined with the braking force versus air pressure curve provided by the brakes. This pressure is then multiplied by a safety factor of 1.2 to obtain the starting air pressure. The starting air pressure between unloaded and fully loaded states is proportional to the vehicle's weight, and linear interpolation yields the complete curve. The introduction of a safety factor helps prevent insufficient braking force due to brake wear or air pressure fluctuations, providing a safety margin.

[0052] For example, when a vehicle brakes, the following condition must be met: "Braking force ≥ vehicle mass × braking acceleration coefficient". Assuming the braking acceleration coefficient = 0.5 kN / ton, that is, 0.5 kN of braking force is required per ton. The braking requirement information includes the braking acceleration coefficient, and the braking force-air pressure curve can be represented by the relationship F = 5P, where P is air pressure and F is braking force. The vehicle's unloaded mass is 10 tons, and its fully loaded mass is 30 tons. First, calculate the minimum braking force required for unloaded and fully loaded vehicles. Unloaded minimum braking force F1 = unloaded mass × braking acceleration coefficient = 10 × 0.5 = 5 kN; Fully loaded minimum braking force F2 = fully loaded mass × braking acceleration coefficient = 30 × 0.5 = 15 kN.

[0053] Then, according to the braking force and air pressure curve, the air pressure corresponding to the minimum braking force under no-load conditions is found to be 5 / 5 = 1 bar; the air pressure corresponding to the full load is 15 / 5 = 3 bar. Multiplying the voltage corresponding to the no-load conditions by a safety factor of 1.2, the final no-load starting air pressure is 1 × 1.2 = 1.2 bar; similarly, the full load starting air pressure is 3 × 1.2 = 3.6 bar. A starting air pressure curve is then plotted. The starting air pressure between no-load and full-load conditions is proportional to the vehicle mass. Through linear interpolation, it can be found that when the vehicle is half-loaded (20 tons), the corresponding half-load starting air pressure is 2.4 bar. Finally, a linear control curve of "vehicle mass (10→20→30 tons) - starting air pressure (1.2→2.4→3.6 bar)" is formed, which is the starting air pressure control curve. This starting air pressure control curve can be found in [reference needed]. Figure 5 As shown.

[0054] The start-up air pressure control curve in this embodiment is generated based on the actual volume calibration of the air storage tank, thereby ensuring the match between the start-up air pressure and the air circuit storage capacity, and avoiding the disconnect between the air pressure setting and the actual air supply capacity caused by volume deviation.

[0055] In one embodiment, a speed control curve is plotted based on the no-load starting air pressure, initial air pressure value, rated speed, actual inflation volume, and full-load starting air pressure, including: Determine the inflation time under no-load conditions based on the no-load start-up air pressure, initial air pressure value, and actual inflation volume; Based on the full-load starting air pressure, initial air pressure value, and actual inflation volume, the required inflation volume for full load is determined, and the required volumetric flow rate for full load is calculated based on the inflation time. The full-load speed is calculated based on the required volumetric flow rate for full load and the rated speed. The rated speed is the no-load speed. The full-load speed, rated speed, no-load starting air pressure, and full-load starting air pressure are analyzed, and the speed control curve is plotted.

[0056] In this embodiment, during the process of plotting the speed control curve, the starting air pressure and the air inflation time corresponding to the rated speed under no-load conditions can be used as the benchmark. The air inflation time under different loads can be kept constant, and the corresponding speed can be calculated by back-calculating the inflation volume and starting air pressure. The speed is positively correlated with the required inflation volume.

[0057] For example, after obtaining the actual inflation volume and rated speed, the rated volumetric flow rate Q0 can be obtained. Based on all the obtained parameters, the air path is adjusted from the initial air pressure value P. a Inflate to the starting air pressure P. First, calculate the inflation time under no-load conditions, for example, based on the no-load starting voltage P1 and the initial air pressure value P. a 1. Actual inflation volume V, calculate the required inflation volume ΔV1 for no-load operation: ΔV1 = V × (P1 - P) a ) / P a Then, calculate the inflation time under no-load conditions as ΔV1 / Q0, and use it as the reference time, that is, keep the inflation time constant under all loads.

