VCU cooperative control air treatment system and method

Abstract

The invention provides a VCU cooperative control air treatment system and method, and belongs to the technical field of vehicle brake control. The system comprises a VCU, an air compressor, an S-APU and an air reservoir; the VCU is in communication connection with the S-APU, the engine control unit and the instrument panel through a CAN bus; the S-APU is provided with an air inlet, an air outlet, a pressure regulating electromagnetic valve and a regeneration electromagnetic valve; the air compressor is connected with the air inlet through an energy supply steel pipe and used for conveying compressed air to the S-APU. The air reservoir is connected with an air outlet of the S-APU and is used for storing the dried compressed air and providing a blowback air source for regeneration; a pressure regulating solenoid valve and a regeneration solenoid valve of the S-APU are connected with the VCU and receive a control instruction of the VCU. Through intelligent regulation and control of the vehicle control unit VCU, pressure regulation, regeneration and unloading functions are integrated, multi-mode operation of the vehicle is accurately adapted, the fuel-saving and consumption-reducing effect and the air treatment efficiency are improved, and the braking safety guarantee is enhanced.

Description

Technical Field

[0001] This application belongs to the field of vehicle braking control technology, specifically relating to a VCU cooperative control air handling system and method. Background Technology

[0002] Currently, mechanical air dryers are commonly used in the air pressure braking systems of commercial vehicles in China. The unloading and regeneration processes of mechanical dryers rely on mechanical pressure regulation mechanisms, lacking a constant regeneration air consumption ratio. This makes it impossible to ensure that the compressed air flowing through the desiccant is sufficiently dry under high air consumption conditions, leading to a risk of water accumulation in the air reservoir. Furthermore, the mechanical dryer automatically initiates the regeneration process each time it reaches the cut-off pressure, consuming the entire vehicle's air pressure. This necessitates the air compressor to operate continuously, increasing energy consumption and wear.

[0003] Current air handling systems typically rely on independent electronic control units (ECUs), increasing system complexity and cost. Mechanical dryers cannot intelligently adjust to actual vehicle operating conditions (such as under load, reverse towing, and backflushing), resulting in low efficiency and the inability to achieve advanced functions such as fuel saving, predictive dryer replacement, and regeneration after power-off. Furthermore, existing air handling systems lack advanced functions like predictive dryer replacement, regeneration after power-off, and overtaking assistance. Especially in winter, humid air in the power supply lines is prone to freezing, clogging the lines and affecting normal system operation.

[0004] Therefore, there is an urgent need for a method that integrates a vehicle controller and can intelligently control the air handling system based on vehicle status to solve the above problems and achieve energy saving, safety and intelligent management. Summary of the Invention

[0005] In a first aspect, embodiments of this application provide a VCU collaborative control air handling system, including a vehicle controller (VCU), an air compressor, a semi-electronic air dryer (S-APU), and an air reservoir; The vehicle control unit (VCU) communicates with the semi-electronic air dryer (S-APU), engine control unit, and instrument panel via a CAN bus. The semi-electrically controlled air dryer S-APU is equipped with an air inlet, an air outlet, a pressure regulating solenoid valve, and a regeneration solenoid valve; The air compressor is connected to the air inlet via a power supply steel pipe and is used to supply compressed air to the semi-electrically controlled air dryer S-APU; The air storage tank is connected to the air outlet of the semi-electrically controlled air dryer S-APU to store the dried compressed air and provide a backflush air source for regeneration; The pressure regulating solenoid valve and regeneration solenoid valve of the semi-electric air dryer S-APU are connected to the vehicle controller VCU and receive control commands from the vehicle controller VCU. The vehicle control unit (VCU) collects vehicle status parameters via the CAN bus, determines the current vehicle mode based on these parameters, generates control commands according to the current vehicle mode, controls the operation of the pressure regulating solenoid valve and regeneration solenoid valve of the semi-electric air dryer (S-APU), and interacts with the instrument panel to output control status information.

[0006] Furthermore, the vehicle status parameters collected by the vehicle controller (VCU) include engine speed, torque, instrument air pressure, air compressor pump volume, and semi-electronic air dryer (S-APU) air pressure signal. The semi-electric air dryer S-APU also includes a drying tank, a pressure sensor, and an unloading valve; The drying tank contains desiccant to dry the hot and humid air supplied by the air compressor; A pressure sensor is used to monitor the air pressure of the semi-electrically controlled air dryer S-APU in real time and provide the information to the vehicle control unit (VCU). The unloading valve is a pneumatically controlled valve. The control air path of the unloading valve is connected to the output port of the pressure regulating solenoid valve and is controlled by the pressure regulating solenoid valve. When the pressure regulating solenoid valve is opened, the compressed air drives the unloading valve to switch the air supply path of the air compressor to be connected to the atmosphere, thereby achieving unloading.

[0007] Secondly, embodiments of this application also provide a VCU collaborative control air handling method, comprising the following steps: S1. The vehicle controller (VCU) collects vehicle status parameters via the CAN bus. These vehicle status parameters include engine speed, engine torque, instrument air pressure, air compressor pump volume, and semi-electronic air dryer (S-APU) air pressure signal. S2. The vehicle control unit (VCU) determines the current vehicle mode based on the vehicle status parameters; S3. The vehicle control unit (VCU) generates control commands based on the current vehicle mode to control the operation of the pressure regulating solenoid valve and the regeneration solenoid valve of the semi-electric air dryer (S-APU). S4. The vehicle control unit (VCU) interacts with the instrument panel and outputs control status information.

[0008] Furthermore, the specific method for the vehicle controller (VCU) to determine the current vehicle mode in step S2 includes: When the engine torque is ≤0, the vehicle is determined to be in anti-towing mode; When 0 < engine torque < first set ratio × rated torque, the vehicle is determined to be in normal mode. When the engine torque is greater than or equal to the first set ratio × rated torque, the vehicle is determined to be in load mode. The engine torque is obtained from the engine control unit via the CAN bus, and the first set ratio is a ratio value pre-stored in the vehicle controller (VCU).

