Remote controller and vehicle electric control air suspension control system

Abstract

The application provides a remote controller and a vehicle electric control air suspension control system. The remote controller comprises: a first type signal input interface configured to be connected to a local button to collect a local button signal; a second type signal input interface configured to be connected to an external switch through a hard wire to collect a first external switch operation signal; a control processing unit configured to obtain the local button signal and the first external switch operation signal, and perform a logic fusion process on the obtained signals, the logic fusion process comprising one or more of signal state recognition, priority determination and conflict resolution, and generating a fusion control request based on the logic fusion process; and a communication unit configured to be coupled with a bus to send the fusion control request to a target electronic control unit via the bus to drive an actuator to perform a corresponding action.

Description

Technical Field

[0001] This invention relates to the field of vehicle electronically controlled air suspension systems, and more specifically, to a remote controller and a vehicle electronically controlled air suspension control system. Background Technology

[0002] Electronically controlled air suspension (ECAS) systems are widely used in commercial vehicles. Through an electronic control unit (ECU), airbag pressure is adjusted to achieve precise vehicle height control, playing a crucial role in improving ride comfort, reducing wind resistance, and protecting cargo. In existing ECAS systems, the remote control unit (RCU) is typically used as a handheld remote for driver operation outside the vehicle, but its function is limited to transmitting button signals and lacks data processing capabilities. Specifically, physical switch signals from the cab, button signals from the handheld remote, and automatic control commands generated by the vehicle control unit (VCU) are all directly transmitted via the CAN bus or a LIN proprietary CAN bus to a specific onboard ECU (such as the ECAS ECU). The ECU then performs all signal parsing, validity verification, and priority determination, generating a fused control request. Finally, the ECAS ECU responds to the control request and executes the output.

[0003] The aforementioned centralized control architecture has significant shortcomings: the ECAS ECU needs to process multiple heterogeneous signals simultaneously, resulting in a heavy computational load and high hardware performance requirements; in-vehicle switches require separate long wiring harnesses to connect to the ECU or CAN bus, increasing wiring complexity and the probability of failure; when in-vehicle operation and external remote control occur simultaneously, the ECU needs to handle command conflicts, and improper logic design can easily cause frequent suspension malfunctions; furthermore, existing RCUs lack diagnostic and failure protection mechanisms, and cannot implement local safety policies in the event of communication interruptions or hardware anomalies, affecting system functional safety. Therefore, there is an urgent need for an intelligent RCU solution with local signal preprocessing, logic judgment, and diagnostic capabilities to offload the ECU load, simplify wiring harnesses, and improve system reliability.

[0004] It should be noted that the information disclosed in the background section above is only used to enhance the understanding of the background of the present invention, and therefore may include information that does not constitute prior art known to those skilled in the art. Summary of the Invention

[0005] To address the problems in the prior art, the present invention aims to provide a remote controller and an ECAS remote control system, which achieves multiple benefits such as reducing ECU load, simplifying wiring harnesses, improving safety, and enabling platform-based expansion.

[0006] A first aspect of the present invention provides a remote control, comprising: The first type of signal input interface is configured to connect to a local button to collect local button signals; The second type of signal input interface is configured to be connected to an external switch via a hardwire to acquire the operation signal of the first external switch; The control processing unit is configured to acquire the local key signal and the first external switch operation signal, and perform logic fusion processing on the acquired signals. The logic fusion processing includes at least one or more of signal state recognition, priority determination and conflict resolution, and generates a fusion control request based on the logic fusion processing. A communication unit is configured to be coupled to a bus to send the fusion control request via the bus to a target electronic control unit to drive the actuator to perform a corresponding action.

[0007] According to a first aspect of the present invention, the first type of signal input interface includes multiple general-purpose digital I / O pins, each of which is connected to one end of a corresponding local button and configured to detect a low-level signal when the button is pressed and a high-level signal when the button is released.

[0008] According to a first aspect of the invention, the external switch includes a traction assist switch, an axle load distribution mode switch, a lifting bridge switch, and a normal height selection switch; The traction assist switch, the axle load distribution mode switch, the lifting bridge switch, and the normal height selection switch are all first external switches; The second type of signal input interface includes four ADC analog sampling pins, each used to connect to one of the first external switches.

[0009] According to a first aspect of the invention, the communication unit is further configured to receive a second external switch operation signal from the bus; The control processing unit is also configured to acquire the second external switch operation signal.

