Method and device for detecting failure of vehicle air brake system and vehicle

Abstract

This invention discloses a fault detection method, device, and vehicle for a vehicle air pressure braking system. The method includes: performing fault detection on a pressure sensor in the vehicle's air pressure braking system to obtain a sensor fault detection result; if the sensor fault detection result indicates that the pressure sensor is operating normally and the air pressure braking system is in the target operating state, performing fault detection on the air pressure braking system based on first air pressure data from at least one air reservoir to determine the fault detection result; if the fault detection result indicates that the air pressure braking system has malfunctioned, determining the target faulty component in the air pressure braking system that has experienced a target type of fault based on second air pressure data from at least one air reservoir. This invention solves the technical problem of low accuracy in fault detection of vehicle air pressure braking systems in related technologies.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more specifically, to a method, apparatus, and vehicle for detecting faults in a vehicle air pressure braking system. Background Technology

[0002] Currently, fault diagnosis of vehicle air pressure braking systems generally relies on single threshold alarms or passive condition monitoring, making it difficult to accurately locate and identify faults early. In related technologies, when the air reservoir pressure is abnormal, it often only triggers general alarms such as low pressure or pressure sensor malfunction, making it difficult to distinguish specific component problems. This leads to maintenance personnel relying on experience for troubleshooting, resulting in a high rate of incorrect repairs and long downtime. Furthermore, most systems lack the ability to actively trigger diagnostics under static conditions, such as when the vehicle is parked and not braking, relying on a passive response only after a fault occurs. This makes it difficult to prevent problems before they occur, resulting in low accuracy in fault detection of vehicle air pressure braking systems.

[0003] There is currently no effective solution to the above problems. Summary of the Invention

[0004] This invention provides a method, apparatus, and vehicle for fault detection of a vehicle air pressure braking system, in order to at least solve the technical problem of low accuracy in fault detection of vehicle air pressure braking systems in related technologies.

[0005] According to one aspect of the present invention, a fault detection method for a vehicle air pressure braking system is provided, comprising: performing fault detection on a pressure sensor in the vehicle air pressure braking system to obtain a sensor fault detection result, wherein the pressure sensor is used to collect air pressure in at least one air reservoir in the air pressure braking system; when the sensor fault detection result indicates that the pressure sensor is operating normally and the air pressure braking system is in a target operating state, performing fault detection on the air pressure braking system based on first air pressure data in at least one air reservoir to determine a fault detection result for the air pressure braking system, wherein the fault detection result is used to indicate whether a target type fault corresponding to the target operating state has occurred in the air pressure braking system; when the fault detection result indicates that the air pressure braking system has malfunctioned, determining the target fault component in the air pressure braking system that has experienced a target type fault based on second air pressure data in at least one air reservoir.

[0006] In this embodiment of the invention, based on the first air pressure data in at least one air reservoir, a fault detection of the pneumatic braking system is performed to determine the fault detection result of the pneumatic braking system. This includes: when the target operating state is that the pneumatic braking system is in an unloaded state and is not used for vehicle braking, collecting the first air pressure change value of at least one air reservoir within multiple first preset time periods, wherein the unloaded state indicates that the unloaded solenoid valve in the pneumatic braking system is in an open state so that the air compressor does not pump air from each air reservoir and each air reservoir does not discharge air, and the first air pressure data is the first air pressure change value within multiple first preset time periods; based on the first air pressure change value within multiple first preset time periods, determining whether there is an air leakage fault in the pneumatic braking system to obtain a fault detection result, wherein the target type fault is an air leakage fault.

[0007] In this embodiment of the invention, the air pressure braking system is determined to have an air leakage fault based on the first air pressure change value within a plurality of first preset time periods, so as to obtain a fault detection result. This includes: determining the target number of times that the first air pressure change value within a plurality of first preset time periods is greater than a preset air pressure threshold; and determining whether the air pressure braking system has an air leakage fault based on the target number of times, so as to obtain a fault detection result.

[0008] In this embodiment of the invention, determining the target fault component in the pneumatic braking system based on the second air pressure data in at least one air reservoir includes: in response to a fault detection result indicating an air leakage fault in the pneumatic braking system, controlling the unloading solenoid valve in the pneumatic braking system to be in a closed state, and collecting the second air pressure change value of at least one air reservoir within multiple second preset time periods; and determining whether the target fault component is the regenerative solenoid valve in the pneumatic braking system based on the first air pressure change value within multiple first preset time periods and the second air pressure change value within multiple second preset time periods.

[0009] In this embodiment of the invention, the method further includes: in response to determining that there is no air leakage fault in the pneumatic braking system, controlling the pneumatic braking system to be in an unloaded state, and collecting the third air pressure change value of at least one air storage tank within multiple third preset time periods; controlling the pneumatic braking system to be in a pumping state, and collecting the fourth air pressure change value of at least one air storage tank within multiple fourth preset time periods; based on the third air pressure change value within multiple third preset time periods and the fourth air pressure change value within multiple fourth preset time periods, determining whether there is a fault in the air supply component of the pneumatic braking system, so as to obtain a fault detection result, wherein the air supply component includes at least an air compressor, an air compressor air delivery pipe and an unloaded solenoid valve, and the target type fault is an air supply component fault.

[0010] In this embodiment of the invention, the method further includes: in response to determining that there is no air leakage fault in the pneumatic braking system, controlling the unloading solenoid valve to be in the open state and the regeneration solenoid valve to be in the open state, and collecting the fifth air pressure change value of at least one air reservoir within multiple fifth preset time periods; controlling the unloading solenoid valve to be in the open state and the regeneration solenoid valve to be in the closed state, and collecting the sixth air pressure change value of at least one air reservoir within multiple sixth preset time periods; based on the fifth air pressure change value within multiple fifth preset time periods and the sixth air pressure change value within multiple sixth preset time periods, determining whether there is a regeneration component fault in the pneumatic braking system, so as to obtain a fault detection result, wherein the regeneration component is the regeneration solenoid valve or the unloading solenoid valve, and the target type fault is the regeneration component fault.

[0011] In this embodiment of the invention, based on the second air pressure data in at least one air reservoir, the target fault component in the pneumatic braking system is determined to have a target type of fault. This includes: in response to a fault detection result indicating a regenerative component fault in the pneumatic braking system, when the air pressure in at least one air reservoir rises to the upper limit threshold, maintaining the air compressor in the pneumatic braking system in operation, controlling the unloading solenoid valve in the pneumatic braking system to be in the open state, and collecting the seventh air pressure change value of at least one air reservoir within multiple seventh preset time periods; based on the seventh air pressure change value within multiple seventh preset time periods, determining whether the target fault component is the regenerative solenoid valve or the unloading solenoid valve.

[0012] In this embodiment of the invention, the method further includes: in response to the normal operation of the pressure sensor in the pneumatic braking system, the absence of air leakage fault in the pneumatic braking system, the absence of air supply component fault in the pneumatic braking system, and the absence of regeneration component fault in the pneumatic braking system, determining the fault detection result as the absence of fault in the pneumatic braking system.

[0013] According to another aspect of the present invention, a fault detection device for a vehicle air pressure braking system is also provided, comprising: a sensor detection module for detecting faults in a pressure sensor of the vehicle air pressure braking system and obtaining a sensor fault detection result, wherein the pressure sensor is used to collect air pressure in at least one air reservoir in the air pressure braking system; a first determination module for detecting faults in the air pressure braking system based on first air pressure data in at least one air reservoir, and determining a fault detection result for the air pressure braking system, wherein the fault detection result is used to characterize whether a target type fault corresponding to the target operating state has occurred in the air pressure braking system; and a second determination module for determining a target fault component in the air pressure braking system that has experienced a target type fault, based on second air pressure data in at least one air reservoir, when the fault detection result characterizes a fault in the air pressure braking system.

[0014] The first determining module is further configured to, when the target operating state is that the pneumatic braking system is in an unloaded state and not engaged in vehicle braking, collect the first air pressure change value of at least one air reservoir within multiple first preset time periods. The unloaded state indicates that the unloaded solenoid valve in the pneumatic braking system is in an open state so that the air compressor does not pump air from each air reservoir and each air reservoir does not discharge air. The first air pressure data are the first air pressure change values ​​within multiple first preset time periods. Based on the first air pressure change values ​​within multiple first preset time periods, the module determines whether there is an air leakage fault in the pneumatic braking system to obtain a fault detection result. The target type fault is an air leakage fault.

[0015] The first determining module is further used to determine the target number of times that the first air pressure change value within a plurality of first preset time periods is greater than the preset air pressure threshold; based on the target number, it determines whether there is an air leakage fault in the air pressure braking system, so as to obtain the fault detection result.