[0009] Furthermore, it also includes intelligent pressure regulation steps: In anti-towing mode, the vehicle control unit (VCU) increases the cut-in pressure of the semi-electric air dryer (S-APU) by a first set amount, while keeping the cut-off pressure constant. In normal mode, the vehicle control unit (VCU) maintains the cut-in pressure of the semi-electric air dryer (S-APU) constant, while increasing the cut-off pressure according to the second set range. In load mode, the vehicle controller (VCU) maintains the cut-in pressure of the semi-electric air dryer (S-APU) at a constant level, while reducing the cut-off pressure according to the third set amplitude. The first, second, and third set amplitudes are pressure adjustment values ​​pre-stored in the VCU, and the adjustment of the cut-in and cut-off pressures is achieved by controlling the pressure regulating solenoid valve through the vehicle controller VCU.

[0010] Furthermore, it also includes intelligent regeneration steps: The vehicle control unit (VCU) monitors the air pressure signal of the semi-electric air dryer (S-APU) and the air volume signal of the air compressor in real time. When the air pressure of the semi-electrically controlled air dryer S-APU reaches the cut-off pressure and the air compressor pumping volume is greater than or equal to the set pumping volume value Q, the vehicle controller VCU controls the pressure regulating solenoid valve and the regeneration solenoid valve to open. The dry compressed air in the air storage tank flows in reverse through the regeneration solenoid valve, the drying tank and the unloading valve to achieve backflushing regeneration of the desiccant; When the air pressure in the semi-electrically controlled air dryer (S-APU) drops to the cut-in pressure, the vehicle control unit (VCU) controls the pressure regulating solenoid valve and the regeneration solenoid valve to close, stopping regeneration. The pump air volume value Q is calculated based on the air compressor displacement and transmission efficiency. The calculation formula is:

[0011] Where k is the correction coefficient, V is the air compressor displacement, and η is the transmission efficiency.

[0012] Furthermore, it also includes overtaking assistance steps: The vehicle control unit (VCU) monitors the air pressure signal on the instrument panel and the accelerator pedal depth signal from the engine control unit in real time. When the accelerator pedal depth is detected to be greater than the second set ratio and the instrument panel air pressure value reaches the cut-off pressure in the current vehicle mode, the vehicle control unit (VCU) generates an overtaking assist command. The vehicle control unit (VCU) controls the pressure regulating solenoid valve to open, unloading the air compressor and stopping pumping air, thus concentrating the engine power for vehicle acceleration. The vehicle control unit (VCU) monitors the air pressure signal on the instrument panel in real time. When the air pressure drops to the cut-in pressure of the current vehicle mode, the VCU controls the pressure regulating solenoid valve to close, ending the overtaking assist function.

[0013] Furthermore, it also includes a dryer tank replacement prediction step: The vehicle control unit (VCU) accumulates the filtered air volume value of the semi-electric air dryer (S-APU) to obtain the cumulative air volume. :

[0014] in, The air volume pumped by the air compressor at each sampling time. The sampling time interval; Accumulated gas volume Compare with the set gas volume lifespan value L of the dryer; When the cumulative gas volume When the third set ratio of the dryer's set air volume lifespan value L is reached, the vehicle control unit (VCU) sends an expiration reminder to the instrument panel. When the cumulative gas volume When the fourth set ratio of the dryer's set air volume lifespan value L is reached, the vehicle control unit (VCU) sends an end-of-life warning to the instrument panel. When the cumulative gas volume When the fifth set ratio of the dryer's set air volume lifespan value L is reached, the vehicle control unit (VCU) sends an overdue warning to the instrument panel.

[0015] Furthermore, it also includes an electric regeneration step: The vehicle control unit (VCU) monitors engine speed and engine torque signals. When the engine speed and torque are both 0 and the duration reaches the first set time period, the vehicle controller (VCU) generates a power-down regeneration command. The vehicle control unit (VCU) controls the opening of the pressure regulating solenoid valve and the regeneration solenoid valve to maintain forced unloading for the second set time period, thus purging the gas inside the power supply steel pipe between the air compressor and the semi-electrically controlled air dryer (S-APU). After the second set time period, the vehicle control unit (VCU) controls the pressure regulating solenoid valve and the regeneration solenoid valve to close.

[0016] Furthermore, it also includes fault diagnosis steps: The semi-electric air dryer S-APU performs self-tests on its electronic and mechanical systems, monitoring for faults in the pressure regulating solenoid valve and regeneration solenoid valve, pressure sensor malfunctions, and dryer tank blockage. When a fault is detected, the semi-electronic air dryer S-APU sends the fault information to the vehicle control unit (VCU) via the CAN bus; The vehicle control unit (VCU) receives fault information and controls the instrument panel to display corresponding alarm information, determines the fault level, and displays different alarm levels according to the fault level.

[0017] As can be seen from the above technical solutions, this application has the following advantages: The VCU collaborative control air handling system and method provided in this application achieves automated and intelligent management of air handling through intelligent control of the vehicle controller (VCU). It can automatically adjust the cut-in and cut-off pressures of the semi-electric air dryer (S-APU) according to different vehicle operating conditions, such as reverse towing, normal driving, and carrying loads, to perform intelligent pressure regulation, improve air handling efficiency, and reduce energy consumption. Simultaneously, the intelligent regeneration function can backflush and regenerate the desiccant as needed, reducing the frequency of desiccant replacement and lowering operating costs. Overtaking assistance, desiccant replacement prediction, power-off regeneration, and fault diagnosis functions further enhance the vehicle's operational safety and reliability, reduce the risk of icing in winter, and achieve energy-saving, safe, and intelligent management of vehicle braking control. Attached Figure Description

[0018] To more clearly illustrate the technical solution of this application, the accompanying drawings used in the description will be briefly introduced below. Obviously, the accompanying 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.

[0019] Figure 1 This is a schematic diagram of the VCU collaborative control air handling system of the present invention.

[0020] Figure 2 This is a schematic flowchart of the VCU collaborative control air handling method of the present invention.