[0010] According to a first aspect of the invention, the external switch includes a traction assist switch, an axle load distribution mode switch, a lifting bridge switch, and a normal height selection switch; The normal height selection switch is the first external switch; The traction assist switch, the axle load distribution mode switch, and the lifting bridge switch are the second external switches; The second type of signal input interface is a single-channel ADC analog sampling pin, used to connect to the first external switch; The second external switch operation signal is received by the communication unit via the bus in the form of a switch message.

[0011] According to a first aspect of the invention, the communication unit is further configured to receive feedback information from the target electronic control unit via the bus and to transmit the feedback information to the control processing unit.

[0012] A second aspect of the present invention provides a vehicle electronically controlled air suspension control system, including the remote controller and electronic control unit described in the first aspect of the present invention; The electronic control unit is configured to receive the fusion control request via the bus and drive the actuator to perform the corresponding air suspension action according to the fusion control request.

[0013] According to a second aspect of the invention, the external switch is directly connected to the second type of signal input interface of the remote controller via a hardwire; The remote control is connected to the electronic control unit via the vehicle's CAN bus; The remote controller sends the fusion control request to the electronic control unit via the vehicle's CAN bus.

[0014] According to a second aspect of the invention, the external switch is connected to a gateway; The gateway is configured to convert the operation signal of the external switch into a CAN switch message and send it to the remote controller via the vehicle's CAN bus. The remote control is connected to the electronic control unit via the vehicle's CAN bus; The remote controller sends the fusion control request to the electronic control unit via the vehicle's CAN bus.

[0015] According to a second aspect of the invention, the external switch is connected via a hardwired connection to a second type of signal input interface of the remote controller; The bus includes the vehicle CAN bus and the proprietary CAN bus; The remote controller sends the fusion control request to the electronic control unit via the private CAN bus.

[0016] According to a second aspect of the invention, the external switch is connected to the gateway via a hardwire; The bus includes the vehicle CAN bus and the proprietary CAN bus; The gateway is configured to convert the operation signal of the external switch into a CAN switch message and send it to the vehicle CAN bus, and then send it to the remote controller via the electronic control unit and the private CAN bus; The remote controller sends the fusion control request to the electronic control unit via the private CAN bus.

[0017] According to a second aspect of the invention, the electronic control unit is further configured to send feedback information to the remote controller via the bus, and the communication unit of the remote controller is further configured to receive the feedback information and transmit it to the control processing unit.

[0018] According to a second aspect of the invention, the electronic control unit is further configured to: Acquire the vehicle height signal collected by the vehicle height sensor; The target vehicle height is determined based on the vehicle height signal and the fusion control request; Based on the target vehicle height, the solenoid valve is controlled to inflate and deflate the air spring to achieve vehicle height adjustment.

[0019] The remote control of this invention integrates local preprocessing and logic arbitration of external switch signals from the driver's cab into the remote control itself. After the control processing unit completes signal status identification, priority determination, and conflict resolution, it sends only a single valid fusion request to the ECAS ECU via the CAN bus, significantly reducing the computational load on the ECAS ECU. Simultaneously, by differentiating the external interface pins of the same main control circuit, multi-channel and single-channel products can be derived without redeveloping the core circuitry. The remote control of this invention achieves multiple benefits, including reduced ECU load, simplified wiring harnesses, improved safety, and platform-based expansion. Attached Figure Description

[0020] Other features, objects, and advantages of the invention will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings.

[0021] Figure 1 This is a module structure diagram of a remote control according to an embodiment of the present invention; Figure 2 This is a hardware architecture diagram of a remote control with a 12-pin integrated interface according to an embodiment of the present invention. Figure 3 This is a hardware architecture diagram of a remote control with a 6-pin integrated interface according to an embodiment of the present invention. Figures 4 to 7 These are architectural diagrams of vehicle electronically controlled air suspension control systems according to different embodiments of the present invention. Detailed Implementation

[0022] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that the invention will be thorough and complete, and will fully convey the concept of the exemplary embodiments to those skilled in the art. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the invention, and should not be construed as limiting the invention. The same reference numerals in the drawings denote the same or similar structures, and therefore repeated descriptions of them will be omitted.