[0016] The second determining module is further configured to respond to the fault detection result indicating that there is an air leakage fault in the pneumatic braking system, control the unloading solenoid valve in the pneumatic braking system to be in a closed state, and collect the second air pressure change value of at least one air storage tank within multiple second preset time periods; based on the first air pressure change value within multiple first preset time periods and the second air pressure change value within multiple second preset time periods, determine whether the target faulty component is the regenerative solenoid valve in the pneumatic braking system.

[0017] The first determining module is further configured to, in response to determining that there is no air leakage fault in the pneumatic braking system, control the pneumatic braking system to be in an unloaded state, and collect the third air pressure change value of at least one air reservoir within multiple third preset time periods; control the pneumatic braking system to be in a pumping state, and collect the fourth air pressure change value of at least one air reservoir within multiple fourth preset time periods; based on the third air pressure change value within multiple third preset time periods and the fourth air pressure change value within multiple fourth preset time periods, determine whether there is a fault in the air supply component of the pneumatic braking system, so as to obtain a fault detection result, wherein the air supply component includes at least an air compressor, an air compressor air delivery pipe and an unloaded solenoid valve, and the target type fault is an air supply component fault.

[0018] The first determining module is further configured to, in response to determining that there is no air leakage fault in the pneumatic braking system, control the unloading solenoid valve to be in the open state and the regeneration solenoid valve to be in the open state, and collect the fifth air pressure change value of at least one air reservoir within multiple fifth preset time periods; control the unloading solenoid valve to be in the open state and the regeneration solenoid valve to be in the closed state, and collect the sixth air pressure change value of at least one air reservoir within multiple sixth preset time periods; based on the fifth air pressure change value within multiple fifth preset time periods and the sixth air pressure change value within multiple sixth preset time periods, determine whether there is a regeneration component fault in the pneumatic braking system, so as to obtain a fault detection result, wherein the regeneration component is the regeneration solenoid valve or the unloading solenoid valve, and the target type fault is the regeneration component fault.

[0019] The second determining module is further configured to respond to the fault detection result indicating a regenerative component fault in the pneumatic braking system, and to maintain the air compressor in the pneumatic braking system in operation when the air pressure in at least one air reservoir rises to the upper limit threshold air pressure, control the unloading solenoid valve in the pneumatic braking system to be in the open state, and collect the seventh air pressure change value of at least one air reservoir within multiple seventh preset time periods; based on the seventh air pressure change value within multiple seventh preset time periods, determine whether the target faulty component is the regenerative solenoid valve or the unloading solenoid valve.

[0020] The first determining module is further configured to determine the fault detection result as no fault in the pneumatic braking system in response to the following: the pressure sensor in the pneumatic braking system is operating normally; there is no air leakage fault in the pneumatic braking system; there is no fault in the air supply component of the pneumatic braking system; and there is no fault in the regeneration component of the pneumatic braking system.

[0021] According to another aspect of the present invention, a vehicle is also provided, comprising: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods of various embodiments of the present invention during runtime.

[0022] According to another aspect of the present invention, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is executed, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of the present invention.

[0023] According to another aspect of the present invention, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of the present invention.

[0024] According to another aspect of the present invention, a computer program product is also provided, including a non-volatile computer-readable storage medium storing a computer program that, when executed by a processor, implements the methods of various embodiments of the present invention.

[0025] According to another aspect of the present invention, a computer program is also provided, which, when executed by a processor, implements the methods of the various embodiments of the present invention.

[0026] In this embodiment of the invention, a fault detection method for a vehicle air pressure braking system is provided, comprising: performing fault detection on a pressure sensor in the vehicle's air pressure braking system to obtain a sensor fault detection result, wherein the pressure sensor is used to collect air pressure in at least one air reservoir in the air pressure braking system; when the sensor fault detection result indicates that the pressure sensor is operating normally and the air pressure braking system is in a target operating state, performing fault detection on the air pressure braking system based on first air pressure data in at least one air reservoir to determine a fault detection result for the air pressure braking system, wherein the fault detection result is used to indicate whether the air pressure braking system has experienced a target type fault corresponding to the target operating state; when the fault detection result indicates that the air pressure braking system has experienced a fault, determining the target fault component in the air pressure braking system that has experienced a target type fault based on second air pressure data in at least one air reservoir. This application eliminates false alarms caused by sensor failure through a pre-test of the pressure sensor, ensuring the accuracy and reliability of subsequent air pressure data. Under the premise that the sensor is functioning normally and the air pressure braking system is in the target operating state, a preliminary fault diagnosis is made based on the first air pressure change data under this target operating state. This strongly correlates diagnostic conditions with physical mechanisms, avoiding cross-condition interference and reducing the false alarm rate. When a fault is confirmed in the air pressure braking system, it actively guides the system into a new control state, collects second air pressure data, and identifies the target faulty component by comparing the dynamic response differences before and after the operating conditions. Through sensor self-testing, preliminary fault diagnosis under the constraints of the target operating state, accurate fault-guided component location, and a multi-level progressive logic chain, a closed-loop, adaptive fault diagnosis system is constructed, thereby solving the technical problem of low accuracy in fault detection of vehicle air pressure braking systems in related technologies. Attached Figure Description

[0027] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0028] Figure 1 This is a flowchart of a fault detection method for a vehicle air pressure braking system according to an embodiment of the present invention;

[0029] Figure 2 This is a schematic diagram of the hardware architecture of a pneumatic braking system according to an embodiment of the present invention;

[0030] Figure 3 This is a schematic diagram of a fault detection process for a vehicle air pressure braking system according to an embodiment of the present invention;

[0031] Figure 4 This is a schematic diagram of an optional vehicle air pressure braking system fault detection process according to an embodiment of the present invention;

[0032] Figure 5 This is a schematic diagram of another optional fault detection process for a vehicle air pressure braking system according to an embodiment of the present invention;

[0033] Figure 6 This is a schematic diagram of a fault detection device for a vehicle air pressure braking system according to an embodiment of the present invention. Detailed Implementation

[0034] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0035] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0036] According to one aspect of the present invention, a fault detection method for a vehicle air pressure braking system is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0037] Figure 1 This is a flowchart of a fault detection method for a vehicle air pressure braking system according to an embodiment of the present invention, such as... Figure 1 As shown, the method includes the following steps:

[0038] Step S102: Perform fault detection on the pressure sensor in the vehicle's air brake system and obtain the sensor fault detection result.

[0039] The pressure sensor is used to collect the air pressure in at least one air reservoir in the pneumatic braking system.

[0040] The aforementioned pneumatic braking system can refer to a vehicle, such as a new energy commercial vehicle, that uses compressed air as a braking power source. The pneumatic braking system may include an air compressor, an air handling unit, including an unloading solenoid valve, a regeneration solenoid valve, a desiccant, at least one air reservoir, a pressure sensor, a controller local area network bus, and a vehicle control unit, etc., to realize the vehicle's service braking and parking braking functions.

[0041] The aforementioned pressure sensor can refer to a sensor used to measure the pressure of compressed air in at least one air reservoir in real time, and transmit the air pressure value to the instrument and vehicle control unit in the form of an electrical signal as a basic input signal for status judgment and fault diagnosis.

[0042] The aforementioned sensor fault detection results can refer to the conclusions on the sensor's operational health status determined by the vehicle control unit based on the pressure sensor's output data, such as abnormal signal fluctuations, excessive deviations, slow responses, or excessive differences in readings between the two sensors. These conclusions are used to determine whether the pressure sensor has experienced hardware or signal abnormalities and to decide whether to continue executing subsequent system-level fault diagnosis procedures.

[0043] At least one of the aforementioned air reservoirs can refer to a high-pressure air storage container used to store compressed air in an air pressure braking system. It can include a main air reservoir and an auxiliary air reservoir, such as a front axle, rear axle, or parking brake-specific air reservoir. Each air reservoir can be equipped with a pressure sensor to independently monitor changes in the internal air pressure of the air reservoir.

[0044] In one optional embodiment, fault detection can be performed through dual-sensor differential comparison. The air pressure braking system can be equipped with two independent pressure sensors to monitor the air pressure values ​​of the first and second air reservoirs, respectively. The vehicle control unit continuously collects real-time data from the first and second air reservoirs. If either pressure sensor outputs abnormally, such as when the sensor's signal exceeds its range, or when the absolute value of the air pressure difference between the two pressure sensors continuously exceeds a corresponding threshold and remains above a corresponding duration threshold, it is determined that at least one sensor has experienced drift, open circuit, or short circuit faults. This mechanism is based on the principle of physical symmetry. Under normal operating conditions, the pressures of the two air reservoirs should be similar. If the difference remains abnormal, it can be determined that the sensor measurement is inaccurate. When this state is detected, the sensor is marked as faulty, and subsequent system-level diagnostics based on air pressure data are terminated to prevent false alarms.