[0058] Then calculate the full-load speed, based on the full-load starting air pressure and the initial air pressure value P. a Given the actual inflation volume V, determine the required inflation volume for full load, assuming a starting pressure of P2; the required inflation volume for full load is ΔV2 = V × (P2 - P). a ) / P a The required inflation volume is divided by the inflation time to obtain the required volumetric flow rate Q2 = ΔV2 / T. The full-load speed is then calculated based on the rated speed n0, the required volumetric flow rate Q2, and the rated volumetric flow rate Q0, i.e., the full-load speed n2 = n0 × (Q2 / Q0). A speed control curve is then plotted. By linear interpolating the no-load speed (rated speed) and the full-load speed, the speeds corresponding to different loads are obtained, for example, the half-load speed is determined. Then, based on the full-load speed, rated speed, half-load speed, no-load starting air pressure, half-load starting air pressure, and full-load starting air pressure, a control curve between the starting air pressure and the speed is constructed, i.e., the speed control curve. This speed control curve can be found in [reference needed]. Figure 6 As shown.

[0059] In this embodiment, the inflation volume calibration program enables the controller to automatically calculate the actual inflation volume. Based on the actual inflation volume and the braking force and air pressure curve, the starting air pressure control curve and speed control curve are accurately calibrated. Combined with the vehicle's current load information, a suitable starting air pressure is matched, reducing the starting frequency of the air compressor, thereby reducing energy consumption and increasing the service life of the air compressor. This allows the air compressor to be controlled to operate at a suitable speed based on different starting pressures, greatly reducing operating noise and energy consumption.

[0060] During normal vehicle operation, after obtaining the current load information and current air pressure value, the target starting air pressure is matched from the starting air pressure control curve based on the current load information. Essentially, this allows the starting air pressure to dynamically adapt to actual braking needs: when the vehicle is fully loaded (high load), a higher target starting air pressure is matched to ensure that the air tank has sufficient air pressure to support frequent, high-intensity braking and avoid insufficient air supply leading to brake failure; when the vehicle is unloaded or lightly loaded (low load), a lower target starting air pressure is matched, eliminating the need to maintain high air pressure reserves and reducing redundant emissions of high-pressure air from the source. This solves the problem of excessive air supply and frequent start-stop of the air compressor in low-load scenarios under traditional fixed starting air pressure.

[0061] It is understandable that braking force is generally calibrated under full vehicle load in braking design, and the braking force of air brake systems is proportional to air pressure. This results in excess braking force when the vehicle is unloaded or under light load. Although ABS controls the system to prevent lock-up, the set starting air pressure remains high during this period, leading to the discharge of a large amount of high-pressure air and a high frequency of air compressor start-stop. Therefore, this application calculates a suitable target starting pressure based on the actual load and the braking force and air pressure curve to reduce the average pressure of the discharged gas when the vehicle is unloaded or under light load, thereby reducing the frequency of air compressor start-stop and energy consumption.

[0062] Once the target starting air pressure is determined, the target operating speed corresponding to the target starting air pressure is found from the speed control curve. Specifically, the higher the starting air pressure, the lower the speed; conversely, the lower the starting air pressure, the faster the speed needs to be adjusted. This ensures efficient air supply while preventing the air compressor from running at high speed continuously, significantly reducing energy consumption and operating noise.

[0063] In no-load or low-load scenarios, by reducing the redundant emission of high-pressure air by lowering the starting air pressure, the system dynamically regulates the operating speed of the electronically controlled air compressor by combining the real-time matched starting pressure and the actual filling volume of the air tank. It follows the control logic of "the higher the starting pressure, the lower the speed". This is because the higher the starting pressure, the more sufficient the remaining air pressure in the air tank, and the less air needs to be added. The unloading pressure can be quickly reached without high speed. On the other hand, the lower the starting pressure, the less air needs to be added. However, by matching the filling volume with low-speed operation, the ineffective consumption of the air compressor at the rated speed can be avoided.

