Vehicle air system and method of controlling the same

Abstract

This invention discloses a vehicle gas system and its control method, belonging to the field of vehicle gas optimization technology. The vehicle gas system provided by this invention has an intake pre-processor connected to a compressor. The compressor outlet is divided into four paths via a first distribution valve group: the first path connects to a second distribution valve group via a high-pressure storage tank group; the second path connects directly to the second distribution valve group; the third path connects to a medium-pressure storage tank group and the third distribution valve group via a first pressure-reducing valve group; and the fourth path connects to a low-pressure storage tank group and the fourth distribution valve group via a second pressure-reducing valve group. The second, third, and fourth distribution valve groups are respectively connected to the high-pressure, medium-pressure, and low-pressure gas systems, and each distribution valve group is connected to the compressor via a return valve. The outlet of each gas system is connected back to the intake pre-processor. A controller electrically connects to each control component, intelligently coordinating the gas flow direction. This enables flexible distribution of compressed gas across multiple pressure levels and residual gas recovery, reducing frequent compressor start-stop cycles and lowering energy consumption.

Description

Technical Field

[0001] This invention relates to the field of vehicle gas consumption optimization technology, specifically to a vehicle gas consumption system and its control method. Background Technology

[0002] With the rapid development of automotive technology, modern vehicles have an increasing demand for high-pressure gases, and their application has permeated many functional systems. For example, in passenger cars and commercial vehicles, air suspension systems typically require 12-20 bar of air pressure to adjust vehicle height and ride comfort; braking systems rely on 6-8 bar of air pressure to ensure driving safety; and seat support systems, massage systems, pneumatic cleaning systems, and oxygen generation systems operate within pressure ranges of 0.5-2.5 bar, 0.5-1 bar, 1-7 bar, and 0.5-1 bar, respectively. The stable operation of these systems directly affects the overall performance of the vehicle and the comfort experience of the passengers.

[0003] Currently, vehicle air systems generally follow the design concept of traditional gasoline vehicles, with each high-pressure, medium-pressure, and low-pressure air system being independently configured. Specifically, subsystems with different pressure requirements, such as air suspension, braking, and seat support, each require independent compressors, air tanks, dryers, gas pipelines, and corresponding controllers. This independent design mode results in multiple compressors being installed on the vehicle simultaneously. During vehicle operation, these multiple compressors frequently start and repeatedly perform work, leading to excessive energy consumption and significant waste.

[0004] Therefore, how to reduce the energy consumption of multi-stage gas consumption systems in vehicles has become a technical challenge that urgently needs to be overcome by those skilled in the art. Summary of the Invention

[0005] The purpose of this invention is to provide a vehicle gas system and its control method to overcome the problem of excessive energy consumption caused by the independent operation of multiple compressors in the prior art.

[0006] The present invention solves the above-mentioned technical problems through the following technical solution: This invention provides a vehicle air supply system, comprising: an intake pre-processor, a compressor, a high-pressure air supply system, a medium-pressure air supply system, a low-pressure air supply system, a high-pressure storage tank group, a medium-pressure storage tank group, a low-pressure storage tank group, a valve unit, and a controller. The controller is electrically connected to the intake pre-processor, the compressor, the high-pressure storage tank group, the medium-pressure storage tank group, the low-pressure storage tank group, and the valve unit. The valve unit includes a return valve, a first distribution valve group, a second distribution valve group, a third distribution valve group, a fourth distribution valve group, a first pressure reducing valve group, and a second pressure reducing valve group. The intake pre-processor is sequentially connected to the compressor and the first distribution valve group. The outlet of the first distribution valve group is divided into four paths: the first path connects to the second distribution valve group via a high-pressure storage tank group; the second path connects directly to the second distribution valve group; the third path connects to the first pressure reducing valve group; and the fourth path connects to the second pressure reducing valve group. The outlet of the second distribution valve group is divided into two paths: the first path connects to the first pressure reducing valve group; and the second path connects to the compressor via a return valve. The outlet of the first pressure reducing valve group is also divided into two paths: the first path connects to the third distribution valve group via a medium-pressure storage tank group; and the second path connects directly to the third distribution valve group. The outlet of the third distribution valve group is divided into two paths: the first path connects to the compressor via a return valve; and the second path connects to the second pressure reducing valve group. The outlet of the second pressure reducing valve group is also divided into two paths: the first path connects to the fourth distribution valve group via a low-pressure storage tank group; and the second path connects directly to the fourth distribution valve group. The outlet of the fourth distribution valve group connects to the compressor via a return valve. The high-pressure gas system is connected to the second distribution valve group, the medium-pressure gas system is connected to the third distribution valve group, and the low-pressure gas system is connected to the fourth distribution valve group. The outlets of the high-pressure gas system, the medium-pressure gas system, and the low-pressure gas system are all connected to the intake preprocessor, which is connected to the external atmospheric environment.

[0007] A further improvement of the present invention is that, when there are multiple high-pressure air supply systems, medium-pressure air supply systems, or low-pressure air supply systems in the vehicle, the multiple high-pressure air supply systems are connected in parallel and are all connected to the second distribution valve group; the multiple medium-pressure air supply systems are connected in parallel and are all connected to the third distribution valve group; and the multiple low-pressure air supply systems are connected in parallel and are all connected to the fourth distribution valve group.

[0008] A further improvement of the present invention is that the pressure bearing limit of the high-pressure storage tank group is not less than 35 bar; the pressure bearing limit of the medium-pressure storage tank group is not less than 25 bar; and the pressure bearing limit of the low-pressure storage tank group is not less than 15 bar.

[0009] A further improvement of the present invention is that the compressor is a positive displacement compressor or a speed compressor driven by a variable frequency DC brushless motor.

[0010] The present invention also provides a control method for a vehicle gas system as described above, wherein the vehicle gas system is capable of operating in a first operating mode, a second operating mode, a third operating mode, a fourth operating mode, and a fifth operating mode, wherein the first operating mode includes a high-pressure gas replenishment operating mode, a medium-pressure gas replenishment operating mode, and a low-pressure gas replenishment operating mode; the second operating mode includes a high-pressure gas consumption operating mode; the third operating mode includes a medium-pressure gas consumption operating mode; the fourth operating mode includes a low-pressure gas consumption operating mode; and the fifth operating mode includes a high-pressure gas recovery operating mode, a high-pressure gas venting operating mode, a medium-pressure gas recovery operating mode, a medium-pressure gas venting operating mode, and a low-pressure gas venting operating mode. The control method for the vehicle's gas system includes the following steps: The comprehensive objective function value for each operating mode is calculated as follows: The controlled components involved in the operating loop of the operating mode to be calculated are obtained; the control parameters of the controlled components are defined; and based on the control parameters, a comprehensive objective function is preset. The control parameters include the time taken for the controlled component to complete the controller instruction from receiving it. T settle Energy consumed by the controlled component from receiving controller commands to completing controller commands. E consume and the pressure loss of the controlled component during the process from receiving the controller command to completing the controller command. ΔP max ; Based on the preset comprehensive objective function, a central composite design simulation experiment is conducted on the control parameters. Based on the experimental results, a second-order response surface model is fitted. The second-order response surface model is used as the fitness function, and a genetic algorithm is used to solve the optimal solution of the control parameters to calculate the comprehensive objective function value. When the vehicle's gas system is used to provide gas for a high-pressure system, the first, second, and fifth operating modes with the minimum comprehensive objective function values ​​are selected respectively. The controller issues commands to cause the vehicle's gas system to operate sequentially in these selected modes. Similarly, when the vehicle's gas system is used to provide gas for a medium-pressure system, the first, third, and fifth operating modes with the minimum comprehensive objective function values ​​are selected respectively. The controller issues commands to cause the vehicle's gas system to operate sequentially in these selected modes. Finally, when the vehicle's gas system is used to provide gas for a low-pressure system, the first, fourth, and fifth operating modes with the minimum comprehensive objective function values ​​are selected respectively. The controller issues commands to cause the vehicle's gas system to operate sequentially in these selected modes.

[0011] A further improvement of the present invention is that, when the first operating mode is the high-pressure gas replenishment operating mode, the external atmospheric environment is sequentially connected to the high-pressure storage tank group via the intake preprocessor, the compressor, and the first distribution valve group; When the first operating mode is the medium-pressure gas replenishment operating mode, the external atmospheric environment is connected to the medium-pressure storage tank group in sequence through the air intake preprocessor, compressor, first distribution valve group, and first pressure reducing valve group; When the first operating mode is the low-pressure gas replenishment operating mode, the external atmospheric environment is connected to the low-pressure storage tank group in sequence through the air intake preprocessor, compressor, first distribution valve group, and second pressure reducing valve group. When the second operating mode is the high-pressure gas consumption operating mode, the high-pressure storage tank group is connected to the high-pressure gas consumption system through the second distribution valve group; When the third operating mode is the medium-pressure gas consumption operating mode, the medium-pressure storage tank group is connected to the medium-pressure gas consumption system through the third distribution valve group; When the fourth operating mode is the low-pressure gas consumption operating mode, the low-pressure storage tank group is connected to the low-pressure gas consumption system through the fourth distribution valve group; When the fifth operating mode is the high-pressure gas recovery operating mode, the high-pressure gas system is connected to the medium-pressure storage tank group in sequence through the second distribution valve group and the first pressure reducing valve group. When the fifth operating mode is the high-pressure gas venting operating mode, the high-pressure gas system is connected to the external atmospheric environment through the air intake preprocessor; When the fifth operating mode is the medium-pressure gas recovery operating mode, the medium-pressure gas system is connected to the low-pressure storage tank group in sequence through the third distribution valve group and the second pressure reducing valve group. When the fifth operating mode is the medium-pressure gas venting operating mode, the medium-pressure gas system is connected to the external atmospheric environment through the air intake preprocessor; When the fifth operating mode is the low-pressure gas venting operating mode, the low-pressure gas system is connected to the external atmospheric environment through the air intake preprocessor.