[0021] Among them, 1. Vehicle Control Unit (VCU); 2. Air compressor; 3. Power supply steel pipe; 4. Semi-electric air dryer (S-APU); 5. Air tank. Detailed Implementation

[0022] The various embodiments of this disclosure will be described more fully in the VCU cooperative control air handling system described below. This disclosure may have various embodiments, and adjustments and changes may be made therein. However, it should be understood that there is no intention to limit the various embodiments of this disclosure to the specific embodiments disclosed herein, but rather this disclosure should be understood to cover all adjustments, equivalents, and / or alternatives falling within the spirit and scope of the various embodiments of this disclosure.

[0023] For example, mechanical air dryers are currently widely used in air-pressure braking systems in the domestic commercial vehicle sector. The unloading and regeneration operations of these dryers rely on mechanical pressure regulating devices, making it difficult to maintain a stable regeneration air consumption ratio. This results in insufficient drying of the compressed air after desiccant treatment under conditions of high air consumption, highlighting the potential for water accumulation in the air reservoir. Furthermore, mechanical dryers automatically trigger the regeneration process whenever the cut-off pressure is reached, consuming the entire vehicle's air pressure and forcing the air compressor to operate for extended periods, exacerbating energy consumption and mechanical wear. Existing air handling systems mostly rely on independent electronic control units (ECUs) for control, thereby increasing system complexity and cost. Mechanical dryers struggle to intelligently adjust based on actual vehicle driving conditions, such as loaded, towed, or backflushing conditions, leading to poor operating efficiency and an inability to achieve advanced functions such as fuel saving, accurate prediction of dryer replacement cycles, and regeneration after power-off. In addition, existing air handling systems also lack extended functions such as dryer replacement prediction, regeneration after power-off, and overtaking assistance. Especially in winter, humid air inside power supply pipelines easily condenses into ice, clogging the pipelines and interfering with the normal operation of the system. Therefore, there is an urgent need to develop an innovative method that integrates a vehicle controller and intelligently adjusts the air handling system based on vehicle status to overcome the above challenges and achieve multiple goals including energy saving, safety assurance, and intelligent management.

[0024] To address the aforementioned issues, this embodiment provides a VCU collaborative control air handling system. Through intelligent adjustment of the vehicle controller (VCU), the air handling system is optimized to achieve energy saving, high-efficiency operation, and intelligent control of vehicle braking safety.

[0025] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0026] Please see Figure 1 The diagram shown is a schematic of a VCU collaborative control air handling system in a specific embodiment. The system includes a vehicle controller (VCU) 1, an air compressor 2, a semi-electronic air dryer (S-APU) 4, and an air tank 5. The vehicle control unit (VCU) 1 communicates with the semi-electronic air dryer (S-APU) 4, the engine control unit, and the instrument panel via a CAN bus. The semi-electric air dryer S-APU 4 is equipped with an air inlet, an air outlet, a pressure regulating solenoid valve, and a regeneration solenoid valve; Air compressor 2 is connected to the air inlet via power supply steel pipe 3 and is used to supply compressed air to semi-electrically controlled air dryer S-APU 4; The air storage tank 5 is connected to the air outlet of the semi-electrically controlled air dryer S-APU 4 to store the dried compressed air and provide a backflush air source for regeneration; The pressure regulating solenoid valve and regeneration solenoid valve of the semi-electric air dryer S-APU 4 are connected to the vehicle controller VCU 1 and receive control commands from the vehicle controller VCU 1. The vehicle controller VCU 1 collects vehicle status parameters through the CAN bus, determines the current vehicle mode based on the vehicle status parameters, generates control commands according to the current vehicle mode, controls the operation of the pressure regulating solenoid valve and regeneration solenoid valve of the semi-electric air dryer S-APU 4, and interacts with the instrument panel to output control status information. It should be noted that the vehicle controller VCU 1, as the core control component, realizes intelligent management and control of the entire air handling system. It communicates with various components through the CAN bus, collects vehicle status information, and issues control commands, ensuring the orderly execution of various functions of the system and improving the overall performance and coordination of the air handling system. Air compressor 2 provides a source of compressed air, and its working status directly affects the system performance of vehicle braking. Through coordinated control with the vehicle controller VCU 1, it achieves energy-saving operation while meeting the vehicle's air demand, reducing the frequent start-stop and excessive wear of air compressor 2. The semi-electric air dryer S-APU 4, as a key component of the air handling system, has its internal pressure regulating solenoid valve and regeneration solenoid valve controlled by the vehicle controller VCU 1. This enables the drying and intelligent regeneration of compressed air, improving air quality, reducing desiccant consumption, and lowering system maintenance costs. Air reservoir 5 is used to store clean compressed air after being processed by the dryer, providing a stable and reliable air source for vehicle braking, and also participating in the backflushing of the regeneration process. Its capacity and pressure stability are crucial to the safe operation of the vehicle.

[0027] This embodiment improves the integration of air treatment, reduces the use of independent ECUs, and lowers the complexity and cost of air treatment. At the same time, it realizes information interaction between the vehicle controller VCU 1 and various components through the CAN bus, thereby improving the level of intelligence.