[0023] In the description of this invention, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, features defined as "first" and "second" may explicitly or implicitly include one or more features. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0024] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly, encompassing electrical connections, communication connections, direct connections, and indirect connections via an intermediate medium; they can refer to the internal connection of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of these terms in this invention based on the specific circumstances.

[0025] The following disclosure provides numerous different embodiments or examples for implementing various structures of the invention. To simplify the disclosure, specific examples of components and settings are described below. These are merely examples and are not intended to limit the invention. Furthermore, reference numerals and / or letters may be repeated in different examples; such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or settings discussed. In addition, examples of various specific processes and materials are provided in this invention, but those skilled in the art will recognize the application of other processes and / or the use of other materials.

[0026] The remote control and vehicle electronic air suspension control system of the present invention will be further described below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments are not intended to limit the scope of protection of the present invention.

[0027] like Figure 1 As shown, the present invention provides a remote control unit (RCU) including: a first type of signal input interface 110, a second type of signal input interface 120, a communication unit 130, and a control processing unit 140.

[0028] The first type of signal input interface 110 is configured to connect to the local button 200 to acquire local button signals. Here, the local button refers to the physical button on the remote control unit, including operation command input buttons such as the vehicle exterior remote lifting button and the memory height button. The first type of signal input interface includes multiple general-purpose digital I / O pins, each connected to one end of the corresponding local button, configured to detect a low-level signal when the button is pressed and a high-level signal when the button is released. When the user presses a local button, the corresponding I / O pin level changes from high to low. The control processing unit can identify the user's button operation by scanning the level state of each I / O pin.

[0029] The second type of signal input interface 120 is configured to be connected to an external switch 300 via a hardwire to collect the operation signal of the first external switch. In this embodiment, the external switch is a dedicated function switch for the vehicle's electronically controlled air suspension, including but not limited to the traction assist switch (TH), axle load distribution mode switch (LC), lift axle switch (Lift), and normal height selection switch (NL). The second type of signal input interface is connected one-to-one with the external switch in the driver's cab via hardwire (i.e., physical wires), and the operation signal of the external switch is transmitted to the second type of signal input interface of the remote controller in the form of an analog level signal via the hardwire.

[0030] The control processing unit (MCU) 140 is configured to acquire local button signals and a first external switch operation signal, and perform logic fusion processing on the acquired signals. The logic fusion processing includes at least one or more of signal state recognition, priority determination, and conflict resolution, and generates a fused control request based on the logic fusion processing. Specifically, the control processing unit acquires local button signals (scanned via the IO interface) and external switch operation signals (sampled via the ADC analog-to-digital acquisition channel) in parallel, then performs multi-channel command conflict judgment and priority arbitration, and fuses information such as real-time suspension height, fault, and limit status fed back by the ECAS ECU to generate a unique and valid adjustment request command. For example, when the user simultaneously operates the local button and the external switch to issue different adjustment commands, the control processing unit resolves the conflict according to a preset priority rule (such as external switch commands taking precedence over local button commands, or upward commands taking precedence over downward commands, etc.), and finally outputs a single control request.

[0031] The communication unit 130 is configured to be coupled to a bus to send the fused control request generated by the control processing unit 140 to the target electronic control unit (ECAS ECU) via the bus, so as to drive the actuators (such as solenoid valves, airbags, etc.) to perform corresponding actions. The bus is preferably a CAN bus. The communication unit includes a CAN transceiver. The control processing unit interfaces with the CAN transceiver through the CAN_TX / RX communication port, encapsulates the fused control request into a standard CAN message (such as J1939 protocol or ASC2 standard CAN message), converts it into a differential signal by the CAN transceiver, and then sends it to the ECAS ECU via the CAN_H / CAN_L bus.

[0032] In some embodiments, the communication unit 130 is further configured to receive feedback information from the target electronic control unit via a bus and transmit the feedback information to the control processing unit 140. The feedback information includes real-time suspension height, fault status, limit status, etc. The control processing unit 140 performs a validity check on the generated fusion control request based on the feedback information to determine whether the current request is within the safe allowable range.

[0033] Figure 2 This is a hardware architecture diagram for a remote control with a 12-pin integrated interface. The second type of signal input interface includes four ADC analog sampling pins, which are used to connect to four external switches. These external switches include a traction assist switch (TH), an axle load distribution mode switch (LC), a lift bridge switch, and a normal height selection switch (NL). All four switches are first-level external switches, meaning they are directly connected to the remote control's second type of signal input interface via hardwired connections. The analog level signals from the four external switches are respectively input to the four ADC channels of the control processing unit via the TH, LC, NL, and Level Control pins of the 12-pin interface. The control processing unit performs synchronous analog-to-digital conversion and digital preprocessing.