[0045] In another optional embodiment, abnormal pressure sensor response can be determined by statistical analysis of the signal change rate. The vehicle control unit can continuously calculate the rate of change of the pressure sensor output value within each sampling period and compare it with a corresponding threshold. If the cumulative number of times the rate of change exceeds the corresponding threshold reaches the threshold, it is determined that the sensor is experiencing electromagnetic interference, mechanical vibration, or aging of internal components, resulting in abnormal signal jitter. At this time, the air pressure braking system will trigger a fault flag, reset the cumulative counter to zero, and enter a retest state. This method avoids misjudgment based on static values ​​and relies on dynamic response characteristics to improve the ability to detect latent failures.

[0046] The above settings improve the reliability and robustness of pressure sensor fault detection. By filtering out sensor failures prior to detection, the subsequent pneumatic drive diagnostic logic is ensured to be based on reliable data, avoiding misdiagnosis, missed diagnosis, or false alarms caused by erroneous sensor signals, thus enhancing the reliability and safety of the vehicle health management system.

[0047] Step S104: If the sensor fault detection result indicates that the pressure sensor is operating normally and the pneumatic braking system is in the target working state, the pneumatic braking system is fault detected based on the first air pressure data in at least one air storage tank, and the fault detection result of the pneumatic braking system is determined.

[0048] Among them, the fault detection results are used to characterize whether the air pressure braking system has a target type fault corresponding to the target working state.

[0049] The aforementioned target operating state can refer to the operating mode of the pneumatic braking system under a specific control strategy. This can include the pumping state, i.e., the air compressor is running and the unloading solenoid valve and regeneration solenoid valve are closed; the unloading state, i.e., the unloading solenoid valve is open but does not pump air into the air tank, and the regeneration solenoid valve is closed; and the regeneration state, i.e., the unloading solenoid valve is open but does not pump air into the air tank, and the regeneration solenoid valve is open to exhaust air from the air tank to flush out the desiccant. Different target operating states can correspond to different expected logics of air pressure changes.

[0050] The aforementioned first air pressure data can refer to the sequence of air pressure change values ​​of the air reservoir collected by the vehicle control unit within multiple consecutive preset time periods under the target working state. This data is used to analyze whether the air pressure response of the air pressure braking system under this working condition meets the theoretical expectation, and serves as the data basis for judging whether there is a target type of fault.

[0051] The aforementioned fault detection result can refer to the conclusion of whether a specific type of fault has occurred in the pneumatic braking system after comparing and analyzing the first air pressure data with the corresponding threshold, change trend, cumulative number, and other logical conditions. The output is either no fault or a target type fault exists, and it can trigger the subsequent fault location process.

[0052] The aforementioned target type faults can refer to specific system fault categories that may occur corresponding to the target operating state. For example, a leak fault corresponds to the unloading state, a fault in the air supply component corresponds to the comparison between pumping and unloading, and a fault in the regeneration component corresponds to the comparison between regeneration and non-regeneration. Each target type fault has a clear diagnostic logic and triggering conditions.

[0053] In one optional embodiment, when the pressure sensor confirms normal operation, the presence of an air leak can be determined by observing the air pressure decay trend under unloaded conditions. If the air brake system is in an unloaded state, the vehicle control unit can collect the air pressure drop values ​​from the air reservoir over multiple preset time periods, forming first air pressure data. If the air pressure drop consistently exceeds the minor leak threshold and the cumulative number of drops reaches a certain threshold within each preset time period, a minor leak is identified; if it consistently exceeds the severe leak threshold, a severe leak is identified. This process does not rely on external intervention and ensures non-invasive diagnostics are completed without affecting vehicle operation through the air pressure decay behavior under natural operating conditions.

[0054] In another optional embodiment, the difference in air supply efficiency during the switching between pumping and unloading states can also be used to determine abnormalities in the air supply components. Assuming no air leakage, the vehicle control unit collects the air pressure change values ​​under unloading state; these values ​​should decrease slowly or approach zero, while the air pressure change values ​​under pumping state should increase significantly. If the air pressure rise rate during pumping is much lower than the calibrated normal value, while the air pressure is stable during unloading, it can be determined that the air compressor output is insufficient, the air supply line is blocked, or the unloading solenoid valve is not closed, leading to a decrease in air supply capacity. This diagnosis is based on a comparison of the dynamic response of the air pressure braking system under two controllable states, utilizing the difference in air pressure changes under air supply and no air supply to determine performance defects in the air supply chain.

[0055] Through the above settings, under the premise that the sensors are functioning normally, independent and unambiguous fault identification is achieved by accurately controlling the operating conditions and quantifying the dynamic response of air pressure for different types of faults. A closed-loop diagnostic logic of state-driven, data comparison, and fault mapping is constructed, enabling the pneumatic braking system to screen for multiple fault types based on existing air pressure signals and solenoid valve control commands. This improves diagnostic coverage and automation, avoids misjudgments caused by multiple fault coupling, and provides a reliable preliminary judgment basis for subsequent accurate positioning.

[0056] Step S106: If the fault detection result indicates that the pneumatic braking system has failed, the target fault component in the pneumatic braking system that has failed the target type of fault is determined based on the second air pressure data in at least one air reservoir.

[0057] The aforementioned second air pressure data may refer to another set of air tank pressure change values ​​collected by the vehicle control unit after confirming the existence of a target type of fault. This data is used to further isolate and locate the specific component where the fault occurred, and serves as data input for fault tracing.

[0058] The aforementioned target faulty component can refer to the specific faulty component identified based on the second air pressure data, as well as the difference analysis and state switching response characteristics of the first air pressure data. This could include components such as regeneration solenoid valves, unloading solenoid valves, air compressors, air compressor delivery pipelines, or air storage cylinder pipeline joints, thereby achieving accurate fault location and maintenance guidance.

[0059] In one optional embodiment, after confirming a leak, the unloading solenoid valve can be closed without starting the air pump, and second air pressure data can be collected. If the air pressure change rate over multiple preset time periods differs significantly from the air pressure change rate during the previous unloading phase, a fault in the regenerative solenoid valve of the pneumatic braking system can be determined. If the difference is small, the leak source can be identified as a component in the pipeline, joint, or air reservoir body. After confirming a leak, a diagnostic mode is entered to locate the fault. This mode does not fall under the unloading, regeneration, or air pumping states mentioned above. The air pressure change rate is compared between the closed and open states of the unloading solenoid valve to determine if the fault is with the regenerative solenoid valve. This process actively changes the valve state, using abnormal deviations in the air pressure response to differentiate the fault location.

[0060] In another alternative embodiment, after confirming an air supply failure, the pressure change slopes under unloading and pumping conditions can be compared to pinpoint the fault source in the air compressor, air delivery pipe, or unloading solenoid valve. When insufficient air supply is determined, the vehicle control unit performs cross-analysis based on the pressure change values ​​during the unloading phase. If the air pressure is stable under unloading conditions, it indicates no external leakage; however, the slow pressure rise during pumping indicates an obstruction in the air supply chain. If the air compressor output is normal at this point, the problem is likely concentrated on whether the air delivery pipe is blocked or whether the unloading solenoid valve is not closed, causing gas backflow. By quantifying the difference in air pressure slopes under air supply conditions, problems with the air reservoir itself can be ruled out, accurately pinpointing the performance degradation of a single component in the air supply chain.

[0061] By actively controlling the solenoid valve's state, guiding the pneumatic braking system into specific operating conditions, and collecting response data, accurate tracing from fault identification to specific component failure can be achieved. This elevates fault diagnosis from symptom judgment to mechanism localization, avoiding the crude approach of relying solely on threshold alarms, reducing false repair rates and maintenance costs, and ensuring the reproducibility and verifiability of the diagnostic logic. It also provides highly reliable fault component tags for subsequent remote diagnosis and intelligent maintenance.

[0062] In this embodiment of the invention, a fault detection method for a vehicle air pressure braking system is provided, comprising: performing fault detection on a pressure sensor in the vehicle's air pressure braking system to obtain a sensor fault detection result, wherein the pressure sensor is used to collect air pressure in at least one air reservoir in the air pressure braking system; when the sensor fault detection result indicates that the pressure sensor is operating normally and the air pressure braking system is in a target operating state, performing fault detection on the air pressure braking system based on first air pressure data in at least one air reservoir to determine a fault detection result for the air pressure braking system, wherein the fault detection result is used to indicate whether the air pressure braking system has experienced a target type fault corresponding to the target operating state; when the fault detection result indicates that the air pressure braking system has experienced a fault, determining the target fault component in the air pressure braking system that has experienced a target type fault based on second air pressure data in at least one air reservoir. This application eliminates false alarms caused by sensor failure through a pre-test of the pressure sensor, ensuring the accuracy and reliability of subsequent air pressure data. Under the premise that the sensor is functioning normally and the air pressure braking system is in the target operating state, a preliminary fault diagnosis is made based on the first air pressure change data under this target operating state. This strongly correlates diagnostic conditions with physical mechanisms, avoiding cross-condition interference and reducing the false alarm rate. When a fault is confirmed in the air pressure braking system, it actively guides the system into a new control state, collects second air pressure data, and identifies the target faulty component by comparing the dynamic response differences before and after the operating conditions. Through sensor self-testing, preliminary fault diagnosis under the constraints of the target operating state, accurate fault-guided component location, and a multi-level progressive logic chain, a closed-loop, adaptive fault diagnosis system is constructed, thereby solving the technical problem of low accuracy in fault detection of vehicle air pressure braking systems in related technologies.