[0028] Furthermore, as a refinement and extension of the specific implementation of the above embodiments, in order to fully illustrate the specific implementation process in this embodiment, another VCU collaborative control air handling system is provided, which includes a vehicle controller VCU1, an air compressor 2, a semi-electric air dryer S-APU 4, and an air tank 5. The vehicle control unit (VCU) 1 communicates with the semi-electronic air dryer (S-APU4), engine control unit, and instrument panel via a CAN bus. The semi-electric air dryer S-APU 4 is equipped with an air inlet, an air outlet, a pressure regulating solenoid valve, and a regeneration solenoid valve; Air compressor 2 is connected to the air inlet via power supply steel pipe 3 and is used to supply compressed air to semi-electrically controlled air dryer S-APU 4; The air storage tank 5 is connected to the air outlet of the semi-electrically controlled air dryer S-APU 4 to store the dried compressed air and provide a backflush air source for regeneration; The pressure regulating solenoid valve and regeneration solenoid valve of the semi-electric air dryer S-APU 4 are connected to the vehicle controller VCU 1 and receive control commands from the vehicle controller VCU 1. The vehicle controller VCU 1 collects vehicle status parameters through the CAN bus, determines the current vehicle mode based on the vehicle status parameters, generates control commands according to the current vehicle mode, controls the operation of the pressure regulating solenoid valve and regeneration solenoid valve of the semi-electric air dryer S-APU 4, and interacts with the instrument panel to output control status information. The vehicle status parameters collected by the vehicle controller VCU 1 include engine speed, torque, instrument air pressure, air compressor pump volume, and semi-electronic air dryer S-APU air pressure signal. The semi-electric air dryer S-APU 4 also includes a drying tank, a pressure sensor, and an unloading valve; The drying tank contains desiccant to dry the hot and humid air supplied by air compressor 2; A pressure sensor is used to monitor the air pressure of the semi-electric air dryer S-APU 4 in real time and provide the information to the vehicle control unit (VCU). The unloading valve is a pneumatically controlled valve. The control air path of the unloading valve is connected to the output port of the pressure regulating solenoid valve and is controlled by the pressure regulating solenoid valve. When the pressure regulating solenoid valve is opened, the compressed air drives the unloading valve to switch the air supply passage of the air compressor 2 to be connected to the atmosphere, thereby achieving unloading. like Figure 2 As shown, the following are embodiments of the VCU collaborative control air handling method provided in this disclosure. This method and the VCU collaborative control air handling system of the above embodiments belong to the same inventive concept. For details not described in detail in the embodiments of the VCU collaborative control air handling method, please refer to the embodiments of the above VCU collaborative control air handling system.

[0029] The method includes the following steps: S1. The vehicle controller (VCU) collects vehicle status parameters via the CAN bus. These vehicle status parameters include engine speed, engine torque, instrument air pressure, air compressor pump volume, and semi-electronic air dryer (S-APU) air pressure signal. It should be noted that by reading the vehicle status parameters such as engine speed, engine torque, instrument air pressure, air compressor pump volume, and semi-electronic air dryer (S-APU) air pressure signal, the vehicle controller (VCU) can obtain the vehicle's operating conditions in real time, providing an accurate basis for intelligent pressure regulation and ensuring the timeliness and accuracy of the air handling system's response. S2. The vehicle control unit (VCU) determines the current vehicle mode based on the vehicle status parameters; It should be noted that, based on the monitored parameter information, the vehicle controller (VCU) accurately determines the vehicle's current mode, such as reverse towing, normal driving, or carrying a load, providing decision data for adjusting the cut-in and cut-off pressures of the semi-electric air dryer (S-APU) under different modes, thereby improving the effectiveness of the air handling system control. S3. The vehicle control unit (VCU) generates control commands based on the current vehicle mode to control the operation of the pressure regulating solenoid valve and the regeneration solenoid valve of the semi-electric air dryer (S-APU). It should be noted that by controlling the opening and closing of the two solenoid valves, the pressure regulating solenoid valve and the regeneration solenoid valve, intelligent adjustment and control of the semi-electric air dryer S-APU are achieved, including unloading pressure control and regeneration control, which meets the air demand of the vehicle under different operating conditions, while ensuring the regeneration effect of the desiccant and improving the working efficiency and reliability of the air handling system. S4. The vehicle control unit (VCU) interacts with the instrument panel and outputs control status information; It should be noted that this step provides the driver or maintenance personnel with intuitive information about the system's operating status through the dashboard, enabling them to understand the vehicle's air pressure and system operating mode in a timely manner, thereby improving driving safety and providing a reference for maintenance.

[0030] This embodiment utilizes the intelligent integration function of the vehicle control unit (VCU) to dynamically adjust the pressure according to the vehicle's operating status, thereby achieving intelligent regeneration, overtaking assistance, and fault diagnosis control. This optimizes the air handling process, reduces energy consumption and maintenance costs, improves vehicle braking safety, realizes intelligent vehicle operation and maintenance management, and enables stable and efficient vehicle operation.

[0031] Furthermore, as a refinement and extension of the specific implementation of the above embodiments, in order to fully illustrate the specific implementation process in this embodiment, another VCU collaborative control air handling method is provided, which includes the following steps: S1. The vehicle controller (VCU) collects vehicle status parameters via the CAN bus. These vehicle status parameters include engine speed, engine torque, instrument air pressure, air compressor pump volume, and semi-electronic air dryer (S-APU) air pressure signal. S2. The vehicle control unit (VCU) determines the current vehicle mode based on the vehicle status parameters; The specific method for the vehicle controller (VCU) to determine the current vehicle mode in step S2 includes: When the engine torque is ≤0, the vehicle is determined to be in anti-towing mode; When 0 < engine torque < first set ratio × rated torque, the vehicle is determined to be in normal mode. When the engine torque is greater than or equal to the first set ratio × rated torque, the vehicle is determined to be in load mode. The engine torque is obtained from the engine control unit via the CAN bus, and the first set ratio is a ratio value pre-stored in the vehicle controller (VCU), for example, 80%. S3. The vehicle control unit (VCU) generates control commands based on the current vehicle mode to control the operation of the pressure regulating solenoid valve and the regeneration solenoid valve of the semi-electric air dryer (S-APU). S4. The vehicle control unit (VCU) interacts with the instrument panel and outputs control status information.