[0064] In this embodiment, by precisely matching the rotation speed with the starting pressure and the inflation volume, the air supply efficiency under different loads is ensured. That is, when the starting pressure is high, the low speed can still meet the air replenishment needs, and when the starting pressure is low, the low speed matches the small amount of air replenishment needs. It also completely abandons the constant rated speed mode of the traditional solution, which greatly reduces the energy consumption of the air compressor during operation. At the same time, the reduced speed reduces the vibration and noise generated by mechanical operation, thus achieving dual optimization of energy consumption and noise.

[0065] Step S203: Compare the current air pressure value with the target start-up air pressure, and perform control operations on the air compressor based on the comparison result and the target operating speed.

[0066] After determining the target starting air pressure and target operating speed, the current air pressure value is compared with the target starting air pressure. If the current air pressure value is less than the target starting air pressure, the air compressor is controlled to operate at the target operating speed to continuously charge the air circuit. If the current air pressure value reaches the unloading pressure value of the electronically controlled dryer, the air compressor is controlled to stop operating and the electronically controlled dryer performs a backflushing and drainage operation.

[0067] For details, please continue to see Figure 4 As shown, when the current air pressure is lower than the target starting air pressure, the controller generates a control command and sends it to the air compressor, causing the air compressor to operate at the target speed and continuously supply air to the air circuit. During the operation of the air compressor, the air pressure sensor continuously detects and reports the current air pressure value, which the controller monitors in real time. When the reported current air pressure reaches the unloading pressure value of the unloading valve of the electronically controlled dryer, the controller sends a stop command to the air compressor, causing it to stop operating. Simultaneously with the air compressor stopping, the controller triggers the unloading valve in the electronically controlled dryer, which then performs a backflushing and drainage process, completing one air supply cycle. When the current air pressure is not lower than the target starting air pressure, the controller does not trigger a control command, and the air compressor remains off.

[0068] By controlling the air compressor to run at the target operating speed until the unloading pressure value is reached, the air compressor is stopped and the electronically controlled dryer is controlled. This ensures that after each inflation, backflushing is performed to remove excess moisture from the dry air and improve the life of components.

[0069] This application provides a control method for an air compressor. Compared with the prior art, this solution overcomes the limitation of traditional control relying solely on a fixed air pressure threshold by acquiring the vehicle's current load information and the current air pressure value of the air reservoir. Real-time load information directly reflects the actual air supply demand of the braking system, while the current air pressure value reflects the real-time reserve status of the air supply system. Both provide excellent data guidance for subsequent dynamic control. Furthermore, by analyzing the air reservoir volume calibration, a starting air pressure control curve characterizing the relationship between vehicle mass and starting air pressure, and a speed control curve characterizing the relationship between starting air pressure and air compressor speed, are obtained. Based on the current load, the control method can be implemented from start... The air pressure control curve determines the target starting air pressure, and the speed control curve determines the target operating speed. This comprehensively considers the current load factor, ensuring that the starting air pressure dynamically adapts to the vehicle weight and that the air compressor speed is precisely matched to the starting air pressure. This solves the problem of high noise and high energy consumption caused by the air compressor operating at its rated speed in low-demand scenarios. Furthermore, by comprehensively considering the comparison between the current air pressure and the target starting air pressure, the air compressor is precisely controlled based on this result. It can start and stop on demand and match the corresponding speed, effectively reducing system noise and energy consumption. At the same time, it reduces the wear and tear on components caused by the air compressor's ineffective operation and air pressure fluctuations, thus extending the life of the components.

[0070] Based on the same inventive concept, this application also provides a control device for implementing the air compressor described above. The solution provided by this device is similar to the solution described in the above method; therefore, the specific limitations of the one or more air compressor control device embodiments provided below can be found in the limitations of the air compressor control method described above, and will not be repeated here.