[0012] A further improvement of the present invention is that, when the air replenishment response time of the vehicle air system is required to be less than the external air replenishment time, the first operating mode includes a high-pressure boosting air replenishment operating mode, a low-to-high cross-level boosting air replenishment operating mode, a low-to-medium cross-level boosting air replenishment operating mode, and a medium-to-high cross-level boosting air replenishment operating mode. When the high-pressure storage tank group cannot work normally, the second operating mode includes the medium-high cross-stage gas consumption operating mode, the low-high cross-stage gas consumption operating mode, and the compressor direct supply high-pressure gas consumption operating mode. When the medium-pressure storage tank group cannot work normally, the third operating mode includes high-medium cross-stage gas consumption operating mode, low-medium cross-stage gas consumption operating mode and compressor direct supply medium-pressure gas consumption operating mode; When the low-pressure storage tank group cannot work normally, the fourth operating mode includes high-low cross-stage gas consumption operating mode, medium-low cross-stage gas consumption operating mode and compressor direct supply low-pressure gas consumption operating mode; When the total gas volume in the vehicle's gas system is less than the design value, the fifth operating mode includes a high-pressure gas boosting and recovery operating mode, a medium-pressure gas boosting and recovery operating mode, and a low-pressure gas boosting and recovery operating mode.

[0013] A further improvement of the present invention is that, when the first operating mode is the high-pressure boosting and gas replenishment operating mode, the outlet of the high-pressure storage tank group is connected to the inlet of the high-pressure storage tank group in sequence through the second distribution valve group, the return gas valve, the compressor, and the first distribution valve group, and the high-pressure gas system is connected to the second distribution valve group. When the first operating mode is the low-high cross-stage pressurization and gas replenishment operating mode, the low-pressure storage tank group is connected to the high-pressure storage tank group in sequence through the fourth distribution valve group, the return gas valve, the compressor, and the first distribution valve group; When the first operating mode is the low-to-medium stage pressurization and gas replenishment operating mode, the low-pressure storage tank group is connected to the medium-pressure storage tank group in sequence through the fourth distribution valve group, the return gas valve, the compressor, the first distribution valve group, and the first pressure reducing valve group; When the first operating mode is the medium-high cross-stage pressurization and gas replenishment operating mode, the medium-pressure storage tank group is connected to the high-pressure storage tank group in sequence through the third distribution valve group, the return gas valve, the compressor, and the first distribution valve group; When the second operating mode is the medium-high cross-level gas consumption operating mode, the medium-pressure storage tank group is connected to the high-pressure gas consumption system in sequence through the third distribution valve group, return gas valve, compressor, first distribution valve group, and second distribution valve group; When the second operating mode is the low-to-high cross-level gas consumption operating mode, the low-pressure storage tank group is connected to the high-pressure gas consumption system in sequence through the fourth distribution valve group, the return gas valve, the compressor, the first distribution valve group, and the second distribution valve group; When the second operating mode is the compressor direct supply high-pressure gas operating mode, the external atmospheric environment is connected to the high-pressure gas system in sequence through the intake preprocessor, compressor, first distribution valve group, and second distribution valve group; When the third operating mode is the high-medium cross-level gas consumption operating mode, the high-pressure storage tank group is connected to the medium-pressure gas consumption system in sequence through the second distribution valve group, the first pressure reducing valve group, and the third pressure reducing valve group; When the third operating mode is the low-to-medium pressure gas consumption operating mode, the low-pressure storage tank group is connected to the medium-pressure gas consumption system in sequence through the fourth distribution valve group, return gas valve, compressor, first distribution valve group, first pressure reducing valve group, and third distribution valve group; When the third operating mode is the compressor direct supply medium-pressure gas operating mode, the external atmospheric environment is connected to the medium-pressure gas system in sequence through the intake preprocessor, compressor, first distribution valve group, first pressure reducing valve group, and third distribution valve group; When the fourth operating mode is the high-low cross-level gas consumption operating mode, the high-pressure storage tank group is connected to the low-pressure gas consumption system in sequence through the second distribution valve group, the first pressure reducing valve group, the third distribution valve group, the second distribution valve group, and the fourth distribution valve group. When the fourth operating mode is the medium-low cross-level gas consumption operating mode, the medium-pressure storage tank group is connected to the low-pressure gas consumption system in sequence through the third distribution valve group, the second distribution valve group, and the fourth distribution valve group; When the fourth operating mode is the compressor direct supply low-pressure gas operating mode, the external atmospheric environment is connected to the low-pressure gas system in sequence through the intake preprocessor, compressor, first distribution valve group, second pressure reducing valve group, and fourth distribution valve group; When the fifth operating mode is the high-pressure gas boosting and recovery operating mode, the high-pressure gas system is connected to the high-pressure storage tank group in sequence through the second distribution valve group, the return gas valve, the compressor, and the first distribution valve group; When the fifth operating mode is the medium-pressure gas boosting and recovery operating mode, the medium-pressure gas system is connected to the medium-pressure storage tank in sequence through the third distribution valve group, the return gas valve, the compressor, the first distribution valve group, and the first pressure reducing valve group; When the fifth operating mode is the low-pressure gas boosting and recovery operating mode, the low-pressure gas system is connected to the low-pressure storage tank group in sequence through the fourth distribution valve group, the return gas valve, the compressor, the first distribution valve group, and the second pressure reducing valve group.

[0014] A further improvement of this invention lies in that, based on a preset comprehensive objective function, a central composite design simulation experiment is conducted, and based on the experimental results, a second-order response surface model is fitted, which can replace the following steps: The time from receiving a controller command to completing a controller command from the controlled component T settle As optimization variables, the Plackett-Burman experimental design method was used to screen out non-critical and critical factors among the optimization variables. Default values ​​were used to replace non-critical factors, and central composite design simulation experiments were conducted on the critical factors. Based on the experimental results, a second-order response surface model was obtained.

[0015] A further improvement of this invention is that the comprehensive objective function is specifically:

[0016] in, The overall objective function; for Weighting coefficients; for Weighting coefficients; for The weighting coefficients.

[0017] Compared with the prior art, the positive and progressive effects of the present invention are as follows: The vehicle gas supply system provided by this invention includes an intake pre-processor connected to a compressor. The compressor outlet is divided into four paths via a first distribution valve group: the first path connects to a second distribution valve group via a high-pressure storage tank group; the second path connects directly to the second distribution valve group; the third path connects to a medium-pressure storage tank group and the third distribution valve group via a first pressure-reducing valve group; and the fourth path connects to a low-pressure storage tank group and the fourth distribution valve group via a second pressure-reducing valve group. The second, third, and fourth distribution valve groups are respectively connected to the high-pressure, medium-pressure, and low-pressure gas supply systems, and each distribution valve group is connected to the compressor via a return valve. The outlet of each gas supply system is connected back to the intake pre-processor. A controller electrically connects to each control component, intelligently coordinating the gas flow direction. This enables flexible distribution of compressed gas across multiple pressure levels and residual gas recovery, reducing frequent compressor start-stop cycles and lowering energy consumption.

[0018] The control method for a vehicle gas system provided by this invention defines the time, energy, and pressure loss of the controlled component as control parameters and presets a comprehensive objective function to provide a precise basis for optimization. It employs a central composite design simulation experiment to fit a second-order response surface model and combines it with a genetic algorithm to solve for the optimal control parameters, thereby improving control accuracy and efficiency. For different gas pressure requirements, it dynamically selects the combination of modes with the smallest comprehensive objective function value and executes them sequentially, achieving intelligent path optimization. The control method provided by this invention can effectively reduce system energy consumption, improve response speed, and completely solve the problem of high energy consumption in traditional control systems.

[0019] Furthermore, by introducing Plackett-Burman experimental design to critically screen the time factors in the control parameters, identifying and eliminating non-critical factors with minor impact, and conducting central composite design simulation experiments only on the critical factors, the variable set is effectively simplified and the number of experiments is reduced. While ensuring the accuracy of the fitted second-order response surface model, the computational efficiency and execution speed of the optimization process are significantly improved, making system response optimization more efficient and practical. Attached Figure Description

[0020] The accompanying drawings are provided to further understand the invention and constitute a part of this invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0021] Figure 1 This is a schematic diagram of the vehicle gas system of the present invention; Figure 2 This is a flowchart illustrating the control method of the vehicle gas system of the present invention; Figure 3 This is a connection diagram for the high-pressure gas supply operation mode. Detailed Implementation

[0022] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, 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. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0023] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0024] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0025] In the description of the embodiments of the present invention, it should be noted that if terms such as "upper," "lower," "horizontal," or "inner" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of the invention is in use, they are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention. Furthermore, terms such as "first" and "second" are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0026] Furthermore, it should be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0027] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. This is an explanation of the present invention and not a limitation thereof.