[0063] In this embodiment of the invention, based on the first air pressure data in at least one air reservoir, a fault detection of the pneumatic braking system is performed to determine the fault detection result of the pneumatic braking system. This includes: when the target operating state is that the pneumatic braking system is in an unloaded state and is not used for vehicle braking, collecting the first air pressure change value of at least one air reservoir within multiple first preset time periods, wherein the unloaded state indicates that the unloaded solenoid valve in the pneumatic braking system is in an open state so that the air compressor does not pump air from each air reservoir and each air reservoir does not discharge air, and the first air pressure data is the first air pressure change value within multiple first preset time periods; based on the first air pressure change value within multiple first preset time periods, determining whether there is an air leakage fault in the pneumatic braking system to obtain a fault detection result, wherein the target type fault is an air leakage fault.

[0064] The aforementioned unloading state can refer to the situation in the air pressure braking system where, when the air pressure in the air reservoir reaches a preset upper limit threshold, the vehicle control unit actively controls the unloading solenoid valve to open, causing the air pressure braking system to enter a stable operating condition that maintains air pressure and stops pumping air. In the unloading state, the air reservoir does not receive compressed air from the air compressor, nor does it exhaust air to the outside through the regeneration solenoid valve. Theoretically, the air pressure should remain basically constant, only affected by minor leaks or thermal expansion and contraction.

[0065] The aforementioned non-interventional vehicle braking use can refer to the vehicle being stationary or in a non-braking operation state during the diagnostic process, where the driver does not press the brake pedal, does not trigger emergency braking, does not release the parking brake, and there is no external braking request from the vehicle network or auxiliary system. This ensures that changes in the air reservoir pressure are solely due to internal conditions, such as leaks, thus eliminating interference from human or external braking actions on the air pressure and guaranteeing the accuracy of the diagnostic results.

[0066] The aforementioned multiple first preset time periods can refer to the set of continuous, fixed-duration time periods divided by the vehicle control unit in the unloaded state in order to collect sufficient statistical samples to determine the trend of air pressure change. For example, each period is 5 seconds, and 10 to 30 periods are collected continuously. The air pressure value of the air tank is recorded once in each period to analyze whether the air pressure changes smoothly within the expected range, which helps to realize the statistical judgment of air leakage faults.

[0067] The aforementioned first air pressure change value can refer to the change in air pressure in the air storage tank relative to the previous cycle within each first preset time period. It reflects the natural decay rate of air pressure under conditions of no inflation and no deflation, and serves as a quantitative basis for judging whether there is an air leakage fault. If the first air pressure change value continuously exceeds the normal range within multiple first preset time periods, it can be determined that there is an abnormal leak.

[0068] The aforementioned unloading solenoid valve may refer to an electronically controlled switch valve integrated within the air handling unit, controlled by the vehicle control unit. In the unloading state, the unloading solenoid valve opens, connecting the air compressor output to the atmosphere, thereby cutting off the air supply path from the air compressor to the air tank and stopping the pumping function. The sealing performance of the unloading solenoid valve affects the air pressure stability in the unloading state.

[0069] The aforementioned air compressor can refer to an air compression device used to compress ambient air and deliver it to the air handling unit as an air source for the pneumatic braking system.

[0070] In one optional embodiment, the presence of air leakage can be determined by continuously monitoring the stable decay rate of air pressure under unloading conditions. Assuming the unloading solenoid valve is open, the air compressor is stopped, and there are no braking or regeneration actions, the vehicle control unit collects the air pressure in the storage tank at multiple first preset time periods, calculates the pressure drop between adjacent periods, and forms a first air pressure change value. If the decrease value in multiple consecutive periods exceeds the corresponding minor leakage threshold, and the cumulative number of drops reaches the corresponding threshold, a slow, continuous gas leak is determined to exist. This method does not rely on absolute air pressure values; by analyzing the changing trend, it effectively filters out temperature drift and sensor noise, achieving highly sensitive detection of low-intensity leaks.

[0071] In another optional embodiment, a severe leak can be identified by recognizing an abnormally rapid drop in air pressure. Under unloaded conditions, if multiple first air pressure changes consecutively exceed the severe leak threshold, and the cumulative number reaches the corresponding threshold, a relatively severe leak is determined. In this case, the rate of air pressure drop far exceeds the normal thermodynamic diffusion range, constituting abnormal leak behavior. A high-priority fault flag can be triggered without waiting for a complete accumulation cycle, ensuring early warning before the risk escalates. This mechanism combines dynamic thresholds and statistical accumulation to achieve graded responses to leaks of different severity levels, avoiding false triggering due to instantaneous disturbances.

[0072] Through the above settings, a dynamic response air leak diagnosis logic is constructed. Without additional sensors or manual intervention, it can achieve early and graded identification of air leak faults in a silent state without affecting the normal operation of the vehicle, thereby improving the timeliness and accuracy of fault detection and providing a proactive guarantee for preventing brake performance degradation.

[0073] In this embodiment of the invention, the air pressure braking system is determined to have an air leakage fault based on the first air pressure change value within a plurality of first preset time periods, so as to obtain a fault detection result. This includes: determining the target number of times that the first air pressure change value within a plurality of first preset time periods is greater than a preset air pressure threshold; and determining whether the air pressure braking system has an air leakage fault based on the target number of times, so as to obtain a fault detection result.

[0074] The aforementioned preset air pressure threshold can refer to the critical value of air pressure drop set based on engineering calibration experience and actual vehicle test data under the unloaded state of the air pressure braking system, which is used to distinguish between normal minor fluctuations and abnormal leakage behavior.

[0075] The aforementioned target number can refer to the cumulative number of times that the first air pressure change value continuously exceeds the corresponding air pressure threshold within multiple first preset time periods. This can be used as a criterion for judging whether the air leakage fault has continuity and stability rather than instantaneous interference.

[0076] In one optional embodiment, for the statistical accumulation determination of minor leaks, pressure change values ​​are continuously collected for multiple first preset time periods under unloaded conditions, and the pressure drop in each period is compared with the corresponding minor leak threshold. If the pressure drop in a certain period exceeds the corresponding minor leak threshold, it is recorded as a valid event. When the cumulative number of valid events reaches the corresponding threshold, it is determined that the leak behavior is persistent and stable, not caused by transient interference, thus confirming the existence of a minor leak fault. This mechanism filters out occasional fluctuations caused by temperature changes, sensor jitter, or transient aerodynamic disturbances through time accumulation and event counting, retaining repetitive leak characteristics that conform to engineering principles, thereby improving diagnostic reliability.

[0077] In another optional embodiment, for the rapid response determination of severe gas leaks, if the gas pressure drop value continuously exceeds the corresponding severe leak threshold within multiple first preset time periods, a high-priority counting mechanism can be activated. If the accumulated high-amplitude events reach the corresponding number threshold, it is determined to be a severe gas leak. This process adopts a low-number, high-threshold strategy to ensure that alarms are triggered in a timely manner in scenarios with large leakage and high risk, avoiding delays in handling due to long waiting periods. It is suitable for emergency situations where a rapid drop in gas pressure may cause brake failure.

[0078] The above settings allow for the construction of a tiered diagnostic logic for air leakage faults. Minor leaks are verified for stability through a high number of tests, while severe leaks are addressed with a low number of tests for rapid response. This enables accurate tiered identification and response grading of air leakage faults, enhancing the diagnostic system's anti-interference capabilities and safety redundancy. It can detect early, minor potential problems and quickly respond to sudden, high-risk leaks, providing a reliable decision-making basis for the active safety protection of braking systems.

[0079] In this embodiment of the invention, determining the target fault component in the pneumatic braking system based on the second air pressure data in at least one air reservoir includes: in response to a fault detection result indicating an air leakage fault in the pneumatic braking system, controlling the unloading solenoid valve in the pneumatic braking system to be in a closed state, and collecting the second air pressure change value of at least one air reservoir within multiple second preset time periods; and determining whether the target fault component is the regenerative solenoid valve in the pneumatic braking system based on the first air pressure change value within multiple first preset time periods and the second air pressure change value within multiple second preset time periods.

[0080] The multiple second preset time periods and multiple third preset time periods mentioned in this application can refer to multiple sampling segments of consecutive time lengths, which may or may not be the same as the duration of the first preset time period.

[0081] The second pressure change value, the third pressure change value, etc. in this application can refer to the change in the gas pressure of the gas storage tank relative to the previous cycle at the end of each cycle within the corresponding preset time period.