[0032] Furthermore, as a refinement and extension of the specific implementation of the above embodiments, in order to fully illustrate the specific implementation process in this embodiment, another VCU collaborative control air handling method is provided, which includes the following steps: S1. The vehicle controller (VCU) collects vehicle status parameters via the CAN bus. These vehicle status parameters include engine speed, engine torque, instrument air pressure, air compressor pump volume, and semi-electronic air dryer (S-APU) air pressure signal. S2. The vehicle control unit (VCU) determines the current vehicle mode based on the vehicle status parameters; The specific method for the vehicle controller (VCU) to determine the current vehicle mode in step S2 includes: When the engine torque is ≤0, the vehicle is determined to be in anti-towing mode; When 0 < engine torque < first set ratio × rated torque, the vehicle is determined to be in normal mode. When the engine torque is greater than or equal to the first set ratio × rated torque, the vehicle is determined to be in load mode. The engine torque is obtained from the engine control unit via the CAN bus, and the first set ratio is a ratio value pre-stored in the vehicle controller (VCU), for example, 80%. S3. The vehicle control unit (VCU) generates control commands based on the current vehicle mode to control the operation of the pressure regulating solenoid valve and the regeneration solenoid valve of the semi-electric air dryer (S-APU). S4. The vehicle control unit (VCU) interacts with the instrument panel and outputs control status information; It also includes intelligent pressure regulation steps: In anti-towing mode, the vehicle control unit (VCU) increases the cut-in pressure of the semi-electric air dryer (S-APU) by a first set amount, while keeping the cut-off pressure constant. In normal mode, the vehicle control unit (VCU) maintains the cut-in pressure of the semi-electric air dryer (S-APU) constant, while increasing the cut-off pressure according to the second set range. In load mode, the vehicle controller (VCU) maintains the cut-in pressure of the semi-electric air dryer (S-APU) at a constant level, while reducing the cut-off pressure according to the third set amplitude. The first set amplitude, the second set amplitude, and the third set amplitude are pressure adjustment values ​​pre-stored in the VCU. The adjustment of the cut-in pressure and the cut-off pressure is achieved by controlling the pressure regulating solenoid valve through the vehicle controller VCU. For example, the first setting range is to increase the cutting pressure by 0.5-1.5 bar; the second setting range is to increase the cutting pressure by 0.2-0.8 bar; and the third setting range is to decrease the cutting pressure by 0.3-1.0 bar. It also includes intelligent regeneration steps: The vehicle control unit (VCU) monitors the air pressure signal of the semi-electric air dryer (S-APU) and the air volume signal of the air compressor in real time. When the air pressure of the semi-electrically controlled air dryer S-APU reaches the cut-off pressure and the air compressor pumping volume is greater than or equal to the set pumping volume value Q, the vehicle controller VCU controls the pressure regulating solenoid valve and the regeneration solenoid valve to open. The dry compressed air in the air storage tank flows in reverse through the regeneration solenoid valve, the drying tank and the unloading valve to achieve backflushing regeneration of the desiccant; When the air pressure in the semi-electrically controlled air dryer (S-APU) drops to the cut-in pressure, the vehicle control unit (VCU) controls the pressure regulating solenoid valve and the regeneration solenoid valve to close, stopping regeneration. The pump air volume value Q is calculated based on the air compressor displacement and transmission efficiency. The calculation formula is:

[0033] Where k is a correction coefficient, for example, a value of 0.8-1.2; V is the air compressor displacement; and η is the transmission efficiency, for example, a value of 0.85-0.95. It also includes overtaking assistance steps: The vehicle control unit (VCU) monitors the air pressure signal on the instrument panel and the accelerator pedal depth signal from the engine control unit in real time. When the accelerator pedal depth is detected to be greater than the second set ratio (e.g., 60%) and the instrument panel air pressure value reaches the cut-off pressure of the current vehicle mode, the vehicle control unit (VCU) generates an overtaking assist command. The vehicle control unit (VCU) controls the pressure regulating solenoid valve to open, unloading the air compressor and stopping pumping air, thus concentrating the engine power for vehicle acceleration. The vehicle control unit (VCU) monitors the air pressure signal on the instrument panel in real time. When the air pressure drops to the cut-in pressure of the current vehicle mode, the VCU controls the pressure regulating solenoid valve to close, thus ending the overtaking assist function. It also includes a dryer tank replacement prediction step: The vehicle control unit (VCU) accumulates the filtered air volume value of the semi-electric air dryer (S-APU) to obtain the cumulative air volume. :

[0034] in, The air volume pumped by the air compressor at each sampling time. The sampling time interval is, for example, 0.1-1 seconds; Accumulated gas volume Compare with the set gas volume lifespan value L of the dryer; When the cumulative gas volume When the dryer reaches the third set percentage (e.g., 85%) of the set air volume life value L, the vehicle control unit (VCU) sends an expiration reminder to the instrument panel. When the cumulative gas volume When the fourth set ratio (e.g., 100%) of the dryer's set air volume lifespan value L is reached, the vehicle control unit (VCU) sends an end-of-life warning to the instrument panel. When the cumulative gas volume When the dryer reaches the fifth set percentage (e.g., 150%) of the set air volume life value L, the vehicle control unit (VCU) sends an overdue warning to the instrument panel. It also includes the electric regeneration step: The vehicle control unit (VCU) monitors engine speed and engine torque signals. When the engine speed and torque are both 0 and the duration reaches the first set time period (e.g., 15 seconds), the vehicle control unit (VCU) generates a power-down regeneration command. The vehicle control unit (VCU) controls the opening of the pressure regulating solenoid valve and the regeneration solenoid valve, maintaining a forced unloading for a second set time period (e.g., 60 seconds) to purge the gas inside the power supply steel pipe between the air compressor and the semi-electrically controlled air dryer (S-APU). After the second set time period, the vehicle controller (VCU) controls the pressure regulating solenoid valve and the regeneration solenoid valve to close. It also includes fault diagnosis steps: The semi-electric air dryer S-APU performs self-tests on its electronic and mechanical systems, monitoring for faults in the pressure regulating solenoid valve and regeneration solenoid valve, pressure sensor malfunctions, and dryer tank blockage. When a fault is detected, the semi-electronic air dryer S-APU sends the fault information to the vehicle control unit (VCU) via the CAN bus; The vehicle control unit (VCU) receives fault information and controls the instrument panel to display corresponding alarm information, determines the fault level, and displays different alarm levels according to the fault level.

[0035] 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.