[0028] See Figure 1 This invention provides a vehicle gas system. It includes: an intake pre-processor, a compressor, a high-pressure gas system, a medium-pressure gas system, a low-pressure gas system, a high-pressure storage tank group, a medium-pressure storage tank group, a low-pressure storage tank group, a valve unit, and a controller. The controller is electrically connected to the intake pre-processor, the compressor, the high-pressure storage tank group, the medium-pressure storage tank group, the low-pressure storage tank group, and the valve unit. The valve unit includes a return valve, a first distribution valve group, a second distribution valve group, a third distribution valve group, a fourth distribution valve group, a first pressure reducing valve group, and a second pressure reducing valve group. The intake pre-processor is sequentially connected to the compressor and the first distribution valve group. The outlet of the first distribution valve group is divided into four paths: the first path connects to the second distribution valve group via a high-pressure storage tank group; the second path connects directly to the second distribution valve group; the third path connects to the first pressure reducing valve group; and the fourth path connects to the second pressure reducing valve group. The outlet of the second distribution valve group is divided into two paths: the first path connects to the first pressure reducing valve group; and the second path connects to the compressor via a return valve. The outlet of the first pressure reducing valve group is also divided into two paths: the first path connects to the third distribution valve group via a medium-pressure storage tank group; and the second path connects directly to the third distribution valve group. The outlet of the third distribution valve group is divided into two paths: the first path connects to the compressor via a return valve; and the second path connects to the second pressure reducing valve group. The outlet of the second pressure reducing valve group is also divided into two paths: the first path connects to the fourth distribution valve group via a low-pressure storage tank group; and the second path connects directly to the fourth distribution valve group. The outlet of the fourth distribution valve group connects to the compressor via a return valve. The high-pressure gas system is connected to the second distribution valve group, the medium-pressure gas system is connected to the third distribution valve group, and the low-pressure gas system is connected to the fourth distribution valve group. The outlets of the high-pressure gas system, the medium-pressure gas system, and the low-pressure gas system are all connected to the intake preprocessor, which is connected to the external atmospheric environment.

[0029] The vehicle gas supply system provided by this invention solves the high energy consumption problem caused by the independent compressors in traditional vehicles by integrating and sharing a single compressor and optimizing the gas distribution path. Specifically, the intake pre-processor connects to the external atmospheric environment to pre-treat the air to remove impurities, ensuring the cleanliness of the gas entering the system and providing a foundation for subsequent compression; the compressor, as the core equipment, compresses the gas uniformly, avoiding the repetitive work of multiple independent compressors and reducing energy consumption; the high-pressure, medium-pressure, and low-pressure gas supply systems represent terminals with different pressure requirements, and are connected through the system to achieve unified hierarchical management of pressure; the high-pressure, medium-pressure, and low-pressure storage tank groups store compressed gas, providing pressure buffers and reducing frequent compressor start-stops; the valve unit includes a return valve, multiple distribution valve groups, and pressure reducing valve groups, and the controller is electrically connected to the storage tank groups and valve units to intelligently coordinate the gas flow direction. In gas distribution, the intake pre-processor is sequentially connected to the compressor and the first distribution valve group. The outlet of the first distribution valve group is divided into four paths: the first path connects to the second distribution valve group via a high-pressure storage tank group, allowing gas storage and use in the high-pressure system, providing a rapid high-pressure gas supply; the second path directly connects to the second distribution valve group, allowing gas to be directly supplied to the high-pressure system; the third path connects to the first pressure-reducing valve group, used for the medium-pressure gas system; and the fourth path connects to the second pressure-reducing valve group, used for the low-pressure gas system. This multi-path design allows for flexible gas distribution according to pressure demand, avoiding over-compression and energy consumption. The outlet of the second distribution valve group is divided into two paths: the first path connects to the first pressure-reducing valve group, supporting gas supply to the medium-pressure gas system; and the second path connects to the compressor via a return gas valve, enabling the recovery and reuse of gas used in the high-pressure system. The outlet of the first pressure-reducing valve group is divided into two paths: the first path connects to the third distribution valve group via a medium-pressure storage tank group, allowing gas storage and use in the medium-pressure system; and the second path directly connects to the third distribution valve group, providing direct gas supply and optimizing the efficiency of the medium-pressure gas system. The third distribution valve group has two outlets: the first connects to the compressor via a return valve to recover residual gas from the medium-pressure gas system; the second connects to the second pressure-reducing valve group for supplying gas to the low-pressure gas system. The second pressure-reducing valve group also has two outlets: the first connects to the fourth distribution valve group via a low-pressure storage tank group, allowing gas storage and use in the low-pressure system; the second connects directly to the fourth distribution valve group to ensure rapid response in the low-pressure gas system. The fourth distribution valve group outlet connects to the compressor via a return valve to recover residual gas from the low-pressure gas system, achieving improved utilization of low-pressure gas quality. The outlets of the high-pressure, medium-pressure, and low-pressure gas systems are all connected to the intake pre-processor, forming a closed-loop recovery system that allows gas to re-enter the system for processing, reducing the need for external replenishment. The controller adjusts the valve states via electrical connections to ensure efficient gas distribution and recovery, and reduces energy consumption through shared compressors and multi-path design.

[0030] In a specific embodiment of the present invention, the compressor is a positive displacement compressor or a velocity compressor driven by a variable frequency DC brushless motor; the intake pre-processor consists of an electronically controlled on / off valve, a dryer filter, and a reverse throttle valve, used to dry and filter the gas in the intake system, or to regenerate the dryer filter in the pre-processor using the exhaust gas from the exhaust system; the return valve is used to control the gas in each stage of the gas-using system to flow back to the compressor for repressurization; the first distribution valve group is used to distribute the gas pressurized by the compressor to each stage of the storage tank group according to the gas pressure; the second distribution valve group is used to control the flow direction of high-pressure gas, so as to realize the flow of high-pressure gas to the high-pressure gas-using system, the return valve, or the first pressure reducing valve group; the third distribution valve group is used to control the flow direction of medium-pressure gas, so as to realize the flow of medium-pressure gas to the medium-pressure gas-using system, the return valve, or the second pressure reducing valve group; the fourth distribution valve group is used to control the flow direction of low-pressure gas, so as to realize the flow of low-pressure gas to the low-pressure gas-using system and the return valve; the first pressure reducing valve group is used for direct or reduced-pressure flow of high-pressure gas; the second pressure reducing valve group is used for direct or reduced-pressure flow of medium-pressure gas.

[0031] Specifically, when there are multiple high-pressure air supply systems, medium-pressure air supply systems, or low-pressure air supply systems in a vehicle, the multiple high-pressure air supply systems are connected in parallel and are all connected to the second distribution valve group; the multiple medium-pressure air supply systems are connected in parallel and are all connected to the third distribution valve group; and the multiple low-pressure air supply systems are connected in parallel and are all connected to the fourth distribution valve group.

[0032] By connecting multiple gas systems at the same pressure level in parallel to their corresponding distribution valve groups, efficient integration of multi-system scenarios is achieved, thereby solving the problems of component redundancy and energy consumption. Specifically, when there are multiple high-pressure gas systems, they are connected in parallel and all connected to the second distribution valve group, allowing all high-pressure gas systems to share the same distribution valve group. This avoids setting up separate valve groups or connection paths for each system, reducing the complexity of duplicate components and pipelines. Similarly, connecting multiple medium-pressure gas systems in parallel and all connected to the third distribution valve group, and connecting multiple low-pressure gas systems in parallel and all connected to the fourth distribution valve group, ensures centralized management of gas systems at the same pressure level, optimizes the utilization efficiency of valve group resources, simplifies the system structure, and reduces the additional energy consumption caused by the independent operation of multiple systems.

[0033] Specifically, the pressure bearing limit of high-pressure storage tank groups shall not be less than 35 bar; the pressure bearing limit of medium-pressure storage tank groups shall not be less than 25 bar; and the pressure bearing limit of low-pressure storage tank groups shall not be less than 15 bar.

[0034] By specifically defining the pressure limits of high-pressure, medium-pressure, and low-pressure storage tank groups, the system ensures that each tank group can withstand the working load at its corresponding pressure level within the vehicle's gas supply system, effectively preventing equipment damage or system failure due to excessive pressure. Specifically, the pressure limit of the high-pressure storage tank group is no less than 35 bar, providing strength protection for the high-pressure environment of the high-pressure gas supply system and ensuring the structural stability of the tank during high-pressure gas storage and supply. The pressure limit of the medium-pressure storage tank group is no less than 25 bar, adapting to the medium-pressure requirements of the medium-pressure gas supply system and preventing tank deformation or leakage during medium-pressure gas operation. The pressure limit of the low-pressure storage tank group is no less than 15 bar, meeting the low-pressure operating conditions of the low-pressure gas supply system and ensuring the safety of low-pressure gas storage. These pressure limit settings are based on the system's pressure-graded design, providing targeted safety margins for the tank groups and enhancing the reliability and durability of the entire gas supply system.