[0082] The aforementioned regeneration solenoid valve can refer to an electronically controlled valve integrated into the air handling unit. Under normal circumstances, it is activated and opened by the vehicle control unit during the regeneration phase, allowing high-pressure air in the reservoir to flow through the desiccant and be discharged into the atmosphere, thus regenerating the desiccant's moisture absorption capacity. During the unloading or pumping phase, the regeneration solenoid valve should be in the closed state, and its sealing performance must meet the requirement of no leakage. If the regeneration solenoid valve experiences internal leakage due to aging, impurities, or seal failure, high-pressure air will still slowly leak through the valve core gap under non-regeneration conditions, leading to an abnormal drop in air pressure during the unloading phase. If only the regeneration solenoid valve leaks, and the unloading solenoid valve is functioning correctly, the high-pressure air will be sealed by the unloading solenoid valve and will not leak. By comparing the difference between the first and second air pressure changes, it can be determined whether the gas leak originates from the regeneration solenoid valve.

[0083] By comparing the leakage levels in the open and closed states of the unloading solenoid valve through the above settings, a physical logic-based fault isolation mechanism is constructed. This mechanism can accurately distinguish between internal leakage in the regeneration valve and external pipeline leakage in complex fault scenarios, reducing the misjudgment rate and maintenance costs, and improving the level of diagnostic intelligence and fault handling efficiency.

[0084] In this embodiment of the invention, the method further includes: in response to determining that there is no air leakage fault in the pneumatic braking system, controlling the pneumatic braking system to be in an unloaded state, and collecting the third air pressure change value of at least one air storage tank within multiple third preset time periods; controlling the pneumatic braking system to be in a pumping state, and collecting the fourth air pressure change value of at least one air storage tank within multiple fourth preset time periods; based on the third air pressure change value within multiple third preset time periods and the fourth air pressure change value within multiple fourth preset time periods, determining whether there is a fault in the air supply component of the pneumatic braking system, so as to obtain a fault detection result, wherein the air supply component includes at least an air compressor, an air compressor air delivery pipe and an unloaded solenoid valve, and the target type fault is an air supply component fault.

[0085] The aforementioned air-pumping state refers to the operating condition in an air-pressure braking system where, when the air pressure in the air reservoir falls below the corresponding lower threshold, the vehicle control unit activates the air compressor and closes the unloading solenoid valve and regeneration solenoid valve, allowing the compressed air generated by the air compressor to be directly injected into the air reservoir via the air handling unit. In this air-pumping state, the air-pressure braking system should exhibit a continuous and stable upward trend in air pressure, with the rate of increase reflecting the overall performance of the air supply capacity. If there is a malfunction in the air supply components, it will cause the air pressure to rise slowly or stagnate, becoming a diagnostic criterion for identifying faults in the air supply components.

[0086] The aforementioned air compressor air delivery pipe refers to the high-pressure air pipeline connecting the air compressor outlet and the air handling unit inlet, used to deliver the compressed air generated by the air compressor to downstream filtration, drying, and storage components. If the air compressor air delivery pipe is bent, aged and cracked, has loose joints, or is blocked by internal carbon deposits, it will lead to increased airflow resistance and decreased flow rate, resulting in a reduced rate of air pressure increase during the pumping phase. Under unloaded conditions, if there are no leaks in the air compressor air delivery pipe, the air pressure change should be close to zero.

[0087] In one optional embodiment, the capability of the air supply component can be determined by comparing the air pressure changes during the unloading and pumping phases. Specifically, assuming there is no air leakage in the pneumatic braking system, the unloading solenoid valve can be opened to collect air pressure change values ​​of the air storage tank within multiple third preset time periods. At this time, the air pressure should remain basically stable or slightly decrease. Subsequently, the system switches to pumping mode, closes the unloading solenoid valve, starts the air compressor, and collects fourth air pressure change values ​​within multiple fourth preset time periods. If the fourth air pressure change value is significantly lower than the calibrated normal range, while the third air pressure change value still meets expectations, it indicates that the air compressor itself has insufficient output, or that the compressed air output by the air compressor has experienced flow attenuation due to blockage, bends, or narrowing of the joint inner diameter during transmission through the air delivery pipeline, failing to effectively fill the air storage tank. This indicates that the air supply component has a performance degradation fault.

[0088] Through the above settings, a closed-loop identification logic for gas supply system faults is constructed by comparing two-way operating conditions under the premise of no air leakage. This enables the diagnosis of gas supply components without the need for additional sensors or disassembly for testing. The fault type can be located by relying on the dynamic response difference of air pressure, thereby improving the accuracy of diagnosis and the level of automation. This provides reliable technical support for preventing braking delay caused by insufficient power.

[0089] In this embodiment of the invention, the method further includes: in response to determining that there is no air leakage fault in the pneumatic braking system, controlling the unloading solenoid valve to be in the open state and the regeneration solenoid valve to be in the open state, and collecting the fifth air pressure change value of at least one air reservoir within multiple fifth preset time periods; controlling the regeneration solenoid valve to be in the closed state, and collecting the sixth air pressure change value of at least one air reservoir within multiple sixth preset time periods; based on the fifth air pressure change value within multiple fifth preset time periods and the sixth air pressure change value within multiple sixth preset time periods, determining whether there is a regeneration component fault in the pneumatic braking system, so as to obtain a fault detection result, wherein the regeneration component is the regeneration solenoid valve or the unloading solenoid valve, and the target type fault is the regeneration component fault.

[0090] In one optional embodiment, the presence of a regeneration component malfunction is determined by comparing the pressure drop during simultaneous opening of both the unloading solenoid valve and the regeneration solenoid valve with the pressure drop during single-valve opening. Assuming no air leakage is detected, the vehicle control unit first controls both the unloading and regeneration solenoid valves to open simultaneously, collecting the fifth air pressure change value of the air reservoir over multiple preset fifth time periods. At this time, the air pressure braking system should be in standard regeneration operation, and the air pressure should drop rapidly. Subsequently, the regeneration solenoid valve is closed, leaving only the unloading solenoid valve open, and the sixth air pressure change value is collected over multiple preset sixth time periods. If the difference between the sixth and fifth air pressure change values ​​is not significant, a regeneration component malfunction can be confirmed.

[0091] In another alternative embodiment, a fault in the regeneration component can be determined by the insufficient drop in air pressure when both the unloading solenoid valve and the regeneration solenoid valve are open, i.e., when the pneumatic braking system is in the regeneration state. Specifically, when the sixth air pressure change value is normal and the fifth air pressure change value is much lower than the calibrated regeneration rate, the pneumatic braking system does not obtain the expected strong exhaust effect in the regeneration state, thus determining that there is a fault in the regeneration component.

[0092] By controlling the combined state of the regeneration solenoid valve and the unloading solenoid valve, and comparing the difference in air pressure attenuation characteristics, it is possible to determine whether there is a fault in the regeneration component, thus providing technical support for ensuring the desiccant regeneration efficiency and the long-term reliability of the braking system.

[0093] In this embodiment of the invention, based on the second air pressure data in at least one air reservoir, the target fault component in the pneumatic braking system is determined to have a target type of fault. This includes: in response to a fault detection result indicating a regenerative component fault in the pneumatic braking system, maintaining the air compressor in operation when the air pressure in at least one air reservoir rises to the upper limit threshold, controlling the unloading solenoid valve in the pneumatic braking system to be in the open state, and collecting the seventh air pressure change value of at least one air reservoir within multiple seventh preset time periods; based on the seventh air pressure change value within multiple seventh preset time periods, determining whether the target fault component is the regenerative solenoid valve or the unloading solenoid valve.

[0094] The aforementioned upper limit threshold for air pressure refers to the permissible upper limit of compressed air pressure in the air reservoir of the air pressure braking system, set to trigger the regeneration function or execute a specific diagnostic procedure. This limit can be jointly calibrated by vehicle safety specifications and air handling unit design parameters. When the air pressure in the air reservoir reaches this upper limit threshold, the vehicle control unit determines that the air pressure braking system is filled with high-pressure air, meeting the initial conditions for executing the dual-valve opening diagnostic in regeneration mode.

[0095] By employing the above settings, and through cross-comparison of the air pressure attenuation when both the unloading solenoid valve and the regeneration solenoid valve are fully open with preset benchmarks and historical data, a secondary accurate location of regeneration component faults can be achieved. This subdivides previously ambiguous regeneration component faults into either regeneration solenoid valve or unloading solenoid valve faults, avoiding incorrect replacements during maintenance, improving diagnostic accuracy and maintenance efficiency. Relying on the existing control and sensing resources of the pneumatic braking system, intelligent fault tracing without additional hardware intervention is achieved, enhancing the self-diagnostic capabilities and reliability of the pneumatic braking system.