[0034] The first type of signal input interface includes multiple general-purpose digital I / O pins, which are connected to the corresponding local buttons to collect local button signals.

[0035] In this embodiment, the analog level signals of the four external hardwired switches are all connected to the ADC of the control processing unit 140 for digital preprocessing, and then merged with the local button signals. The control processing unit 140 then uniformly completes the signal status identification, priority determination and conflict resolution to generate a fusion control request.

[0036] In this embodiment, the remote control also includes a two-stage vehicle power module, consisting of a vehicle-mounted DC-DC converter (DCDC) and a linear voltage regulator (LDO) chip, forming a complete 24V to 3.3V power supply system. The vehicle's 24V power supply is introduced through two external interfaces: KL30 and KL15. The DCDC converts the 24V input to a stable 5V onboard power supply, which powers the CAN transceiver and status indicator lights; simultaneously, the 5V power supply is fed into the LDO, which regulates the output to 3.3V, powering core digital circuits such as the control processing unit (MCU) and storage modules. The CAN transceiver is directly powered by the vehicle's 24V supply to meet the electrical specifications of the vehicle-mounted CAN chip.

[0037] The remote control also includes an EEPROM (Extended Execution Partition ROM), which is bidirectionally connected to the control processing unit via an SPI bus. This EEPROM is used to save multiple sets of vehicle body height memories, calibration parameters, and fault codes when power is off. When the user needs to store or retrieve the memory height, the control processing unit reads and writes to the EEPROM via the SPI bus.

[0038] The remote control also includes status indicator lights, driven by the I / O output of the control processing unit, used to provide feedback on the operation status such as rising, falling, successful storage, or fault alarm.

[0039] In this implementation, the control processing unit 140 can be an automotive-grade microcontroller (MCU), which integrates a CPU core, program memory (Flash), and data memory (RAM). The control processing unit encapsulates the fused control request into a standard CAN message and sends it to the ECAS ECU via the CAN transceiver and the CAN_H / CAN_L pins of the 12-pin interface. Simultaneously, the control processing unit receives real-time suspension height, fault, and limit status information from the ECAS ECU via the CAN bus for command validity verification.

[0040] Figure 3 This is a hardware architecture diagram of a remote control with a 6-pin integrated interface. Unlike the 12-pin integrated interface embodiment, the number of acquisition channels for external switches is reduced in this embodiment. The external switches include a traction assist switch, an axle load distribution mode switch, a lift bridge switch, and a normal height selection switch. The normal height selection switch (NL) is the first external switch, directly connected to the second type of signal input interface of the remote control via a hardwire. The traction assist switch (TH), axle load distribution mode switch (LC), and lift bridge switch are the second external switches; their operation signals are not directly acquired via hardwire but are received by the communication unit 130 via the CAN bus in the form of switch messages.

[0041] The second type of signal input interface is a single-channel ADC analog sampling pin, used to connect to the first external switch NL. The three ADC channels corresponding to the second type of signal input interface (TH, LC, and Level Control) are retained inside the circuit board but not exposed externally, and only support a single-channel cab hardwired switch.

[0042] The communication unit is configured to receive a second external switch operation signal (i.e., the operation signals of TH, LC, and lift-bridge switches) from the bus. The second external switch operation signal is received by the communication unit via the bus in the form of a switch message. The control processing unit is also configured to acquire the second external switch operation signal.

[0043] In this embodiment, the control processing unit acquires two types of operation signals in parallel: the analog level signal of the normal height selection switch (NL) is acquired through a single-channel ADC, and the switch messages of the traction assist switch (TH), axle load distribution mode switch (LC), and lift bridge switch are received through the CAN bus. The control processing unit merges the first external switch operation signal acquired by the hard wire and the second external switch operation signal received by the bus with the local button signal, and performs unified signal status identification, priority determination, and conflict resolution to generate a fusion control request.

[0044] The remote control in this embodiment has a 6-pin integrated interface, which halves the number of interface pins, resulting in fewer cores in the wiring harness and a smaller connector size, significantly reducing the overall vehicle wiring and assembly costs.