[0035] In a specific embodiment of the present invention, the high-pressure storage tank group consists of one or more storage tanks with a pressure limit of not less than 35 bar and their electrically controlled on / off valves, for storing gases above 10 bar; the medium-pressure storage tank group consists of one or more storage tanks with a pressure limit of not less than 25 bar and their electrically controlled on / off valves, for storing gases above 5 bar; and the low-pressure storage tank group consists of one or more storage tanks with a pressure limit of not less than 15 bar and their electrically controlled on / off valves, for storing gases above atmospheric pressure.

[0036] Specifically, the compressor is a positive displacement compressor or a speed compressor driven by a variable frequency DC brushless motor.

[0037] By optimizing the compressor's drive method and type, the problems of high energy consumption and inflexible response when supplying multi-stage gas systems are solved. Specifically, by adopting a variable frequency brushless DC motor drive, the compressor's speed can be dynamically adjusted according to system needs, avoiding frequent start-stop cycles and ineffective work, thereby significantly reducing energy consumption. Simultaneously, the brushless DC motor has efficient and stable operating characteristics, reducing energy loss. Furthermore, by selecting either a positive displacement compressor or a dynamic compressor, the former is suitable for stable high-pressure output, while the latter is suitable for high-flow-rate demands, ensuring the system can flexibly adapt to different pressure levels, improving overall efficiency, and making the compressor more energy-efficient and reliable in multi-stage gas supply environments.

[0038] See Figure 2 Based on the same inventive concept, the present invention also provides a control method for a vehicle gas system as described above. The vehicle gas system can operate in a first operating mode, a second operating mode, a third operating mode, a fourth operating mode, and a fifth operating mode. The first operating mode includes a high-pressure gas replenishment operating mode, a medium-pressure gas replenishment operating mode, and a low-pressure gas replenishment operating mode. The second operating mode includes a high-pressure gas consumption operating mode. The third operating mode includes a medium-pressure gas consumption operating mode. The fourth operating mode includes a low-pressure gas consumption operating mode. The fifth operating mode includes a high-pressure gas recovery operating mode, a high-pressure gas venting operating mode, a medium-pressure gas recovery operating mode, a medium-pressure gas venting operating mode, and a low-pressure gas venting operating mode. The control method for the vehicle's gas system includes the following steps: The comprehensive objective function value for each operating mode is calculated as follows: The controlled components involved in the operating loop of the operating mode to be calculated are obtained; the control parameters of the controlled components are defined; and based on the control parameters, a comprehensive objective function is preset. The control parameters include the time taken for the controlled component to complete the controller instruction from receiving it. T settle Energy consumed by the controlled component from receiving controller commands to completing controller commands. E consume and the pressure loss of the controlled component during the process from receiving the controller command to completing the controller command. ΔP max ; Based on the preset comprehensive objective function, a central composite design simulation experiment is conducted on the control parameters. Based on the experimental results, a second-order response surface model is fitted. The second-order response surface model is used as the fitness function, and a genetic algorithm is used to solve the optimal solution of the control parameters to calculate the comprehensive objective function value. When the vehicle's gas system is used to provide gas for a high-pressure system, the first, second, and fifth operating modes with the minimum comprehensive objective function values ​​are selected respectively. The controller issues commands to cause the vehicle's gas system to operate sequentially in these selected modes. Similarly, when the vehicle's gas system is used to provide gas for a medium-pressure system, the first, third, and fifth operating modes with the minimum comprehensive objective function values ​​are selected respectively. The controller issues commands to cause the vehicle's gas system to operate sequentially in these selected modes. Finally, when the vehicle's gas system is used to provide gas for a low-pressure system, the first, fourth, and fifth operating modes with the minimum comprehensive objective function values ​​are selected respectively. The controller issues commands to cause the vehicle's gas system to operate sequentially in these selected modes.

[0039] in: , t 1 to tn These represent the corresponding time for each controlled component; , e 1 to e n These represent the energy consumed by each controlled component from receiving the controller command to completing the controller command; , Δp 1 to Δp n These represent the pressure loss of each controlled component during the process from receiving the controller command to completing the controller command.

[0040] The control method for a vehicle gas system provided by this invention reduces system energy consumption and improves response speed through mode definition, parameter quantization, algorithm optimization, and dynamic execution. By optimizing the operation of the vehicle gas system through intelligent control methods, it effectively solves the problem of excessive energy consumption in traditional control. First, multiple operating modes are defined, including gas replenishment, gas consumption, and recovery / venting modes, enabling the system to switch flexibly according to actual needs and avoiding resource waste in fixed modes. By acquiring the controlled components and defining control parameters such as time, energy, and pressure loss, system performance indicators are quantified, providing a precise basis for optimization. Based on these parameters, a comprehensive objective function is preset, ensuring that the optimization objective is closely aligned with actual operational requirements. A central composite design simulation experiment is conducted based on the preset comprehensive objective function. A second-order response surface model is obtained by fitting the experimental results and used as the fitness function. A genetic algorithm is employed to solve for the optimal solution of the control parameters. Combining experimental design and intelligent algorithms, the optimal parameters are found efficiently, reducing debugging costs and improving optimization accuracy. For different gas consumption functions, such as high pressure, medium pressure, or low pressure, the operating mode combination with the smallest comprehensive objective function value is selected and executed sequentially through controller commands, achieving dynamic path optimization and ensuring that the system reduces energy consumption while meeting functional requirements.

[0041] The intake pre-processor, compressor, high-pressure storage tank group, medium-pressure storage tank group, low-pressure storage tank group and valve unit, which are electrically connected to the controller, are all controlled components. The controller issues commands, and the controlled components complete the response to the commands issued by the controller within the response time.

[0042] In a specific embodiment of the present invention, it is assumed that in the first operating mode, the comprehensive objective function values ​​of the high-pressure gas replenishment operating mode, the medium-pressure gas replenishment operating mode, and the low-pressure gas replenishment operating mode are calculated to be 1, 2, and 3, respectively; in the second operating mode, the comprehensive objective function value of the high-pressure gas consumption operating mode is calculated to be 1; in the third operating mode, the comprehensive objective function value of the medium-pressure gas consumption operating mode is calculated to be 1; in the fourth operating mode, the comprehensive objective function value of the low-pressure gas consumption operating mode is calculated to be 1; and in the fifth operating mode, the comprehensive objective function values ​​of the high-pressure gas recovery operating mode, the high-pressure gas consumption operating mode, and the low-pressure gas replenishment operating mode are calculated to be 1; in the fifth operating mode, the comprehensive objective function value of the high-pressure gas recovery operating mode, the high-pressure gas replenishment operating mode, and the low-pressure gas replenishment operating mode are calculated to be 1; in the sixth operating mode, the comprehensive objective function value of the high-pressure gas recovery operating mode, the medium-pressure gas replenishment operating mode, and the low-pressure gas replenishment operating mode are calculated to be 1; in the seventh operating mode, the comprehensive objective function value of the high-pressure gas recovery operating mode, the medium-pressure gas replenishment operating mode, and the low-pressure gas replenishment operating mode are calculated to be 1; in the eighth operating mode, the comprehensive objective function value of the low-pressure gas consumption operating mode is calculated to be 1; and in the fifth operating mode, the comprehensive objective function value of the high-pressure gas recovery operating mode, the medium-pressure gas replenishment operating mode, and the low-pressure gas replenishment operating mode are calculated to be 1; in the ninth operating mode, the comprehensive objective function value of the high-pressure gas recovery operating mode, the medium-pressure gas replenishment operating mode, and the low-pressure gas replenishment operating mode are calculated to be 1; in the tenth operating mode, the comprehensive objective function value of the high-pressure gas recovery operating mode, the medium-pressure gas replenishment operating mode, and the low-pressure gas replenishment operating mode are The comprehensive objective function values ​​for the gas venting operation mode, medium-pressure gas recovery operation mode, medium-pressure gas venting operation mode, and low-pressure gas venting operation mode are calculated to be 1, 2, 3, 4, and 5, respectively. When the vehicle gas system is used to realize the gas consumption function of the high-pressure gas system, the high-pressure gas replenishment operation mode, high-pressure gas consumption operation mode, and high-pressure gas recovery operation mode with the smallest comprehensive objective function value are selected respectively. The controller issues commands to make the vehicle gas system work in the selected high-pressure gas replenishment operation mode, high-pressure gas consumption operation mode, and high-pressure gas recovery operation mode in sequence.