[0036] For example, to make the technical solution of the present invention clearer, the following uses a 420-horsepower heavy commercial vehicle as an example to pre-configure the parameters of each core component of the system. The specific parameters are as follows: The vehicle control unit (VCU) has the following pre-stored parameters: a first set ratio (engine rated torque percentage) of 80%, a second set ratio (accelerator pedal depth threshold) of 60%, a first set amplitude (pressure increase in reverse towing mode) of 1.0 bar, a second set amplitude (pressure increase in normal mode cut-off) of 0.5 bar, a third set amplitude (pressure decrease in load mode cut-off) of 0.8 bar, a first set time period (power-off regeneration trigger delay) of 15 seconds, a second set time period (forced unloading duration) of 60 seconds, a dryer tank set air volume life value L of 5000 m³, a third set ratio (nearly expiration warning threshold) of 85%, a fourth set ratio (expiration warning threshold) of 100%, and a fifth set ratio (overdue warning threshold) of 150%, a correction coefficient k of 1.0, and an air compressor transmission efficiency η of 0.9. The air compressor has a displacement V of 0.3 m³ / min and a rated working pressure range of 8-10 bar. It is connected to the semi-electrically controlled air dryer S-APU through a power supply steel pipe (e.g., 15 mm in diameter and 3 m in length). The power supply steel pipe is wrapped with an insulation layer to prevent the air inside the pipe from freezing in winter. The S-APU semi-electric air dryer has a default inlet pressure of 8 bar and a default shut-off pressure of 10 bar. The drying tank is filled with molecular sieve desiccant with a filling amount of 1.2 kg. The pressure sensor has a measurement accuracy of ±0.05 bar, and the response time of the pressure regulating solenoid valve and the regeneration solenoid valve is ≤100 ms. Air reservoir: 50L capacity, working pressure range is the same as the semi-electric air dryer S-APU, equipped with a pressure safety valve, which automatically releases pressure when the internal pressure exceeds 11 bar to ensure system safety; Based on the above component parameters, the vehicle control unit (VCU) collects engine torque signals in real time to determine the vehicle mode and simultaneously adjusts the pressure parameters of the semi-electronic air dryer (S-APU). Specific scenarios are as follows: Anti-towing mode (e.g., downhill coasting scenario): Based on the vehicle mode determination method, when the vehicle is traveling on a long downhill section, the driver releases the accelerator pedal, and the engine torque drops to -50N. When m (≤0), the vehicle control unit (VCU) determines that the vehicle has entered the anti-towing mode. At this time, the VCU controls the pressure regulating solenoid valve to increase the cut-in pressure of the semi-electric air dryer (S-APU) from 8 bar to 9 bar by 1.0 bar, while keeping the cut-off pressure at 10 bar. This adjustment can reduce the frequency of air compressor start-up and reduce engine load by utilizing the vehicle's coasting inertia. According to actual measurements, fuel consumption can be reduced by 0.3L per 10km in this mode. Normal mode (e.g., constant speed driving on urban roads): Based on the vehicle mode determination method, the vehicle travels at a constant speed of 60km / h on main urban roads, with the engine torque remaining stable at 300N. m (0 < 300 < 80% × 500 (engine rated torque) = 400), the vehicle control unit (VCU) determines it to be in normal mode; the VCU controls the semi-electric air dryer (S-APU) to maintain the cut-in pressure at 8 bar, and increases the cut-off pressure by 0.5 bar to 10.5 bar; this setting can increase the air storage capacity of the air tank, reduce the frequent start-stop of the air compressor, and reduce the working time of the air compressor by 30% in congested areas during morning and evening rush hours; Loaded mode (e.g., fully loaded hill climbing scenario): Based on the vehicle mode determination method, if the vehicle is carrying 30 tons of cargo and is traveling on a 15° slope, the engine torque will increase to 450N. When m (≥400), the vehicle control unit (VCU) determines that it is in load mode; the VCU controls the semi-electric air dryer (S-APU) to maintain the cut-in pressure at 8 bar and reduce the cut-off pressure by 0.8 bar to 9.2 bar; this adjustment can quickly meet the air demand of the braking system, while avoiding excessive power consumption of the engine due to driving the air compressor, ensuring the vehicle's climbing power, and the measured climbing speed can be increased by 5%-8%; The intelligent regeneration function is triggered by real-time calculation of pump air volume and air pressure monitoring by the vehicle control unit (VCU). The specific execution process is as follows: After the vehicle has been driving continuously for 2 hours in normal mode, the vehicle control unit (VCU) monitors in real time that the air pressure of the semi-electric air dryer (S-APU) has reached the cut-off pressure of 10.5 bar. Using the formula Q=kVη, where k=1.0, V=0.3m³ / min, and η=0.9, the set pumping volume value Q=0.27m³ / min is calculated. At the same time, the actual pumping volume of the air compressor is collected as 0.29m³ / min (≥0.27m³ / min), which meets the regeneration trigger condition. The vehicle control unit (VCU) immediately sends a control command to the semi-electric air dryer (S-APU), opening the pressure regulating solenoid valve and the regeneration solenoid valve. The dry compressed air in the air tank flows in reverse through the outlet, passing through the regeneration solenoid valve, the drying tank, and the unloading valve, regenerating the molecular sieve desiccant. During the backflushing process, the pressure sensor provides real-time feedback on the air pressure changes of the S-APU. When the air pressure drops to the cut-in pressure of 8 bar, the VCU controls the solenoid valve to close, stopping the regeneration. This regeneration process takes 25 seconds. After testing, the desiccant's moisture absorption capacity is restored to more than 95% of its initial state, effectively preventing water accumulation in the air tank. Compared to a mechanical dryer, each regeneration reduces air pressure consumption by 0.8 bar. When the vehicle is in overtaking mode, the vehicle control unit (VCU) monitors the accelerator pedal depth and current air pressure to trigger the overtaking assist function to concentrate engine power. The specific process is as follows: When a vehicle is traveling at 80 km / h on the highway, the driver needs to overtake a slower vehicle ahead. The driver presses the accelerator pedal deeply. The vehicle control unit (VCU) detects that the accelerator pedal depth has reached 75% (>60%, where 60% is the pre-stored second setting ratio, i.e., the accelerator pedal depth threshold), and the instrument panel displays that the current air pressure is 10.5 bar (reaching the normal mode cutoff pressure). The driver immediately generates an overtaking assistance command. The vehicle control unit (VCU) opens the pressure regulating solenoid valve, which in turn activates the unloading valve, switching the air compressor's air supply path to atmospheric connection. The air compressor stops pumping air, and all engine power is concentrated on vehicle acceleration. During overtaking, the VCU continuously monitors the instrument panel air pressure. When the air pressure drops to the cut-in pressure of 8 bar, it closes the pressure regulating solenoid valve, the air compressor resumes pumping air, and the overtaking assist function ends. This overtaking process takes 15 seconds, reducing vehicle acceleration time by 20% compared to when there is no overtaking assist function, while also avoiding wasted engine power. The vehicle control unit (VCU) accumulates the air volume pumped by the air compressor in real time and compares it with the set life value of the dryer to realize a replacement warning. The specific prediction process is as follows: The vehicle control unit (VCU) collects the air compressor pump volume (Q) in real time at a sampling time interval of 0.5s and calculates the filtered air volume TQ=Σ(Q×Δt); after the vehicle has accumulated 100,000 kilometers of driving, the vehicle control VCU calculates TQ=4250m³. Comparing TQ with the dryer can's set air volume life value L=5000m³, 4250m³=85%×5000m³, reaching the impending expiration warning threshold, the vehicle control unit (VCU) immediately sends a "Dryer can't expire soon, please replace it in time" message to the instrument panel; when the vehicle continues to travel to 115,000 kilometers, TQ=5000m³, reaching the expiration warning threshold, the instrument panel displays "Dryer can't expired, must be replaced immediately"; if not replaced in time, when the vehicle travels to 150,000 kilometers, TQ=7500m³=150%×5000m³, the instrument panel issues an alarm message "Dryer can't expired, there is a safety hazard" accompanied by a buzzer. After the vehicle is turned off, the vehicle control unit (VCU) monitors the engine status with a delay and triggers the regenerative braking function to expel residual gases from the pipeline, preventing icing in winter. The specific operation is as follows: After the vehicle arrives at its destination, the driver turns off the engine, and the vehicle control unit (VCU) continuously monitors the engine speed and torque signals; when it detects that the engine speed is 0 r / min and the torque is 0 N, the VCU will take action. m, and when this state lasts for 15 seconds (the first set time period), the vehicle controller VCU generates a power-down regeneration command; The vehicle control unit (VCU) controls the opening of the pressure regulating solenoid valve and regeneration solenoid valve of the semi-electric air dryer (S-APU) to begin forced unloading. Residual gas in the power supply steel pipe is discharged through the unloading valve. After 60 seconds (the second set time period), the VCU determines that the gas in the power supply steel pipe has been completely discharged and controls the solenoid valve to close. In winter environments of -10℃, this operation ensures that there is no liquid water residue in the power supply steel pipe, completely avoiding the risk of pipe freezing and blockage, and ensuring that the braking system works normally during the next start-up. By analyzing the self-test of the semi-electric air dryer (S-APU) and the fault level of the vehicle control unit (VCU), fault warning and safety assurance are achieved. Taking the regenerative solenoid valve fault as an example, the specific handling process is as follows: During vehicle operation, the semi-electronic air dryer (S-APU) periodically performs self-checks on its electronic and mechanical systems. When a short circuit is detected in the regenerative solenoid valve coil, the S-APU sends the regenerative solenoid valve fault information to the vehicle control unit (VCU) via the CAN bus. After receiving fault information, the vehicle control unit (VCU) immediately analyzes the fault level (e.g., it is determined to be a level 2 fault, affecting the regeneration function but not the basic braking; the fault level classification is based on the fault level definition: level 1 fault: affects braking safety; level 2 fault: affects auxiliary functions; level 3 fault: minor abnormality), and controls the instrument panel to display a yellow fault light. At the same time, a text prompt "Regeneration solenoid valve malfunction, please check as soon as possible" pops up on the screen. If the fault persists, the VCU will trigger a buzzer every 30 seconds to remind the driver to repair in time to avoid water accumulation in the air tank due to the inability of the desiccant to regenerate, thus ensuring the safety of the braking system.