[0045] In this embodiment, apart from the difference in the number and method of external switch acquisition channels, the power supply circuit (DCDC + LDO two-stage power supply), control processing unit (MCU), CAN communication link (CAN transceiver + CAN_H / CAN_L), storage module (EEPROM), and status indicator drive circuit are all the same as the 12-pin architecture. Both architectures can share a single set of main control preprocessing software logic, and the control processing unit adapts to different hardware configurations by automatically identifying the number of connected switch channels.

[0046] The working process of the remote control in this embodiment of the invention is as follows: Step S1: Power on. KL30 (constant battery power) and / or KL15 (ignition switch ON position power) introduce the vehicle's 24V power supply, which is converted to a stable 5V onboard power supply via DCDC. The 5V power supply powers the CAN transceiver and status indicator lights; the 5V power supply is regulated to 3.3V by LDO to power the control processing unit (MCU) and storage module, and the whole machine is initialized.

[0047] Step S2: Signal Acquisition. The control processing unit acquires two types of operation signals in parallel: The system scans local buttons via the IO interface to collect local button signals such as remote lift and height memory. The external switch level signal of the cab is acquired through the ADC analog-to-digital acquisition channel (4 channels are acquired in 12-pin architecture, and 1 channel is acquired in 6-pin architecture). For the 6PIN architecture, a second external switch operation signal (switch message) is also received from the bus via the CAN bus.

[0048] Step S3: Logic Fusion Processing. The control processing unit performs logic fusion processing on all acquired signals, including: Signal status recognition: Identify the current status (pressed / released, active / inactive) of each local button and external switch; Priority determination: The operation to be performed is determined according to preset priority rules (such as external switch commands taking precedence over local button commands, or specific function switches having the highest priority). Conflict resolution: When multiple instructions exist simultaneously and conflict with each other (such as receiving both up and down instructions at the same time), the conflict is resolved according to the priority rules to generate a unique valid adjustment request; In some embodiments, the logical fusion process further includes a legality check: fusing information such as real-time suspension height, fault, and limit status fed back by the ECAS ECU to determine whether the current request is within the safe and permissible range.

[0049] Step S4: Storage and Feedback. To store or retrieve the memory height, the control processing unit reads and writes to the storage module (EEPROM) via the SPI bus. Simultaneously, the control processing unit drives status indicator lights via IO outputs to provide feedback on the operation status, such as rise, fall, successful storage, or fault alarm.

[0050] Step S5: Message Transmission. The control processing unit encapsulates the integrated control request into a standard CAN message, converts it into a differential signal via the CAN transceiver, and sends it to the ECAS ECU through the CAN_H / CAN_L pins of the external interface.

[0051] Step S6: Execution Control. After receiving the CAN message, the ECAS ECU performs a comprehensive verification based on the vehicle's VCU operating condition signals, and drives the solenoid valves to adjust the inflation and deflation of each airbag, thereby completing the axle lifting adjustment.

[0052] The present invention also provides a vehicle electronically controlled air suspension control system, including the aforementioned remote controller and electronic control unit. The remote controller can not only send fusion control requests to the electronic control unit, but also receive feedback information from the electronic control unit to achieve closed-loop control.

[0053] In practical applications, the remote control can be adapted to different vehicle electrical architectures, and the reception and processing of feedback information can be achieved in different architectures. Figures 4 to 7These are architectural diagrams of vehicle electronically controlled air suspension control systems according to different embodiments of the present invention.

[0054] Figure 4 In this embodiment, the in-vehicle and external switches are directly connected to the second type of signal input interface of the remote control via hard wiring. The remote control acquires analog levels through an ADC, synchronously acquires local button signals, completes signal parsing and conflict verification, and uploads the integrated fusion control request message to the vehicle's CAN bus. The air suspension electronic control unit (ECASECU) is mounted on the vehicle's CAN bus and directly receives the fusion control request from the remote control to generate commands to drive the air suspension. For example, the electronic control unit can acquire the vehicle height signal collected by the vehicle height sensor, determine the target vehicle height based on the vehicle height signal and the fusion control request, and control the solenoid valve to inflate and deflate the air springs according to the target vehicle height to achieve vehicle height adjustment.