[0043] In a specific embodiment of the present invention, calculating the comprehensive objective function value for each operating mode specifically includes the following steps: This embodiment is based on the high-pressure gas replenishment operation mode: To obtain the controlled components involved in the operating loop of the operating mode to be calculated, specifically: see [link to relevant documentation]. Figure 3 The controlled components involved in this mode are identified as: intake preprocessor, compressor, first distribution valve group, and high-pressure storage tank group; Define the control parameters of the controlled components, specifically the time from receiving the controller command to completing the controller command for the intake pre-processor, compressor, first distribution valve group, and high-pressure storage tank group. T settle They are respectively t 1. t 2. t 3 and t 4. Energy consumed by the controlled component from receiving controller commands to completing controller commands. E consume They are respectively e 1. e 2. e 3 and e 4. Pressure loss of the controlled component from receiving the controller command to completing the controller command. ΔP max They are respectively Δp 1 Δp 2 Δp 3 and Δp 4;

[0044] Based on the control parameters, a pre-defined comprehensive objective function is established, specifically as follows:

[0045] in, The overall objective function; for Weighting coefficients; for Weighting coefficients; for The weighting coefficients are determined based on the target instructions and action components issued by the controller. The target instructions are used to characterize the gas consumption function required by the current vehicle gas system to achieve high-pressure, medium-pressure, or low-pressure gas consumption.

[0046] Based on the preset comprehensive objective function, a central composite design simulation experiment was conducted on the control parameters. Based on the experimental results, a second-order response surface model was fitted, specifically as follows:

[0047] in, β These are the regression coefficients of the statistical model obtained by fitting experimental data.

[0048] Second-order response surface model , and The overall objective function is calculated by combining the fitness function and using a genetic algorithm to solve for the optimal solution of the control parameters.

[0049] Specifically, When the first operating mode is the high-pressure gas replenishment operating mode, the external atmospheric environment is connected to the high-pressure storage tank group in sequence through the air intake preprocessor, compressor, and first distribution valve group; When the first operating mode is the medium-pressure gas replenishment operating mode, the external atmospheric environment is connected to the medium-pressure storage tank group in sequence through the air intake preprocessor, compressor, first distribution valve group, and first pressure reducing valve group; When the first operating mode is the low-pressure gas replenishment operating mode, the external atmospheric environment is connected to the low-pressure storage tank group in sequence through the air intake preprocessor, compressor, first distribution valve group, and second pressure reducing valve group. When the second operating mode is the high-pressure gas consumption operating mode, the high-pressure storage tank group is connected to the high-pressure gas consumption system through the second distribution valve group; When the third operating mode is the medium-pressure gas consumption operating mode, the medium-pressure storage tank group is connected to the medium-pressure gas consumption system through the third distribution valve group; When the fourth operating mode is the low-pressure gas consumption operating mode, the low-pressure storage tank group is connected to the low-pressure gas consumption system through the fourth distribution valve group; When the fifth operating mode is the high-pressure gas recovery operating mode, the high-pressure gas system is connected to the medium-pressure storage tank group in sequence through the second distribution valve group and the first pressure reducing valve group. When the fifth operating mode is the high-pressure gas venting operating mode, the high-pressure gas system is connected to the external atmospheric environment through the air intake preprocessor; When the fifth operating mode is the medium-pressure gas recovery operating mode, the medium-pressure gas system is connected to the low-pressure storage tank group in sequence through the third distribution valve group and the second pressure reducing valve group. When the fifth operating mode is the medium-pressure gas venting operating mode, the medium-pressure gas system is connected to the external atmospheric environment through the air intake preprocessor; When the fifth operating mode is the low-pressure gas venting operating mode, the low-pressure gas system is connected to the external atmospheric environment through the air intake preprocessor.

[0050] In the high-pressure gas replenishment mode, the external atmospheric environment is connected to the high-pressure storage tank group via the intake pre-processor, compressor, and first distribution valve group. The intake pre-processor filters the external gas, the compressor increases the pressure, and the first distribution valve group distributes the gas in a directional manner, ensuring gas cleanliness, reducing pressure loss, and directly supporting the rapid filling of the high-pressure storage tank. In the high-pressure gas consumption mode, the high-pressure storage tank group is connected to the high-pressure gas consumption system via the second distribution valve group. The second distribution valve group precisely controls the gas flow direction, ensuring that high-pressure gas is directly supplied to the gas consumption system, reducing energy consumption in intermediate links. In the high-pressure gas recovery mode, the high-pressure gas consumption system is connected to the medium-pressure storage tank group via the second distribution valve group and the first pressure reducing valve group. The first pressure reducing valve group reduces the gas pressure, allowing the high-pressure gas to be recovered and adapted for medium-pressure storage, realizing gas reuse and avoiding resource waste. In the high-pressure gas venting mode, the high-pressure gas consumption system is connected to the external atmospheric environment via the intake pre-processor. The intake pre-processor acts as a safety channel to ensure the safe discharge of gas. Similarly, in the medium-pressure gas supply mode, a first pressure-reducing valve group is added to ensure that the gas output from the compressor is suitable for the medium-pressure storage tank after being pressure-controlled by the first pressure-reducing valve group, avoiding efficiency reduction caused by pressure mismatch. In the low-pressure gas supply mode, a second pressure-reducing valve group is used to adapt to the needs of the low-pressure storage tank. In the medium-pressure gas consumption mode, the third distribution valve group is directly connected, simplifying the path and improving response speed. In the low-pressure gas consumption mode, the fourth distribution valve group is dedicated to low-pressure supply, ensuring stable operation of the low-pressure system. In the medium-pressure gas recovery mode, the second pressure-reducing valve group reduces the medium-pressure gas to low-pressure recovery, expanding the gas utilization range and reducing system energy consumption. In the venting mode, all gases are vented through the intake pre-processor, and unified treatment ensures environmental safety. These paths, through component collaboration, such as valve group orientation and pressure reduction regulation, improve the overall system reliability and energy consumption optimization effect.

[0051] Specifically, when the response time of the vehicle's gas supply system is required to be less than the external gas supply time, the first operating mode includes high-pressure boosting gas supply operating mode, low-to-high stage boosting gas supply operating mode, low-to-medium stage boosting gas supply operating mode, and medium-to-high stage boosting gas supply operating mode. When the high-pressure storage tank group cannot work normally, the second operating mode includes the medium-high cross-stage gas consumption operating mode, the low-high cross-stage gas consumption operating mode, and the compressor direct supply high-pressure gas consumption operating mode. When the medium-pressure storage tank group cannot work normally, the third operating mode includes high-medium cross-stage gas consumption operating mode, low-medium cross-stage gas consumption operating mode and compressor direct supply medium-pressure gas consumption operating mode; When the low-pressure storage tank group cannot work normally, the fourth operating mode includes high-low cross-stage gas consumption operating mode, medium-low cross-stage gas consumption operating mode and compressor direct supply low-pressure gas consumption operating mode; When the total gas volume in the vehicle's gas system is less than the design value, the fifth operating mode includes a high-pressure gas boosting and recovery operating mode, a medium-pressure gas boosting and recovery operating mode, and a low-pressure gas boosting and recovery operating mode.

[0052] By expanding the operating modes under specific conditions, the problem of insufficient system performance when there are high requirements for gas replenishment response time, insufficient total gas volume, or tank group failure is solved, thereby enhancing flexibility and reliability. Specifically, when the required gas replenishment response time is less than the external gas replenishment time, the first operating mode includes high-pressure boosting gas replenishment mode, etc. These modes utilize direct compressor boosting or cross-stage pressurization to quickly replenish gas and reduce response delay. When the high-pressure storage tank group cannot operate normally, the second operating mode includes medium-high cross-stage gas consumption mode, etc., allowing cross-stage gas supply from medium-pressure or low-pressure storage tanks or direct compressor supply to ensure that high-pressure gas demand is not interrupted. When the medium-pressure storage tank group cannot operate normally, the third operating mode includes high-medium cross-stage gas consumption mode, etc., utilizing high-pressure storage tanks or compressors to directly supply medium-pressure gas to maintain the operation of the medium-pressure system. When the low-pressure storage tank group cannot operate normally, the fourth operating mode includes high-low cross-stage gas consumption mode, etc., ensuring low-pressure gas consumption function through cross-stage gas supply from high-pressure or medium-pressure storage tanks or direct compressor supply, thereby improving the overall reliability of the system under fault conditions. When the total gas volume of the system is less than the design value, the fifth operating mode includes high-pressure gas boosting and recovery operating mode, etc., improving gas utilization and avoiding energy waste by recovering gas from the gas consumption system and boosting and storing it.

[0053] In a specific embodiment of the present invention, when the air replenishment response time of the vehicle air system is required to be less than the external air replenishment time, the first operating mode is replaced with a high-pressure boosting air replenishment operating mode, a low-to-high cross-level boosting air replenishment operating mode, a low-to-medium cross-level boosting air replenishment operating mode, and a medium-to-high cross-level boosting air replenishment operating mode. It is further assumed that the comprehensive objective function values ​​of the high-pressure boosting air replenishment operating mode, the low-to-high cross-level boosting air replenishment operating mode, the low-to-medium cross-level boosting air replenishment operating mode, and the medium-to-high cross-level boosting air replenishment operating mode are calculated to be 4, 3, 2, and 1, respectively. If the vehicle's gas system needs to be used to realize the gas consumption function of the high-pressure gas system at this time, the medium-to-high-level cross-stage pressurization and gas replenishment operation mode, the high-pressure gas consumption operation mode, and the high-pressure gas recovery operation mode with the smallest comprehensive objective function value are selected respectively. The controller issues instructions to make the vehicle's gas system work in the selected medium-to-high-level cross-stage pressurization and gas replenishment operation mode, the high-pressure gas consumption operation mode, and the high-pressure gas recovery operation mode in sequence.