[0096] In this embodiment of the invention, the method further includes: in response to the normal operation of the pressure sensor in the pneumatic braking system, the absence of air leakage fault in the pneumatic braking system, the absence of air supply component fault in the pneumatic braking system, and the absence of regeneration component fault in the pneumatic braking system, determining the fault detection result as the absence of fault in the pneumatic braking system.

[0097] In one optional embodiment, the pneumatic braking system is verified to be fault-free through a multi-level fault diagnosis and logical closed-loop verification. Based on the normal self-test of the pressure sensor, multiple independent diagnoses can be performed sequentially on the leakage, air supply components, and regeneration components. If the air pressure decay under unloading conditions does not exceed the threshold (i.e., no leakage), the air pressure changes during pumping and unloading stages conform to theoretical expectations (i.e., no air supply abnormality), and the air pressure response when the regeneration valve opens and closes conforms to the calibration model (i.e., no regeneration fault), then the diagnostic results are all fault-free. At this point, the pre-judgment conditions can be logically ANDed. When all the above conditions are met, the pneumatic braking system is determined to be operating normally overall. This mechanism ensures that each subsystem is independently verified, avoiding overall misjudgment due to misjudgment in a single link, forming a rigorous fault-elimination chain.

[0098] In another optional embodiment, the absence of abnormalities in the pneumatic braking system is confirmed through operational condition coverage and response consistency. The pneumatic braking system continuously collects dynamic air pressure data over multiple typical operating cycles, such as multiple inflation, unloading, and regeneration cycles. If the air pressure changes at each stage fall within a preset normal range and do not trigger any fault conditions, the pneumatic braking system is considered to be stable under all operating conditions. This process emphasizes long-term consistency, effectively filters out occasional interference, and only outputs a fault-free conclusion when there are no abnormal signals in the diagnostic path, ensuring that the diagnostic results have statistical significance and engineering reliability.

[0099] Through the above settings, a fault-free determination logic is constructed using multi-condition serial verification and a consistent response mechanism across all operating conditions. This helps to achieve a high degree of confidence in confirming the health status of the pneumatic braking system, avoid false alarms caused by local signal fluctuations or temporary interference, reduce the false alarm rate, and increase user trust in the diagnostic process. It also provides a deterministic fault-free basis for vehicle health management, supports accurate maintenance decisions, and reduces unnecessary repairs and spare parts consumption.

[0100] The technical solution proposed in this application is described below with reference to an optional embodiment. This application proposes a fault diagnosis strategy for a braking system, which can be used in the pneumatic braking system of new energy commercial vehicles. When the air compressor in the pneumatic braking system is working, it provides compressed air, which is filtered by the air handling unit and then delivered to the air storage tank. The high-pressure air is stored in the air storage tank. The function of the air handling unit is to filter the high-pressure air delivered by the air compressor, keeping the air dry. At the same time, the air handling unit integrates two pressure sensors to detect the air pressure of the two air storage tanks. The air handling unit is equipped with an unloading solenoid valve and a regeneration solenoid valve to realize unloading and regeneration control.

[0101] Figure 2 This is a schematic diagram of a hardware architecture for a pneumatic braking system according to an embodiment of the present invention, as shown below. Figure 2 As shown, the air pressure braking system includes a vehicle control unit, an instrument system, an air compressor controller, an air compressor, an air treatment unit, a first air reservoir, and a second air reservoir. Solid lines in the figure represent air circuit connections, while dashed lines represent electrical signal connections. The vehicle control unit can control the air compressor through the air compressor controller. The air compressor can input compressed air into the air treatment unit, which can pump the compressed air into the first and second air reservoirs. The first vehicle control unit can control the opening and closing states of the unloading solenoid valve and the regeneration solenoid valve in the air treatment unit. The electrical signals from the vehicle control unit and the air treatment unit can be displayed on the instrument system.

[0102] The air pressure in the air cylinder of the air-pressure braking system is transmitted to the instrument panel via an electrical signal. The instrument panel displays the analyzed air pressure and sends it to the controller area network (CLAN) bus. The vehicle control unit reads the air pressure from the CLAN bus and operates in three states based on the air pressure: pumping, unloading, and regeneration. Pumping refers to the air compressor starting when the air pressure in the cylinder is too low, while the unloading and regeneration solenoid valves of the air handling unit close, allowing the air compressor to fill the cylinder and increase the pressure. Unloading refers to the air pressure exceeding the set value after the cylinder is full; the vehicle control unit opens the unloading solenoid valve and simultaneously stops the air compressor via the multi-function controller. During unloading, the cylinder pressure should remain essentially constant. Regeneration refers to the process of regenerating the desiccant inside the air handling unit to maintain its drying capacity. During regeneration, high-pressure air from the cylinder is discharged into the atmosphere through the air handling unit, flushing out moisture from the desiccant and maintaining its drying ability. During regeneration, the cylinder pressure decreases. The content of this application is based on the working status of each component in the aforementioned pneumatic braking system to determine whether the air pressure response meets expectations. If not, the fault point can be proactively identified. This application can nip related faults in the bud, preventing them from leading to serious consequences.

[0103] The pressure sensor diagnostics in this application may include the following fault conditions: A pressure sensor is deemed faulty when the pressure value P1 of the first air reservoir is ≥ 8 bar or the pressure value P2 of the second air reservoir is ≥ 8 bar, and |P1-P2| ≥ 1.5 bar for 10 seconds. The fault clearance condition is set to either vehicle inflation or |P1-P2| ≤ 1 bar for 10 seconds, at which point the fault is cleared. A pressure sensor is also deemed faulty if the rate of change of the pressure sensor's air pressure signal is greater than or equal to the calibrated value Y, and the cumulative number of changes exceeds N. If the rate of change of the pressure sensor's air pressure signal is less than the calibrated value Y, and the cumulative number of changes exceeds N, the value of N is set to zero when the fault is cleared. The air pressure braking system has two independent circuits, with P1 and P2 representing the air pressure values ​​of the two circuits, respectively. When the air pressure braking system is functioning normally, the air pressures of the two circuits should be approximately the same. If the pressure difference between the two circuits is too large, it indicates that the pressure sensor signal is unreliable.

[0104] Brake system leak diagnosis can include: when the system is not pumping air, not regenerating air, the brake pedal is not depressed, the parking brake is not released, there is no external braking request, the pressure sensor is fault-free, and the unloading solenoid valve is energized, the pressure change value P11 of the air reservoir within the time period t1 is extracted. If the calibrated value Y12 > P11 ≥ calibrated value Y11 and the cumulative number of times exceeds N1, a minor air leak is determined in the brake system; if P11 > calibrated value Y12 and the cumulative number of times exceeds N1, a serious air leak is determined in the brake system. If the pressure change value P11 < calibrated value Y11 within the time period t1 seconds, no air leak is determined, and the N1 value is reset to zero. The purpose of the non-pumping air and non-regenerating air conditions mentioned above is to exclude the working state where the air reservoir pressure changes, thereby determining whether there is an air leak based on the air reservoir pressure change.

[0105] When there is an air leakage fault in the braking system, a diagnostic strategy is executed. When the system is not in a pumping state, not in a regeneration state, the brake pedal is not depressed, the parking brake is not released, there is no external request for braking, and the pressure sensor is fault-free, the vehicle control unit controls the unloading solenoid valve to de-energize for a duration of t1 seconds, and extracts the pressure change value P12 of the air reservoir. If |P11-P12|> the calibration value Y13, it is determined that there is an air leakage fault in the regeneration solenoid valve. If |P11-P12|≤ the calibration value Y13, it is determined that there is an air leakage fault in the rest of the braking system.

[0106] Fault diagnosis of the air supply components may include, under the following conditions: the brake pedal is not depressed, the parking brake is not released, there is no external request for braking, the pressure sensor is fault-free, and there is no air leakage in the braking system; in the unloaded state, the pressure change value P21 of the air reservoir is read during the time period t2; in the pumping state, the pressure change value P22 of the air reservoir is read during the time period t2. If |P22-P21|≤ the calibrated value Y2 and the cumulative number of times exceeds N2, it is determined that there is a fault in the air compressor, air compressor delivery pipe, or unloading solenoid valve. If |P22-P21|> the calibrated value Y2, it is determined that the air compressor, air compressor delivery pipe, and unloading solenoid valve are normal, and the value of N2 is reset to zero.

[0107] The fault diagnosis of the regeneration component may include: without stepping on the brake pedal, without releasing the parking brake, without an external request for braking, the pressure sensor has no fault and there is no air leakage fault in the braking system. When the regeneration valve is powered on, the change amount P31 of the air storage tank pressure is read in real time for t3 seconds. When the regeneration valve is powered off, the change amount P32 of the air storage tank pressure is read for t3 seconds. If |P32 - P31| < Y3 and P > 7.5 bar, it is determined that there is a fault that the regeneration solenoid valve or the unloading solenoid valve cannot be opened.