[0071] In one exemplary embodiment, such as Figure 7 As shown, a control device for an air compressor is provided, the device comprising: The acquisition module 510 is used to acquire the current load information of the vehicle and detect the current air pressure value of the air tank in the vehicle. The determination module 520 is used to determine the corresponding target starting air pressure from the starting air pressure control curve and the corresponding target operating speed from the speed control curve based on the current load information. The starting air pressure control curve and the speed control curve are obtained by volume calibration and analysis of the air tank. The starting air pressure control curve is used to characterize the relationship between vehicle mass and starting air pressure. The speed control curve is used to characterize the relationship between starting air pressure and air compressor speed. The control module 530 is used to compare the current air pressure value with the target start-up air pressure, and to perform control operations on the air compressor based on the comparison result and the target operating speed.

[0072] As an optional implementation, the above-described device is specifically used for: The vehicle is calibrated to obtain the actual inflation volume of the gas pipelines and air tanks inside the vehicle; Obtain the vehicle's empty and fully loaded mass, and calculate the start-up air pressure control curve and speed control curve according to the preset braking force and air pressure curve, the actual inflation volume, and the empty and fully loaded mass; the braking force and air pressure curve is used to characterize the relationship between braking force and air pressure value.

[0073] As an optional implementation, the above-described apparatus is further used for: Obtain the calibrated air pressure value, and when the calibrated air pressure value is less than the preset threshold, control the air compressor to run at the rated speed, and record the initial air pressure value and the initial time; When the calibrated air pressure reaches the unloading pressure of the electronically controlled dryer, the air compressor is controlled to stop running, and the stop air pressure and stop time are recorded; the electronically controlled dryer is connected to the air compressor. The runtime is determined based on the stop time and the initial time. Calculate the actual inflation volume based on the initial air pressure value, the stop air pressure value, and the running time.

[0074] As an optional implementation, the above-described apparatus is further used for: Obtain information on the vehicle's braking requirements; The minimum braking force for the vehicle under no-load conditions is determined based on the no-load mass and braking demand information, and the minimum braking force under full load conditions is determined based on the full-load mass and braking demand information. Based on the braking force and air pressure curve, find the corresponding air pressure for unloaded and fully loaded conditions based on the minimum braking force when unloaded and the minimum braking force when fully loaded. Multiply the air pressure corresponding to no-load conditions by the safety factor to obtain the no-load starting air pressure, and multiply the air pressure corresponding to full load conditions by the safety factor to obtain the full-load starting air pressure; Based on the no-load start air pressure, full-load start air pressure, no-load mass, and full-load mass, plot the start air pressure control curve; Based on the no-load starting air pressure, initial air pressure value, rated speed, actual inflation volume and full-load starting air pressure, plot the speed control curve.

[0075] As an optional implementation, the above-described apparatus is further used for: Determine the inflation time under no-load conditions based on the no-load start-up air pressure, initial air pressure value, and actual inflation volume; Based on the full-load start-up air pressure, initial air pressure value and actual inflation volume, determine the required inflation volume for full load, and calculate the required volumetric flow rate for full load based on the inflation time and the required inflation volume for full load. Calculate the full-load speed based on the required volumetric flow rate and rated speed; the rated speed is the no-load speed. Analyze the full-load speed, rated speed, no-load starting air pressure, and full-load starting air pressure, and plot the speed control curve.

[0076] As an optional implementation, the acquisition module 510 is specifically used for: Receive current load information sent by the vehicle sensing device; the current load information is obtained by the vehicle sensing device based on the current deformation of the suspension system in the vehicle, according to the preset mapping relationship between deformation and load.

[0077] As an optional implementation, the control module 530 is specifically used for: If the current air pressure is lower than the target starting air pressure, start the air compressor according to the target operating speed to continuously supply air to the air circuit; If the current air pressure reaches the unloading pressure of the electronically controlled dryer, the air compressor will stop running and the electronically controlled dryer will perform a backflushing and drainage operation.