[0054] If the vehicle's gas system needs to be used to realize the gas supply function of the medium and low pressure gas system, the first operating mode can be replaced with the medium-high cross-level pressurization and gas supply operating mode with the minimum comprehensive objective function value, which will not be elaborated here.

[0055] Specifically, When the first operating mode is the high-pressure boosting and gas replenishment operating mode, the outlet of the high-pressure storage tank group is connected to the inlet of the high-pressure storage tank group in sequence through the second distribution valve group, the return gas valve, the compressor, and the first distribution valve group, and the high-pressure gas system is connected to the second distribution valve group. When the first operating mode is the low-high cross-stage pressurization and gas replenishment operating mode, the low-pressure storage tank group is connected to the high-pressure storage tank group in sequence through the fourth distribution valve group, the return gas valve, the compressor, and the first distribution valve group; When the first operating mode is the low-to-medium stage pressurization and gas replenishment operating mode, the low-pressure storage tank group is connected to the medium-pressure storage tank group in sequence through the fourth distribution valve group, the return gas valve, the compressor, the first distribution valve group, and the first pressure reducing valve group; When the first operating mode is the medium-high cross-stage pressurization and gas replenishment operating mode, the medium-pressure storage tank group is connected to the high-pressure storage tank group in sequence through the third distribution valve group, the return gas valve, the compressor, and the first distribution valve group; When the second operating mode is the medium-high cross-level gas consumption operating mode, the medium-pressure storage tank group is connected to the high-pressure gas consumption system in sequence through the third distribution valve group, return gas valve, compressor, first distribution valve group, and second distribution valve group; When the second operating mode is the low-to-high cross-level gas consumption operating mode, the low-pressure storage tank group is connected to the high-pressure gas consumption system in sequence through the fourth distribution valve group, the return gas valve, the compressor, the first distribution valve group, and the second distribution valve group; When the second operating mode is the compressor direct supply high-pressure gas operating mode, the external atmospheric environment is connected to the high-pressure gas system in sequence through the intake preprocessor, compressor, first distribution valve group, and second distribution valve group; When the third operating mode is the high-medium cross-level gas consumption operating mode, the high-pressure storage tank group is connected to the medium-pressure gas consumption system in sequence through the second distribution valve group, the first pressure reducing valve group, and the third pressure reducing valve group; When the third operating mode is the low-to-medium pressure gas consumption operating mode, the low-pressure storage tank group is connected to the medium-pressure gas consumption system in sequence through the fourth distribution valve group, return gas valve, compressor, first distribution valve group, first pressure reducing valve group, and third distribution valve group; When the third operating mode is the compressor direct supply medium-pressure gas operating mode, the external atmospheric environment is connected to the medium-pressure gas system in sequence through the intake preprocessor, compressor, first distribution valve group, first pressure reducing valve group, and third distribution valve group; When the fourth operating mode is the high-low cross-level gas consumption operating mode, the high-pressure storage tank group is connected to the low-pressure gas consumption system in sequence through the second distribution valve group, the first pressure reducing valve group, the third distribution valve group, the second distribution valve group, and the fourth distribution valve group. When the fourth operating mode is the medium-low cross-level gas consumption operating mode, the medium-pressure storage tank group is connected to the low-pressure gas consumption system in sequence through the third distribution valve group, the second distribution valve group, and the fourth distribution valve group; When the fourth operating mode is the compressor direct supply low-pressure gas operating mode, the external atmospheric environment is connected to the low-pressure gas system in sequence through the intake preprocessor, compressor, first distribution valve group, second pressure reducing valve group, and fourth distribution valve group; When the fifth operating mode is the high-pressure gas boosting and recovery operating mode, the high-pressure gas system is connected to the high-pressure storage tank group in sequence through the second distribution valve group, the return gas valve, the compressor, and the first distribution valve group; When the fifth operating mode is the medium-pressure gas boosting and recovery operating mode, the medium-pressure gas system is connected to the medium-pressure storage tank in sequence through the third distribution valve group, the return gas valve, the compressor, the first distribution valve group, and the first pressure reducing valve group; When the fifth operating mode is the low-pressure gas boosting and recovery operating mode, the low-pressure gas system is connected to the low-pressure storage tank group in sequence through the fourth distribution valve group, the return gas valve, the compressor, the first distribution valve group, and the second pressure reducing valve group.

[0056] In the high-pressure boosting and gas replenishment operation mode, the outlet of the high-pressure storage tank group is connected to the compressor inlet via the second distribution valve group and the return gas valve. The compressor outlet is connected to the high-pressure storage tank group via the first distribution valve group, forming a closed-loop boosting cycle. In the low-to-high stage cross-stage boosting and gas replenishment operation mode, the low-pressure storage tank group is boosted to the high-pressure storage tank group via the fourth distribution valve group, the return gas valve, the compressor, and the first distribution valve group, utilizing existing low-pressure gas resources to achieve cross-stage gas replenishment and reduce the compressor load. In the low-to-medium stage cross-stage boosting and gas replenishment operation mode, the low-pressure storage tank group is connected to the medium-pressure storage tank group via the fourth distribution valve group, the return gas valve, the compressor, the first distribution valve group, and the first pressure reducing valve group. The pressure is precisely controlled by the pressure reducing valve group to ensure efficient and stable gas replenishment to the medium-pressure storage tank. In the medium-to-high stage cross-stage boosting and gas replenishment operation mode... In the first mode, the medium-pressure storage tank group is pressurized to the high-pressure storage tank group via the third distribution valve group, return gas valve, compressor, and first distribution valve group, efficiently utilizing medium-pressure gas resources and reducing external gas replenishment requirements. In the high-pressure gas boosting and recovery operation mode, the high-pressure gas system is recovered to the high-pressure storage tank group via the second distribution valve group, return gas valve, compressor, and first distribution valve group, with the compressor boosting and recovering waste gas to improve gas utilization. In the medium-pressure gas boosting and recovery operation mode, the medium-pressure gas system is recovered to the medium-pressure storage tank via the third distribution valve group, return gas valve, compressor, first distribution valve group, and first pressure reducing valve group, with the pressure reducing valve group regulating the pressure to ensure efficient recovery. In the low-pressure gas boosting and recovery operation mode, the low-pressure gas system is pressurized to the medium-pressure storage tank via the fourth distribution valve group, return gas valve, compressor, and first pressure reducing valve group. The gas is recovered from the compressor, the first distribution valve group, and the second pressure reducing valve group to the low-pressure storage tank group. The pressure reducing valve group optimizes the handling of low-pressure gas and reduces energy loss. In the medium-to-high pressure cross-stage gas supply operation mode, the medium-pressure storage tank group supplies gas to the high-pressure gas system via the third distribution valve group, return gas valve, compressor, first distribution valve group, and second distribution valve group. The compressor boosts the pressure for cross-stage gas supply to cope with high-pressure storage tank failures. In the low-to-high pressure cross-stage gas supply operation mode, the low-pressure storage tank group supplies gas to the high-pressure gas system via the fourth distribution valve group, return gas valve, compressor, first distribution valve group, and second distribution valve group. The low-pressure gas resources are directly used for pressure boosting to avoid system interruption. In the compressor direct supply high-pressure gas operation mode, the external atmosphere passes through the intake pre-processor, compressor, first distribution valve group, and second distribution valve group. The valve group directly supplies high-pressure gas to the system, bypassing the storage tank group for rapid response. In the high-to-medium pressure transition mode, the high-pressure storage tank group is depressurized to the medium-pressure gas system via the second distribution valve group, the first pressure reducing valve group, and the third pressure reducing valve group, with the pressure reducing valve group precisely controlling the transition pressure. In the low-to-medium pressure transition mode, the low-pressure storage tank group is pressurized to the medium-pressure gas system via the fourth distribution valve group, the return gas valve, the compressor, the first distribution valve group, the first pressure reducing valve group, and the third distribution valve group, achieving efficient transition between pressure levels through the compressor and the pressure reducing valve group. In the compressor-direct-supply-medium-pressure gas operation mode, external air is directly supplied to the medium-pressure gas system via the intake pre-processor, the compressor, the first distribution valve group, the first pressure reducing valve group, and the third distribution valve group, ensuring rapid fulfillment of medium-pressure demands.In the high-low pressure gas supply operation mode, the high-pressure storage tank group is depressurized to the low-pressure gas system via the second distribution valve group, the first pressure reducing valve group, the third distribution valve group, the second distribution valve group, and the fourth distribution valve group. This multi-stage valve group coordinates pressure conversion, improving low-pressure gas supply efficiency. In the medium-low pressure gas supply operation mode, the medium-pressure storage tank group is depressurized to the low-pressure gas system via the third distribution valve group, the second distribution valve group, and the fourth distribution valve group, simplifying the path and reducing energy consumption. In the compressor-direct-supply-low-pressure gas operation mode, external air is directly supplied to the low-pressure gas system via the intake pre-processor, compressor, first distribution valve group, second pressure reducing valve group, and fourth distribution valve group, achieving direct response to low-pressure demands. The above path design, through the rational series connection of compressors, valve groups, and storage tanks, ensures efficient and reliable gas flow management under various operating modes, thereby solving energy consumption and reliability issues.