[0108] When it is determined that there is a regeneration component fault and enters the diagnostic mode, after the vehicle is fully inflated, the air compressor delays shutdown for t4 seconds. Without stepping on the brake pedal, without releasing the parking brake, without an external request for braking, the pressure sensor has no fault and there is no air leakage fault in the braking system. The vehicle control unit controls the unloading solenoid valve to be powered on, and extracts the change value X4 of the air storage tank pressure within the t4 time period. If X4 ≤ Y4, it is determined that there is a fault that the regeneration solenoid valve cannot be opened. If X4 > Y4, it is determined that there is a fault with the unloading solenoid valve.

[0109] Figure 3 is a schematic diagram of a fault detection process of a vehicle pneumatic braking system according to an embodiment of the present invention. As Figure 3 shown, the pressure sensor in the vehicle pneumatic braking system is subjected to fault detection to obtain the sensor fault detection result. When the target working state is that the pneumatic braking system is in the unloading state and the vehicle braking is not intervened, the first air pressure change values of at least one air storage tank in multiple first preset time periods are collected; based on the first air pressure change values in the multiple first preset time periods, it is determined whether there is an air leakage fault in the pneumatic braking system to obtain the fault detection result. When the fault detection result indicates that the pneumatic braking system has a fault, based on the second air pressure data in at least one air storage tank, the target fault component that has a target type fault in the pneumatic braking system is determined.

[0110] Figure 4 is a schematic diagram of an optional fault detection process of a vehicle pneumatic braking system according to an embodiment of the present invention. As Figure 4As shown, fault detection is performed on the pressure sensors in the vehicle's air brake system to obtain sensor fault detection results. Under the target operating state where the air brake system is unloaded and not engaged in vehicle braking, the first air pressure change value of at least one air reservoir is collected over multiple first preset time periods. Based on the first air pressure change values ​​over multiple first preset time periods, it is determined whether the air brake system has an air leakage fault, thus obtaining a fault detection result. In response to determining that the air brake system does not have an air leakage fault, the air brake system is controlled to be in an unloaded state, and the third air pressure change value of at least one air reservoir is collected over multiple third preset time periods. The air brake system is then controlled to be in a pumping state, and the fourth air pressure change value of at least one air reservoir is collected over multiple fourth preset time periods. Based on the third air pressure change values ​​over multiple third preset time periods and the fourth air pressure change values ​​over multiple fourth preset time periods, it is determined whether the air supply component of the air brake system has a fault, thus obtaining a fault detection result. If the fault detection result indicates that the air brake system has malfunctioned, the target fault component in the air brake system with the target type of fault is determined based on the second air pressure data in at least one air reservoir.

[0111] Figure 5 This is a schematic diagram of another optional fault detection process for a vehicle air pressure braking system according to an embodiment of the present invention, such as... Figure 5 As shown, fault detection is performed on the pressure sensors in the vehicle's air brake system to obtain sensor fault detection results. Under the target operating state where the air brake system is unloaded and not engaged in vehicle braking, the first air pressure change value of at least one air reservoir is collected over multiple first preset time periods. Based on the first air pressure change values ​​over multiple first preset time periods, it is determined whether there is an air leakage fault in the air brake system, thus obtaining a fault detection result. In response to determining that there is no air leakage fault in the air brake system, the unloading solenoid valve and the regeneration solenoid valve are controlled to be in the open state, and the fifth air pressure change value of at least one air reservoir is collected over multiple fifth preset time periods. The regeneration solenoid valve is controlled to be in the closed state, and the sixth air pressure change value of at least one air reservoir is collected over multiple sixth preset time periods. Based on the fifth air pressure change values ​​over multiple fifth preset time periods and the sixth air pressure change values ​​over multiple sixth preset time periods, it is determined whether there is a regeneration component fault in the air brake system, thus obtaining a fault detection result. If the fault detection result indicates that the air brake system has malfunctioned, the target fault component in the air brake system with the target type of fault is determined based on the second air pressure data in at least one air reservoir.

[0112] According to another aspect of the present invention, a fault detection device for a vehicle air pressure braking system is also provided. This device can execute the fault detection method for the vehicle air pressure braking system described in the above embodiments. The specific implementation method and preferred application scenarios are the same as those described in the above embodiments, and will not be repeated here.

[0113] Figure 6 This is a schematic diagram of a fault detection device for a vehicle air pressure braking system according to an embodiment of this application, as shown below. Figure 6 As shown, the device includes the following: a sensor detection module 602, a first determination module 604, and a second determination module 606.

[0114] The sensor detection module 602 is used to detect faults in the pressure sensor of the vehicle's air pressure braking system and obtain sensor fault detection results. The pressure sensor is used to collect air pressure in at least one air reservoir in the air pressure braking system. The first determination module 604 is used to detect faults in the air pressure braking system based on the first air pressure data in at least one air reservoir when the sensor fault detection result indicates that the pressure sensor is operating normally and the air pressure braking system is in the target working state. The fault detection result is used to indicate whether the air pressure braking system has experienced a target type fault corresponding to the target working state. The second determination module 606 is used to determine the target fault component in the air pressure braking system that has experienced a target type fault when the fault detection result indicates that the air pressure braking system has experienced a fault, based on the second air pressure data in at least one air reservoir.

[0115] The first determining module is further configured to, when the target operating state is that the pneumatic braking system is in an unloaded state and not engaged in vehicle braking, collect the first air pressure change value of at least one air reservoir within multiple first preset time periods. The unloaded state indicates that the unloaded solenoid valve in the pneumatic braking system is in an open state so that the air compressor does not pump air from each air reservoir and each air reservoir does not discharge air. The first air pressure data are the first air pressure change values ​​within multiple first preset time periods. Based on the first air pressure change values ​​within multiple first preset time periods, the module determines whether there is an air leakage fault in the pneumatic braking system to obtain a fault detection result. The target type fault is an air leakage fault.

[0116] The first determining module is further used to determine the target number of times that the first air pressure change value within a plurality of first preset time periods is greater than the preset air pressure threshold; based on the target number, it determines whether there is an air leakage fault in the air pressure braking system, so as to obtain the fault detection result.

[0117] The second determining module is further configured to respond to the fault detection result indicating that there is an air leakage fault in the pneumatic braking system, control the unloading solenoid valve in the pneumatic braking system to be in a closed state, and collect the second air pressure change value of at least one air storage tank within multiple second preset time periods; based on the first air pressure change value within multiple first preset time periods and the second air pressure change value within multiple second preset time periods, determine whether the target faulty component is the regenerative solenoid valve in the pneumatic braking system.

[0118] The first determining module is further configured to, in response to determining that there is no air leakage fault in the pneumatic braking system, control the pneumatic braking system to be in an unloaded state, and collect the third air pressure change value of at least one air reservoir within multiple third preset time periods; control the pneumatic braking system to be in a pumping state, and collect the fourth air pressure change value of at least one air reservoir within multiple fourth preset time periods; based on the third air pressure change value within multiple third preset time periods and the fourth air pressure change value within multiple fourth preset time periods, determine whether there is a fault in the air supply component of the pneumatic braking system, so as to obtain a fault detection result, wherein the air supply component includes at least an air compressor, an air compressor air delivery pipe and an unloaded solenoid valve, and the target type fault is an air supply component fault.

[0119] The first determining module is further configured to, in response to determining that there is no air leakage fault in the pneumatic braking system, control the unloading solenoid valve to be in the open state and the regeneration solenoid valve to be in the open state, and collect the fifth air pressure change value of at least one air reservoir within multiple fifth preset time periods; control the regeneration solenoid valve to be in the closed state, and collect the sixth air pressure change value of at least one air reservoir within multiple sixth preset time periods; based on the fifth air pressure change value within multiple fifth preset time periods and the sixth air pressure change value within multiple sixth preset time periods, determine whether there is a regeneration component fault in the pneumatic braking system, so as to obtain a fault detection result, wherein the regeneration component is the regeneration solenoid valve or the unloading solenoid valve, and the target type fault is the regeneration component fault.

[0120] The second determining module is further configured to respond to the fault detection result indicating a regenerative component fault in the pneumatic braking system, and to maintain the air compressor in operation when the air pressure in at least one air reservoir rises to the upper limit threshold, control the unloading solenoid valve in the pneumatic braking system to be in the open state, and collect the seventh air pressure change value of at least one air reservoir within multiple seventh preset time periods; based on the seventh air pressure change value within multiple seventh preset time periods, determine whether the target faulty component is the regenerative solenoid valve or the unloading solenoid valve.

[0121] The first determining module is further configured to determine the fault detection result as no fault in the pneumatic braking system in response to the following: the pressure sensor in the pneumatic braking system is operating normally; there is no air leakage fault in the pneumatic braking system; there is no fault in the air supply component of the pneumatic braking system; and there is no fault in the regeneration component of the pneumatic braking system.