[0055] Simultaneously, the electronic control unit (ECU) sends feedback information to the remote controller via the bus. The remote controller's communication unit receives the feedback information and transmits it to the control processing unit. Specifically, the ECU can send information such as real-time air suspension height, system fault status, and actuator action feedback back to the remote controller via the same vehicle CAN bus. The remote controller's communication unit receives the feedback information and transmits it to the control processing unit. Based on this, the control processing unit verifies the validity of the next command. For example, when it receives feedback that "maximum travel limit has been reached," if the user continues to issue an adjustment command in the same direction, the control processing unit will determine that the request is illegal and block it, while simultaneously issuing a warning to the user via a status indicator light.

[0056] Figure 5 In this embodiment, the in-vehicle and external switches are first connected to the vehicle gateway, which converts them into CAN messages and uploads them to the vehicle's CAN bus. The remote controller is connected to the same vehicle CAN bus, receiving CAN messages from the switches and simultaneously acquiring local button signals. After preprocessing the signals from both sources to form a fused control request, the remote controller sends the air suspension control message back to the vehicle CAN bus. The electronic control unit (ECU) receives control commands from the remote controller on the same network and performs adjustments. In this architecture, feedback information from the ECU is also sent to the remote controller via the vehicle CAN bus. Since the external switch operation signals are digitized, after receiving feedback information, the remote controller, in addition to verifying its validity, can compare feedback information such as fault status and limit status with the user's operation request. When a communication anomaly is detected or the feedback information does not match expectations, the control processing unit activates a local diagnostic and failure protection mechanism. For example, if no valid feedback is received multiple times consecutively, the suspension is automatically switched to a safe height and the fault indicator light is illuminated.

[0057] Figure 6 In this embodiment, the in-vehicle and external switches are directly connected to the remote control via hard-wired pins. The remote control collects external switch operation signals and local button signals, performs unified preprocessing, and outputs control messages to the private CAN bus. The electronic control unit (ECU) directly receives remote control commands via the private CAN bus. It should be noted that the aforementioned vehicle CAN bus is the vehicle's backbone communication network, providing a common data exchange channel for all ECUs. The bus includes the vehicle CAN bus and the private CAN bus. The private CAN bus is a dedicated sub-network segment independent of the vehicle CAN bus, and private communication does not occupy the vehicle's public bus resources. In this architecture, feedback information is sent from the ECAS ECU to the remote control via the private CAN bus. Because the private CAN bus is a dedicated network segment for private safety control, the real-time performance and anti-interference capabilities of the feedback information are stronger.

[0058] Figure 7 In this embodiment, the operation signals of external switches inside and outside the vehicle are transmitted to the gateway, converted into CAN messages, and uploaded to the vehicle's CAN bus. Specifically, the gateway converts the operation signals of the external switches into CAN switch messages and sends them to the vehicle's CAN bus, which then sends them to the remote controller via the electronic control unit (ECU) and the private CAN bus. The remote controller receives the forwarded external switch operation signals via the private CAN bus and simultaneously collects local button signals. After integrating the two signals and completing logical fusion processing, the remote controller sends the final fused control request to the private CAN bus in the form of a control message. The ECAS ECU receives the remote controller's commands via the private CAN bus to execute air suspension adjustments. In this dual-network segment isolation architecture, feedback information is sent directly from the ECAS ECU to the remote controller via the private CAN bus. Because the vehicle's CAN bus and the private CAN bus are physically isolated and cross-network segment forwarded through the gateway, the private safety control signals and the vehicle's entertainment signals are mutually isolated, resulting in the strongest anti-interference capability. After receiving feedback information, the remote control's control processing unit not only performs single-time validity checks but also establishes a state tracking mechanism to associate and store all feedback information with the corresponding fusion control requests. When a specific fault mode is detected (such as a certain axle repeatedly failing to reach the target height), the control processing unit actively reduces the adjustment priority of that axle or limits its adjustment range, and sends the diagnostic information to the gateway via the CAN bus, which then reports it to the instrument panel for the driver's reference.

[0059] In the four architectures described above, regardless of whether the external switch signal is directly acquired via hardwired acquisition or received via bus messages, and regardless of whether the remote controller is connected to the vehicle's CAN bus or a private dedicated subnet, the remote controller of this invention receives feedback information from the ECAS ECU through the communication unit. The control processing unit then uses this feedback information for command validity verification and local diagnostic protection. The introduction of feedback information upgrades the remote controller from a simple open-loop command transmitter to a signal preprocessing hub with closed-loop verification and local intelligent decision-making capabilities, further reducing the computational burden on the ECAS ECU and improving the system's functional safety and reliability.