[0057] Specifically, based on the preset comprehensive objective function, a central composite design simulation experiment is conducted. Based on the experimental results, a second-order response surface model is fitted, which can be replaced by the following steps: The time from receiving a controller command to completing a controller command from the controlled component T settle As optimization variables, the Plackett-Burman experimental design method was used to screen out non-critical and critical factors among the optimization variables. Default values ​​were used to replace non-critical factors, and central composite design simulation experiments were conducted on the critical factors. Based on the experimental results, a second-order response surface model was obtained.

[0058] By introducing a more efficient experimental design alternative, the computational efficiency problem of the original central composite design simulation experiment was solved. Specifically, this is reflected in the time required for the controlled component to complete the controller command from receiving it. T settle As optimization variables, the focus is on key parameters that directly affect the system response speed, avoiding interference from irrelevant variables. The Plackett-Burman experimental design method is used to quickly screen out non-critical and critical factors, identifying variables with minimal impact on the optimization results. By replacing non-critical factors with default values, the experimental variable set is simplified, reducing unnecessary computational burden. Central composite design simulation experiments are performed only on critical factors, reducing the number of experiments and computational complexity. A second-order response surface model is fitted based on the experimental results, ensuring the accuracy of the optimization model and improving the overall efficiency of the control method. Through the design of replacement steps, and through step-by-step screening and simplification, the experimental resource requirements are effectively reduced, making the system response optimization process more efficient and practical.

[0059] In one embodiment of the present invention, the above-mentioned replacement step is further described using the high-pressure gas replenishment operation mode as an example: Set the comprehensive objective functionJ :

[0060]

[0061] in, E consume and ΔP max It can be regarded as being with T settle Related independent variables, i.e.

[0062] The time from receiving the controller command to completing the controller command from the controlled component T settle It can be used as an optimization variable factor.

[0063] The Plackett-Burman experimental design method was used to screen out the non-critical and critical factors among the optimization variables, specifically: To reduce the dimensionality of optimization variables, the Plackett-Burman experimental design method was first used for each model to screen out non-critical and critical factors among the optimization variables.

[0064] Will , , and As factors, each factor is set to two levels: high (+1) and low (-1). Through simulation experiments, the effect of each factor on the objective function is calculated. J The main effect; and based on this, the main effect; T settle and ΔP max Focus on optimizing variables that have a significant impact.

[0065] A Plackett-Burman design table with N=12 was selected, which can accommodate up to 11 factors. t 1. t 2. t 3. t 4. Four actual factors and virtual factors t The 5 values ​​were assigned to the first five columns of the design matrix, with the remaining columns left empty (for further error estimation). The factor level combinations for the 12 experiments were generated using the Plackett-Burman orthogonal array.

[0066] Based on the factor level combinations in the experimental matrix, an AMESim system simulation model was established, and the "high-pressure gas injection" mode simulation was run, recording the objective function value for each experiment. JTo reduce random error, each experiment was repeated three times, and the average value was taken as the response value for that experiment.

[0067] The main effect of each factor is calculated using the following formula:

[0068] in, As a factor i When taking the high level, all experiments J The sum of values To take the low level J The sum of values N =12. Simultaneously, the standard deviation of the experimental error was estimated using the dummy factor and the effect value of the empty column. SE The calculation formula is:

[0069] in, This represents the total number of dummy factors and empty columns. Then, the t-statistic for each factor is calculated: And look up the t-distribution table to get the corresponding p-value (degrees of freedom). The significance level is set at α = 0.05. If the p-value is less than 0.05, the factor is considered to have a significant impact on the objective function.

[0070] After performing the calculations, t 1 and t 2 pairs of objective functions J It had a significant effect (p<0.05), while t 3 and t The effect of 4 is not significant. Therefore, in subsequent optimizations, t 1 and t 2 is the key factor. t 3 and t 4 is a non-critical factor.

[0071] By replacing non-critical factors with default values, a central composite design simulation experiment was conducted on the critical factors. Based on the experimental results, a second-order response surface model was fitted, as follows: With simplified As the fitness function, a genetic algorithm is used to search for the optimal solution in the variable space.

[0072] This invention effectively reduces the number of components required for gas supply and lowers the required curb weight through an integrated component solution, thereby improving the integration of the vehicle's gas supply system. It also reduces the energy consumption of the vehicle's gas supply through a rationalized subsystem pressure arrangement, improves gas supply efficiency through a unified control and scheduling scheme, and enhances operational safety by increasing redundancy in each subsystem. By integrating multiple gas supply systems into a single platform, sharing compressors, intake pre-processors, and pipelines, the number and weight of vehicle parts are reduced. Simultaneously, this invention can rationally allocate the pressure of each gas-using subsystem, improving the overall gas supply efficiency and reducing the total energy consumption of the vehicle's gas supply. Mutual backup between pressure levels enhances system reliability and redundancy.

[0073] The above content is only for illustrating the technical concept of the present invention and should not be construed as limiting the scope of protection of the present invention. Any modifications made to the technical solution based on the technical concept proposed in this invention shall fall within the scope of protection of the claims of this invention.

Claims

1. A vehicle gas system, characterized in that, include: The system includes an intake pre-processor, a compressor, a high-pressure gas system, a medium-pressure gas system, a low-pressure gas system, a high-pressure storage tank group, a medium-pressure storage tank group, a low-pressure storage tank group, a valve unit, and a controller. The controller is electrically connected to the intake pre-processor, the compressor, the high-pressure storage tank group, the medium-pressure storage tank group, the low-pressure storage tank group, and the valve unit. The valve unit includes a return valve, a first distribution valve group, a second distribution valve group, a third distribution valve group, a fourth distribution valve group, a first pressure reducing valve group, and a second pressure reducing valve group. The intake pre-processor is sequentially connected to the compressor and the first distribution valve group. The outlet of the first distribution valve group is divided into four paths: the first path connects to the second distribution valve group via a high-pressure storage tank group; the second path connects directly to the second distribution valve group; the third path connects to the first pressure reducing valve group; and the fourth path connects to the second pressure reducing valve group. The outlet of the second distribution valve group is divided into two paths: the first path connects to the first pressure reducing valve group; and the second path connects to the compressor via a return valve. The outlet of the first pressure reducing valve group is also divided into two paths: the first path connects to the third distribution valve group via a medium-pressure storage tank group; and the second path connects directly to the third distribution valve group. The outlet of the third distribution valve group is divided into two paths: the first path connects to the compressor via a return valve; and the second path connects to the second pressure reducing valve group. The outlet of the second pressure reducing valve group is also divided into two paths: the first path connects to the fourth distribution valve group via a low-pressure storage tank group; and the second path connects directly to the fourth distribution valve group. The outlet of the fourth distribution valve group connects to the compressor via a return valve. The high-pressure gas system is connected to the second distribution valve group, the medium-pressure gas system is connected to the third distribution valve group, and the low-pressure gas system is connected to the fourth distribution valve group. The outlets of the high-pressure gas system, the medium-pressure gas system, and the low-pressure gas system are all connected to the intake preprocessor, which is connected to the external atmospheric environment.

2. The vehicle gas system according to claim 1, characterized in that, When there are multiple high-pressure, medium-pressure, or low-pressure air systems in a vehicle, the multiple high-pressure air systems are connected in parallel and are all connected to the second distribution valve group; the multiple medium-pressure air systems are connected in parallel and are all connected to the third distribution valve group; and the multiple low-pressure air systems are connected in parallel and are all connected to the fourth distribution valve group.

3. A vehicle gas system according to claim 1, characterized in that, The pressure bearing limit of high-pressure storage tank groups shall not be less than 35 bar; the pressure bearing limit of medium-pressure storage tank groups shall not be less than 25 bar; and the pressure bearing limit of low-pressure storage tank groups shall not be less than 15 bar.

4. A vehicle gas system according to claim 1, characterized in that, The compressor is either a positive displacement compressor or a speed compressor driven by a variable frequency DC brushless motor.

5. A control method for a vehicle gas system as described in any one of claims 1 to 4, characterized in that, The vehicle gas system can operate in a first operating mode, a second operating mode, a third operating mode, a fourth operating mode, and a fifth operating mode. The first operating mode includes a high-pressure gas replenishment operating mode, a medium-pressure gas replenishment operating mode, and a low-pressure gas replenishment operating mode. The second operating mode includes a high-pressure gas consumption operating mode. The third operating mode includes a medium-pressure gas consumption operating mode. The fourth operating mode includes a low-pressure gas consumption operating mode. The fifth operating mode includes a high-pressure gas recovery operating mode, a high-pressure gas venting operating mode, a medium-pressure gas recovery operating mode, a medium-pressure gas venting operating mode, and a low-pressure gas venting operating mode. The control method for the vehicle's gas system includes the following steps: The comprehensive objective function value for each operating mode is calculated as follows: The controlled components involved in the operating loop of the operating mode to be calculated are obtained; the control parameters of the controlled components are defined; and based on the control parameters, a comprehensive objective function is preset. The control parameters include the time taken for the controlled component to complete the controller instruction from receiving it. T settle Energy consumed by the controlled component from receiving controller commands to completing controller commands. E consume and the pressure loss of the controlled component during the process from receiving the controller command to completing the controller command. ΔP max ; Based on the preset comprehensive objective function, a central composite design simulation experiment is conducted on the control parameters. Based on the experimental results, a second-order response surface model is fitted. The second-order response surface model is used as the fitness function, and a genetic algorithm is used to solve the optimal solution of the control parameters to calculate the comprehensive objective function value. When the vehicle's gas system is used to provide gas for a high-pressure system, the first, second, and fifth operating modes with the minimum comprehensive objective function values ​​are selected respectively. The controller issues commands to cause the vehicle's gas system to operate sequentially in these selected modes. Similarly, when the vehicle's gas system is used to provide gas for a medium-pressure system, the first, third, and fifth operating modes with the minimum comprehensive objective function values ​​are selected respectively. The controller issues commands to cause the vehicle's gas system to operate sequentially in these selected modes. Finally, when the vehicle's gas system is used to provide gas for a low-pressure system, the first, fourth, and fifth operating modes with the minimum comprehensive objective function values ​​are selected respectively. The controller issues commands to cause the vehicle's gas system to operate sequentially in these selected modes.