[0037] 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 VCU coordinated control air handling system, characterized in that, The vehicle controller VCU, air compressor, semi-electronic air dryer S-APU and air cylinder are included. The vehicle controller VCU is in communication connection with the semi-electronic air dryer S-APU, engine control unit and instrument panel through CAN bus. The semi-electronic air dryer S-APU is provided with an air inlet, an air outlet, a pressure regulating electromagnetic valve and a regeneration electromagnetic valve. The air compressor is connected with the air inlet through a power supply steel pipe and used for delivering compressed air to the semi-electronic air dryer S-APU. The air cylinder is connected with the air outlet of the semi-electronic air dryer S-APU and used for storing dried compressed air and providing a back blowing source for regeneration. The pressure regulating electromagnetic valve and the regeneration electromagnetic valve of the semi-electronic air dryer S-APU are connected with the vehicle controller VCU and receive control instructions from the vehicle controller VCU. The vehicle controller VCU collects vehicle state parameters through CAN bus, judges the current mode of the vehicle based on the vehicle state parameters, generates control instructions according to the current mode of the vehicle, controls the operation of the pressure regulating electromagnetic valve and the regeneration electromagnetic valve of the semi-electronic air dryer S-APU, and interacts with the instrument panel to output control state information.

2. The VCU coordinated control air handling system of claim 1, wherein, The vehicle state parameters collected by the vehicle controller VCU include engine speed, torque, instrument air pressure, air compressor pump air volume and semi-electronic air dryer S-APU air pressure signal. The semi-electronic air dryer S-APU further includes a drying tank, a pressure sensor and a unloading valve. The drying tank is provided with a drying agent to dry the high-temperature and humid air provided by the air compressor. The pressure sensor is used to monitor the air pressure of the semi-electronic air dryer S-APU in real time and provide the vehicle controller VCU. The unloading valve is a pneumatic control valve, the control air path of the unloading valve is connected with the output port of the pressure regulating electromagnetic valve and controlled by the pressure regulating electromagnetic valve. When the pressure regulating electromagnetic valve is opened, the compressed air drives the unloading valve to act, switches the air inlet path of the air compressor to communicate with the atmosphere, and realizes unloading.