[0078] The air compressor control device provided in this application embodiment, by acquiring the vehicle's current load information and the current air pressure value of the air tank, overcomes the limitation of traditional control relying solely on a fixed air pressure threshold. Real-time load information directly reflects the actual air supply demand of the braking system, while the current air pressure value reflects the real-time reserve status of the air supply system. Both provide excellent data guidance for subsequent dynamic control. Furthermore, by obtaining a starting air pressure control curve characterizing the relationship between vehicle mass and starting air pressure, and a speed control curve characterizing the relationship between starting air pressure and air compressor speed, based on the current load and starting air pressure... The control curve determines the target starting air pressure, and the speed control curve determines the target operating speed. This comprehensively considers the current load factor, ensuring that the starting air pressure dynamically adapts to the vehicle weight and that the air compressor speed is precisely matched with the starting air pressure. This solves the problem of high noise and high energy consumption caused by the air compressor operating at its rated speed in low-demand scenarios. Furthermore, by comprehensively considering the comparison between the current air pressure and the target starting air pressure, the air compressor is precisely controlled based on this result. It can start and stop on demand and match the corresponding speed, effectively reducing system noise and energy consumption. At the same time, it reduces the wear and tear on components caused by the air compressor's ineffective operation and air pressure fluctuations, thus extending the life of the components.

[0079] In one exemplary embodiment, a vehicle is also provided, including the control system of the air compressor provided in the above embodiments, and may further include a power system, a body and auxiliary systems, a safety and protection system, etc. The power system includes: a power battery system, a drive motor system, a transmission system, a thermal management system, etc.; the body and auxiliary systems include a body frame and load-bearing structure, a lighting and signaling system, an assisted driving system, etc.; the safety and protection system includes a passive safety system, an active safety system, and protective components, etc.

[0080] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0081] This document uses specific examples to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the methods and core ideas of this application. Furthermore, those skilled in the art will recognize that, based on the ideas of this application, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A control method for an air compressor, characterized in that, The control method for the air compressor includes: Obtain the vehicle's current load information and detect the current air pressure value of the air tank in the vehicle; Based on the current load information, the corresponding target starting air pressure is determined from the starting air pressure control curve, and the corresponding target operating speed is determined from the speed control curve; the starting air pressure control curve and the speed control curve are obtained by volume calibration and analysis of the air tank; the starting air pressure control curve is used to characterize the relationship between vehicle mass and starting air pressure; the speed control curve is used to characterize the relationship between starting air pressure and air compressor speed. The current air pressure value is compared with the target starting air pressure, and control operations are performed on the air compressor based on the comparison result and the target operating speed.

2. The control method for an air compressor according to claim 1, characterized in that, Before obtaining the vehicle's current load information, the method further includes: The vehicle is calibrated to obtain the actual inflation volume of the gas pipeline and air tank inside the vehicle; Obtain the vehicle's empty and fully loaded mass, and calculate the start-up air pressure control curve and speed control curve according to the preset braking force and air pressure curve, the actual inflation volume, and the empty and fully loaded mass; the braking force and air pressure curve is used to characterize the relationship between braking force and air pressure value.

3. The control method for an air compressor according to claim 2, characterized in that, The vehicle is calibrated to obtain the actual inflation volume of the gas pipelines and air tanks inside the vehicle, including: Obtain the calibration air pressure value, and when the calibration air pressure value is less than the preset threshold, control the air compressor to run at the rated speed, and record the initial air pressure value and the initial time; When the calibrated air pressure reaches the unloading pressure of the electronically controlled dryer, the air compressor is controlled to stop running, and the stop air pressure and stop time are recorded; the electronically controlled dryer is connected to the air compressor; The running time is determined based on the stop time and the initial time; The actual inflation volume is calculated based on the initial air pressure value, the stop air pressure value, and the running time.

4. The control method for an air compressor according to claim 3, characterized in that, The empty and fully loaded mass includes both the empty mass and the fully loaded mass. Based on the preset braking force and air pressure curve, the actual inflation volume, and the empty and full load mass, calculate the starting air pressure control curve and the speed control curve, including: Obtain the braking demand information of the vehicle; The vehicle's minimum unloaded braking force is determined based on the unloaded mass and the braking demand information, and the minimum fully loaded braking force is determined based on the fully loaded mass and the braking demand information. According to the braking force and air pressure curve, find the corresponding air pressure for unloaded and full-load based on the minimum braking force under no-load and the minimum braking force under full load. Multiply the empty-load corresponding air pressure by the safety factor to obtain the empty-load starting air pressure, and multiply the full-load corresponding air pressure by the safety factor to obtain the full-load starting air pressure; Based on the no-load start air pressure, full-load start air pressure, no-load mass, and full-load mass, plot the start air pressure control curve; Based on the no-load starting air pressure, initial air pressure value, rated speed, actual inflation volume and full-load starting air pressure, the speed control curve is plotted.