6. The control method for a vehicle gas system according to claim 5, characterized in that, When the first operating mode is the high-pressure gas replenishment operating mode, the external atmospheric environment is connected to the high-pressure storage tank group in sequence through the air intake preprocessor, compressor, and first distribution valve group; When the first operating mode is the medium-pressure gas replenishment operating mode, the external atmospheric environment is connected to the medium-pressure storage tank group in sequence through the air intake preprocessor, compressor, first distribution valve group, and first pressure reducing valve group; When the first operating mode is the low-pressure gas replenishment operating mode, the external atmospheric environment is connected to the low-pressure storage tank group in sequence through the air intake preprocessor, compressor, first distribution valve group, and second pressure reducing valve group. When the second operating mode is the high-pressure gas consumption operating mode, the high-pressure storage tank group is connected to the high-pressure gas consumption system through the second distribution valve group; When the third operating mode is the medium-pressure gas consumption operating mode, the medium-pressure storage tank group is connected to the medium-pressure gas consumption system through the third distribution valve group; When the fourth operating mode is the low-pressure gas consumption operating mode, the low-pressure storage tank group is connected to the low-pressure gas consumption system through the fourth distribution valve group; When the fifth operating mode is the high-pressure gas recovery operating mode, the high-pressure gas system is connected to the medium-pressure storage tank group in sequence through the second distribution valve group and the first pressure reducing valve group. When the fifth operating mode is the high-pressure gas venting operating mode, the high-pressure gas system is connected to the external atmospheric environment through the air intake preprocessor; When the fifth operating mode is the medium-pressure gas recovery operating mode, the medium-pressure gas system is connected to the low-pressure storage tank group in sequence through the third distribution valve group and the second pressure reducing valve group. When the fifth operating mode is the medium-pressure gas venting operating mode, the medium-pressure gas system is connected to the external atmospheric environment through the air intake preprocessor; When the fifth operating mode is the low-pressure gas venting operating mode, the low-pressure gas system is connected to the external atmospheric environment through the air intake preprocessor.

7. The control method for a vehicle gas system according to claim 5, characterized in that, When the gas replenishment response time of the vehicle's gas system is required to be less than the external gas replenishment time, the first operating mode includes high-pressure boosting gas replenishment operating mode, low-to-high stage-by-stage boosting gas replenishment operating mode, low-to-medium stage-by-stage boosting gas replenishment operating mode and medium-to-high stage-by-stage boosting gas replenishment operating mode. When the high-pressure storage tank group cannot work normally, the second operating mode includes the medium-high cross-stage gas consumption operating mode, the low-high cross-stage gas consumption operating mode, and the compressor direct supply high-pressure gas consumption operating mode. When the medium-pressure storage tank group cannot work normally, the third operating mode includes high-medium cross-stage gas consumption operating mode, low-medium cross-stage gas consumption operating mode and compressor direct supply medium-pressure gas consumption operating mode; When the low-pressure storage tank group cannot work normally, the fourth operating mode includes high-low cross-stage gas consumption operating mode, medium-low cross-stage gas consumption operating mode and compressor direct supply low-pressure gas consumption operating mode; When the total gas volume in the vehicle's gas system is less than the design value, the fifth operating mode includes a high-pressure gas boosting and recovery operating mode, a medium-pressure gas boosting and recovery operating mode, and a low-pressure gas boosting and recovery operating mode.

8. The control method for a vehicle gas system according to claim 7, characterized in that, When the first operating mode is the high-pressure boosting and gas replenishment operating mode, the outlet of the high-pressure storage tank group is connected to the inlet of the high-pressure storage tank group in sequence through the second distribution valve group, the return gas valve, the compressor, and the first distribution valve group, and the high-pressure gas system is connected to the second distribution valve group. When the first operating mode is the low-high cross-stage pressurization and gas replenishment operating mode, the low-pressure storage tank group is connected to the high-pressure storage tank group in sequence through the fourth distribution valve group, the return gas valve, the compressor, and the first distribution valve group; When the first operating mode is the low-to-medium stage pressurization and gas replenishment operating mode, the low-pressure storage tank group is connected to the medium-pressure storage tank group in sequence through the fourth distribution valve group, the return gas valve, the compressor, the first distribution valve group, and the first pressure reducing valve group; When the first operating mode is the medium-high cross-stage pressurization and gas replenishment operating mode, the medium-pressure storage tank group is connected to the high-pressure storage tank group in sequence through the third distribution valve group, the return gas valve, the compressor, and the first distribution valve group; When the second operating mode is the medium-high cross-level gas consumption operating mode, the medium-pressure storage tank group is connected to the high-pressure gas consumption system in sequence through the third distribution valve group, return gas valve, compressor, first distribution valve group, and second distribution valve group; When the second operating mode is the low-to-high cross-level gas consumption operating mode, the low-pressure storage tank group is connected to the high-pressure gas consumption system in sequence through the fourth distribution valve group, the return gas valve, the compressor, the first distribution valve group, and the second distribution valve group; When the second operating mode is the compressor direct supply high-pressure gas operating mode, the external atmospheric environment is connected to the high-pressure gas system in sequence through the intake preprocessor, compressor, first distribution valve group, and second distribution valve group; When the third operating mode is the high-medium cross-level gas consumption operating mode, the high-pressure storage tank group is connected to the medium-pressure gas consumption system in sequence through the second distribution valve group, the first pressure reducing valve group, and the third pressure reducing valve group; When the third operating mode is the low-to-medium pressure gas consumption operating mode, the low-pressure storage tank group is connected to the medium-pressure gas consumption system in sequence through the fourth distribution valve group, return gas valve, compressor, first distribution valve group, first pressure reducing valve group, and third distribution valve group; When the third operating mode is the compressor direct supply medium-pressure gas operating mode, the external atmospheric environment is connected to the medium-pressure gas system in sequence through the intake preprocessor, compressor, first distribution valve group, first pressure reducing valve group, and third distribution valve group; When the fourth operating mode is the high-low cross-level gas consumption operating mode, the high-pressure storage tank group is connected to the low-pressure gas consumption system in sequence through the second distribution valve group, the first pressure reducing valve group, the third distribution valve group, the second distribution valve group, and the fourth distribution valve group. When the fourth operating mode is the medium-low cross-level gas consumption operating mode, the medium-pressure storage tank group is connected to the low-pressure gas consumption system in sequence through the third distribution valve group, the second distribution valve group, and the fourth distribution valve group; When the fourth operating mode is the compressor direct supply low-pressure gas operating mode, the external atmospheric environment is connected to the low-pressure gas system in sequence through the intake preprocessor, compressor, first distribution valve group, second pressure reducing valve group, and fourth distribution valve group; When the fifth operating mode is the high-pressure gas boosting and recovery operating mode, the high-pressure gas system is connected to the high-pressure storage tank group in sequence through the second distribution valve group, the return gas valve, the compressor, and the first distribution valve group; When the fifth operating mode is the medium-pressure gas boosting and recovery operating mode, the medium-pressure gas system is connected to the medium-pressure storage tank in sequence through the third distribution valve group, the return gas valve, the compressor, the first distribution valve group, and the first pressure reducing valve group; When the fifth operating mode is the low-pressure gas boosting and recovery operating mode, the low-pressure gas system is connected to the low-pressure storage tank group in sequence through the fourth distribution valve group, the return gas valve, the compressor, the first distribution valve group, and the second pressure reducing valve group.

9. The control method for a vehicle gas system according to claim 5, characterized in that, Based on the preset comprehensive objective function, a central composite design simulation experiment is conducted. Based on the experimental results, a second-order response surface model is fitted, which can be replaced by the following steps: The time from receiving a controller command to completing a controller command from the controlled component T settle As optimization variables, the Plackett-Burman experimental design method was used to screen out non-critical and critical factors among the optimization variables. Default values ​​were used to replace non-critical factors, and central composite design simulation experiments were conducted on the critical factors. Based on the experimental results, a second-order response surface model was obtained.

10. A control method for a vehicle gas system according to claim 5, characterized in that, The comprehensive objective function is specifically as follows: in, The overall objective function; for Weighting coefficients; for Weighting coefficients; for The weighting coefficients.

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