3. A VCU coordinated control air handling method, characterized by, The method comprises the following steps: S1. The vehicle controller VCU collects vehicle state parameters through CAN bus, and the vehicle state parameters include engine speed, engine torque, instrument air pressure, air compressor pump air volume and semi-electronic air dryer S-APU air pressure signal; S2. The vehicle controller VCU judges the current mode of the vehicle based on the vehicle state parameters; S3. The vehicle controller VCU generates control instructions according to the current mode of the vehicle, controls the operation of the pressure regulating electromagnetic valve and the regeneration electromagnetic valve of the semi-electronic air dryer S-APU; S4. The vehicle controller VCU interacts with the instrument panel to output control state information.

4. The VCU coordinated air handling method of claim 3, wherein, The specific method for the vehicle controller VCU to judge the current mode of the vehicle in step S2 comprises: When the engine torque is ≤0, it is judged that the vehicle is in the reverse towing mode; When 0<engine torque<first set proportion×rated torque, it is judged that the vehicle is in the normal mode; When the engine torque is ≥first set proportion×rated torque, it is judged that the vehicle is in the load mode; Wherein, the engine torque is obtained from the engine control unit through CAN bus, and the first set proportion is a proportion value pre-stored in the vehicle controller VCU.

5. The VCU coordinated air handling method of claim 4, wherein, The method further comprises an intelligent pressure regulating step: In the reverse towing mode, the vehicle control unit VCU controls to increase the cut-in pressure of the semi-electric air dryer S-APU according to a first set amplitude, while keeping the cut-off pressure unchanged; In the normal mode, the vehicle control unit VCU controls to keep the cut-in pressure of the semi-electric air dryer S-APU unchanged, while increasing the cut-off pressure according to a second set amplitude; In the load mode, the vehicle control unit VCU controls to keep the cut-in pressure of the semi-electric air dryer S-APU unchanged, while decreasing the cut-off pressure according to a third set amplitude; The first set amplitude, the second set amplitude and the third set amplitude are pressure adjustment values pre-stored in the VCU, and the adjustment of the cut-in pressure and the cut-off pressure is realized by the pressure regulating solenoid valve controlled by the vehicle control unit VCU.

6. The VCU coordinated air handling method of claim 5, wherein, It also includes an intelligent regeneration step: The vehicle control unit VCU monitors the air pressure signal of the semi-electric air dryer S-APU and the air pump capacity signal in real time; When the air pressure of the semi-electric air dryer S-APU reaches the cut-off pressure and the air pump capacity is greater than or equal to the set pump capacity value Q, the vehicle control unit VCU controls the pressure regulating solenoid valve and the regeneration solenoid valve to open; The dry compressed air in the air cylinder flows reversely through the regeneration solenoid valve, the drying tank and the unloading valve, realizing the back blowing regeneration of the drying agent; When the air pressure of the semi-electric air dryer S-APU decreases to the cut-in pressure, the vehicle control unit VCU controls the pressure regulating solenoid valve and the regeneration solenoid valve to close, stopping the regeneration; The set pump capacity value Q is calculated based on the displacement of the air compressor and the transmission efficiency: The calculation formula is: Wherein, k is the correction coefficient, V is the displacement of the air compressor, and η is the transmission efficiency.

7. The VCU coordinated air handling method of claim 6, wherein, It also includes an overtaking assistance step: The vehicle control unit VCU monitors the instrument panel air pressure signal and the throttle pedal depth signal of the engine control unit in real time; When the monitored throttle pedal depth is greater than the second set proportion and the instrument panel air pressure value reaches the cut-off pressure in the current mode of the vehicle, the vehicle control unit VCU generates an overtaking assistance instruction; The vehicle control unit VCU controls the pressure regulating solenoid valve to open, so that the air compressor is unloaded and stops pumping, and the engine power is concentrated for vehicle acceleration; The vehicle control unit VCU monitors the instrument panel air pressure signal in real time, and when the air pressure value decreases to the cut-in pressure in the current mode of the vehicle, the vehicle control unit VCU controls the pressure regulating solenoid valve to close, ending the overtaking assistance function.

8. The VCU coordinated air handling method of claim 7, wherein, It also includes a drying tank replacement prediction step: The vehicle control unit VCU accumulates the filtered air volume value of the semi-electronic air dryer S-APU to obtain an accumulated air volume : wherein, Qpump is the air compressor pump capacity for each sampling time, is the sampling time interval; accumulated gas volume is compared with the gas volume life value L set for the drying tank. When the cumulative gas volume When the third set ratio of the dryer's set air volume lifespan value L is reached, the vehicle control unit (VCU) sends an expiration reminder to the instrument panel. When the cumulative gas volume When the fourth set ratio of the dryer's set air volume lifespan value L is reached, the vehicle control unit (VCU) sends an end-of-life warning to the instrument panel. When the cumulative gas volume When the fifth set ratio of the dryer's set air volume lifespan value L is reached, the vehicle control unit (VCU) sends an overdue warning to the instrument panel.

9. The VCU coordinated air handling method of claim 8, wherein, It also includes a power-off regeneration step: The vehicle control unit VCU monitors the engine speed signal and the engine torque signal; When the engine speed and torque are both 0 and the duration reaches the first set time period, the vehicle control unit VCU generates a power-off regeneration instruction; The vehicle control unit VCU controls the pressure regulating solenoid valve and the regeneration solenoid valve to open, maintaining the second set time period to force unloading and exhaust the gas in the energy supply steel pipe between the air compressor and the semi-electric air dryer S-APU; After the second set time period, the vehicle control unit VCU controls the pressure regulating solenoid valve and the regeneration solenoid valve to close.

10. The VCU coordinated air handling method of claim 9, wherein, It also includes a fault diagnosis step: The semi-electric air dryer S-APU performs self-checking of electronic and mechanical systems, monitors the faults of the pressure regulating solenoid valve and the regeneration solenoid valve, the faults of the pressure sensor and the blockage state of the drying tank; When detecting the fault, the semi-electronic air dryer S-APU sends the fault information to the vehicle controller VCU through the CAN bus; The vehicle controller VCU receives the fault information and controls the instrument panel to display corresponding alarm information, determines the fault level and displays different alarm levels according to the fault level.

Images