5. The control method for an air compressor according to claim 4, characterized in that, Based on the no-load starting air pressure, initial air pressure value, rated speed, actual inflation volume, and full-load starting air pressure, the speed control curve is plotted, including: Based on the no-load start air pressure, initial air pressure value and actual inflation volume, determine the inflation time when no load is applied. Based on the full-load start-up air pressure, initial air pressure value and actual inflation volume, determine the required inflation volume for full load, and calculate the required volumetric flow rate for full load based on the inflation time and the required inflation volume for full load. Calculate the full-load speed based on the required volumetric flow rate and rated speed; the rated speed is the no-load speed. The full-load speed, rated speed, no-load starting air pressure, and full-load starting air pressure are analyzed, and the speed control curve is plotted.

6. The control method for an air compressor according to claim 1, characterized in that, Obtain the vehicle's current load information, including: The system receives current load information sent by a vehicle sensing device. The current load information is obtained by the vehicle sensing device based on the current deformation of the suspension system in the vehicle, according to a preset mapping relationship between deformation and load.

7. The control method for an air compressor according to claim 3, characterized in that, The current air pressure value is compared with the target starting air pressure, and based on the comparison result and the target operating speed, control operations are performed on the air compressor, including: If the current air pressure is lower than the target starting air pressure, control the air compressor to operate at the target operating speed to continuously supply air to the air circuit; If the current air pressure reaches the unloading pressure of the electronically controlled dryer, the air compressor is controlled to stop running, and the electronically controlled dryer performs a backflushing and drainage operation.

8. A control device for an air compressor, characterized in that, The control device for the air compressor includes: The acquisition module is used to acquire the vehicle's current load information and detect the current air pressure value of the air tank in the vehicle; The determination module is used to determine the corresponding target starting air pressure from the starting air pressure control curve and the corresponding target operating speed from the speed control curve based on the current load information; the starting air pressure control curve and the speed control curve are obtained by volume calibration and analysis of the air tank; the starting air pressure control curve is used to characterize the relationship between vehicle mass and starting air pressure; the speed control curve is used to characterize the relationship between starting air pressure and air compressor speed. The control module is used to compare the current air pressure value with the target start-up air pressure, and to perform control operations on the air compressor based on the comparison result and the target operating speed.

9. A control system for an air compressor, characterized in that, The control system of the air compressor includes: a vehicle quality sensing device, a controller, an air compressor, an electronically controlled dryer, a loop valve, and an air tank. The controller is electrically connected to the vehicle quality sensing device, the air compressor, and the electronically controlled dryer, respectively. The air compressor is electrically connected to the electronically controlled dryer. The exhaust port of the air compressor is connected to the air inlet of the electronically controlled dryer through a first pipeline. The electronically controlled dryer is connected to one end of the circuit valve through a second pipeline. The other end of the circuit valve is connected to the air storage tank through a third pipeline. The controller is used to: acquire the vehicle's current load information and detect the current air pressure value of the air tank in the vehicle; based on the current load information, determine the corresponding target starting air pressure from the starting air pressure control curve and determine the corresponding target operating speed from the speed control curve; compare the current air pressure value with the target starting air pressure, and perform control operations on the air compressor according to the comparison result and the target operating speed; the starting air pressure control curve and the speed control curve are obtained by volume calibration and analysis of the air tank, the starting air pressure control curve is used to characterize the relationship between vehicle mass and starting air pressure; the speed control curve is used to characterize the relationship between starting air pressure and air compressor speed.

10. A vehicle, characterized in that, The control system of the air compressor as described in claim 9 above.

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