[0122] Embodiments of this application also provide a vehicle, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods of various embodiments of the present invention during runtime.

[0123] The aforementioned memory can refer to devices inside a computer used to store data and programs, including RAM, hard disks, etc. RAM can be used to temporarily store running programs and data, while hard disks can be used to store programs and data long-term. Memory enables the computer to read and write data and execute programs. The aforementioned processor is responsible for executing instructions in computer programs and performing data processing. It can also be responsible for controlling and executing various operations, including arithmetic operations, logical operations, and data transmission.

[0124] Embodiments of this application also provide a computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of the present invention.

[0125] The aforementioned computer storage media can refer to the media used in computer memory to store certain discontinuous physical quantities. Computer storage media mainly include semiconductors, magnetic cores, magnetic drums, magnetic tapes, laser discs, etc. Computer-readable storage media include stored programs, which can be a set of instructions that a computer can recognize and execute, running on an electronic computer to meet certain information needs.

[0126] Embodiments of this application also provide a computer program product, including a computer program that, when executed by a processor, implements the methods of various embodiments of the present invention.

[0127] The aforementioned computer program products can refer to software programs that have been written, tested, and released, and can run on computers or other devices. Computer program products can include application programs, operating systems, utility software, etc., used to achieve specific functions or solve specific problems.

[0128] Embodiments of this application also provide a computer program product, including a non-volatile computer-readable storage medium for storing a computer program that, when executed by a processor, implements the methods in various embodiments of the present invention.

[0129] The aforementioned non-volatile computer-readable storage medium can refer to a medium for storing data. Non-volatile computer-readable storage media can retain data without loss when power is off and can be used to store long-term data, such as operating systems, applications, and user files. Non-volatile storage media can include hard disk drives, solid-state drives, optical disks, and flash memory storage devices, etc.

[0130] Embodiments of this application also provide a computer program that, when executed by a processor, implements the methods described in the various embodiments of the present invention.

[0131] The aforementioned computer program can refer to a set of instructions used to tell the computer to perform specific tasks or operations. Computer programs can be written by programmers using specific programming languages ​​and can include algorithms, data structures, logic, and control flow. Computer programs can be used for a variety of purposes, including application software, operating systems, etc.

[0132] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0133] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection can be through some interfaces; the indirect coupling or communication connection between units or modules can be electrical or other forms.

[0134] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0135] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0136] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0137] The above description represents the preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A failure detection method for a vehicle air brake system, characterized by, include: Fault detection is performed on the pressure sensor in the air pressure braking system of the vehicle to obtain the sensor fault detection result, wherein the pressure sensor is used to collect the air pressure in at least one air reservoir in the air pressure braking system. When the sensor fault detection result indicates that the pressure sensor is operating normally and the pneumatic braking system is in the target working state, the pneumatic braking system is subjected to fault detection based on the first air pressure data in the at least one air storage tank, and the fault detection result of the pneumatic braking system is determined. The fault detection result is used to characterize whether the pneumatic braking system has a target type fault corresponding to the target working state. If the fault detection result indicates that the pneumatic braking system has malfunctioned, the target fault component in the pneumatic braking system that has the target type of fault is determined based on the second air pressure data in the at least one air reservoir.

2. The failure detection method of a vehicle air brake system according to claim 1, characterized by, Based on the first air pressure data in the at least one air reservoir, a fault detection is performed on the pneumatic braking system to determine the fault detection result of the pneumatic braking system, including: When the target working state is that the pneumatic braking system is in an unloaded state and is not used for vehicle braking, the first air pressure change value of the at least one air reservoir is collected within a plurality of first preset time periods. The unloaded state is used to indicate that the unloaded solenoid valve in the pneumatic braking system is in an open state so that the air compressor does not pump air from each air reservoir and each air reservoir does not discharge air. The first air pressure data is the first air pressure change value within the plurality of first preset time periods. Based on the first air pressure change values ​​within the plurality of first preset time periods, it is determined whether the air pressure braking system has an air leakage fault, so as to obtain the fault detection result, wherein the target type fault is an air leakage fault.

3. The failure detection method of a vehicle air brake system according to claim 2, characterized by, Based on the first air pressure change values ​​within the plurality of first preset time periods, determine whether the air pressure braking system has an air leakage fault, so as to obtain the fault detection result, including: Determine the target number of times that the first air pressure change value within the plurality of first preset time periods is greater than a preset air pressure threshold; Based on the target number of times, determine whether the air pressure braking system has an air leakage fault, so as to obtain the fault detection result.

4. The failure detection method of a vehicle air brake system according to claim 1, characterized by, Based on the second air pressure data within the at least one air reservoir, the target fault component in the pneumatic braking system that experiences the target type of fault is determined, including: In response to the fault detection result indicating that there is an air leakage fault in the pneumatic braking system, the unloading solenoid valve in the pneumatic braking system is controlled to be closed, and the second air pressure change value of the at least one air storage tank is collected in multiple second preset time periods. Based on the first air pressure change value within multiple first preset time periods and the second air pressure change value within multiple second preset time periods, it is determined whether the target faulty component is the regenerative solenoid valve in the pneumatic braking system.

5. The fault detection method for a vehicle air pressure braking system according to claim 2, characterized in that, The method further includes: In response to determining that there is no air leakage fault in the pneumatic braking system, the pneumatic braking system is controlled to be in an unloaded state, and the third air pressure change value of the at least one air storage tank is collected in multiple third preset time periods; The pneumatic braking system is controlled to be in a pumping state, and the fourth air pressure change value of the at least one air storage tank is collected in multiple fourth preset time periods; Based on the third air pressure change values ​​within the plurality of third preset time periods and the fourth air pressure change values ​​within the plurality of fourth preset time periods, it is determined whether there is a fault in the air supply component of the air pressure braking system, so as to obtain the fault detection result. The air supply component includes at least the air compressor, the air compressor air delivery pipe and the unloading solenoid valve, and the target type fault is a fault in the air supply component.

6. The failure detection method of a vehicle air brake system according to claim 2, characterized by, The method further includes: In response to determining that there is no air leakage fault in the pneumatic braking system, the unloading solenoid valve is controlled to be in the open state and the regeneration solenoid valve is controlled to be in the open state, and the fifth air pressure change value of the at least one air storage tank is collected in multiple fifth preset time periods. Control the unloading solenoid valve to be in the open state and the regeneration solenoid valve to be in the closed state, and collect the sixth air pressure change value of the at least one air storage tank in multiple sixth preset time periods; Based on the fifth air pressure change value within the plurality of fifth preset time periods and the sixth air pressure change value within the plurality of sixth preset time periods, it is determined whether the air pressure braking system has a regenerative component failure, so as to obtain the failure detection result, wherein the regenerative component is the regenerative solenoid valve or the unloading solenoid valve, and the target type failure is a regenerative component failure.

7. The failure detection method of a vehicle air brake system according to claim 1, characterized by, Based on the second air pressure data within the at least one air reservoir, the target fault component in the pneumatic braking system that experiences the target type of fault is determined, including: In response to the fault detection result indicating a regenerative component fault in the pneumatic braking system, if the air pressure in at least one air reservoir rises to the upper limit threshold, the air compressor in the pneumatic braking system continues to operate, the unloading solenoid valve in the pneumatic braking system is controlled to be in the open state, and the seventh air pressure change value of the at least one air reservoir is collected in multiple seventh preset time periods. Based on the seventh air pressure change values ​​within the multiple seventh preset time periods, the target faulty component is determined to be either the regeneration solenoid valve or the unloading solenoid valve.

8. The failure detection method of a vehicle air brake system according to any one of claims 1 to 7, characterized in that, The method further includes: In response to the fact that the pressure sensor in the pneumatic braking system is operating normally, the pneumatic braking system has no air leakage fault, the pneumatic braking system has no air supply component fault, and the pneumatic braking system has no regeneration component fault, the fault detection result is determined to be that the pneumatic braking system has no fault.

9. A failure detection device for a vehicle air brake system, characterized by comprising: include: The sensor detection module is used to detect faults in the pressure sensors of the vehicle's air pressure braking system and obtain sensor fault detection results. The pressure sensors are used to collect the air pressure in at least one air reservoir in the air pressure braking system. The first determining module is used to determine the fault detection result of the pneumatic braking system based on the first air pressure data in the at least one air storage tank when the sensor fault detection result indicates that the pressure sensor is operating normally and the pneumatic braking system is in the target working state. The fault detection result is used to indicate whether the pneumatic braking system has a target type fault corresponding to the target working state. The second determining module is used to determine the target fault component in the pneumatic braking system that has the target type of fault, based on the second air pressure data in the at least one air reservoir, when the fault detection result indicates that the pneumatic braking system has failed.

10. A vehicle, characterized in that, include: Memory, which stores executable programs; A processor is configured to run the program, wherein the program executes the fault detection method for a vehicle air pressure braking system according to any one of claims 1 to 8.

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