[0060] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

[0061] The above description, in conjunction with specific preferred embodiments, provides a further detailed explanation of the present invention. It should not be construed that the specific implementation of the present invention is limited to these descriptions. For those skilled in the art, various simple deductions or substitutions can be made without departing from the concept of the present invention, and all such modifications and substitutions should be considered within the scope of protection of the present invention.

Claims

1. A remote control, characterized in that, include: The first type of signal input interface is configured to connect to a local button to collect local button signals; The second type of signal input interface is configured to be connected to an external switch via a hardwire to acquire the operation signal of the first external switch; The control processing unit is configured to acquire the local key signal and the first external switch operation signal, and perform logic fusion processing on the acquired signals. The logic fusion processing includes at least one or more of signal state recognition, priority determination and conflict resolution, and generates a fusion control request based on the logic fusion processing. A communication unit is configured to be coupled to a bus to send the fusion control request via the bus to a target electronic control unit to drive the actuator to perform a corresponding action.

2. The remote control according to claim 1, characterized in that, The first type of signal input interface includes multiple general-purpose digital I / O pins, each of which is connected to one end of a corresponding local button and configured to detect a low-level signal when the button is pressed and a high-level signal when the button is released.

3. The remote control according to claim 1, characterized in that, The external switches include a traction assist switch, an axle load distribution mode switch, a lifting bridge switch, and a normal height selection switch; The traction assist switch, the axle load distribution mode switch, the lifting bridge switch, and the normal height selection switch are all first external switches; The second type of signal input interface includes four ADC analog sampling pins, each used to connect to one of the first external switches.

4. The remote control according to claim 1, characterized in that, The communication unit is also configured to receive a second external switch operation signal from the bus; The control processing unit is also configured to acquire the second external switch operation signal.

5. The remote control according to claim 4, characterized in that, The external switches include a traction assist switch, an axle load distribution mode switch, a lifting bridge switch, and a normal height selection switch; The normal height selection switch is the first external switch; The traction assist switch, the axle load distribution mode switch, and the lifting bridge switch are the second external switches; The second type of signal input interface is a single-channel ADC analog sampling pin, used to connect to the first external switch; The second external switch operation signal is received by the communication unit via the bus in the form of a switch message.

6. The remote control according to claim 1, characterized in that, The communication unit is also configured to receive feedback information from the target electronic control unit via the bus and transmit the feedback information to the control processing unit.

7. A vehicle electronically controlled air suspension control system, characterized in that, Includes the remote control and electronic control unit as described in any one of claims 1 to 6; The electronic control unit is configured to receive the fusion control request via the bus and drive the actuator to perform the corresponding air suspension action according to the fusion control request.

8. The control system according to claim 7, characterized in that, The external switch is directly connected to the second type of signal input interface of the remote control via a hard wire; The remote control is connected to the electronic control unit via the vehicle's CAN bus; The remote controller sends the fusion control request to the electronic control unit via the vehicle's CAN bus.

9. The control system according to claim 7, characterized in that, The external switch is connected to the gateway; The gateway is configured to convert the operation signal of the external switch into a CAN switch message and send it to the remote controller via the vehicle's CAN bus. The remote control is connected to the electronic control unit via the vehicle's CAN bus; The remote controller sends the fusion control request to the electronic control unit via the vehicle's CAN bus.

10. The control system according to claim 7, characterized in that, The external switch is connected to the second type of signal input interface of the remote control via a hard wire; The bus includes the vehicle CAN bus and the proprietary CAN bus; The remote controller sends the fusion control request to the electronic control unit via the private CAN bus.

11. The control system according to claim 7, characterized in that, The external switch is connected to the gateway via a hardwire; The bus includes the vehicle CAN bus and the proprietary CAN bus; The gateway is configured to convert the operation signal of the external switch into a CAN switch message and send it to the vehicle CAN bus, and then send it to the remote controller via the electronic control unit and the private CAN bus; The remote controller sends the fusion control request to the electronic control unit via the private CAN bus.

12. The control system according to any one of claims 8 to 11, characterized in that, The electronic control unit is further configured to send feedback information to the remote controller via the bus, and the communication unit of the remote controller is further configured to receive the feedback information and transmit it to the control processing unit.

13. The control system according to any one of claims 8 to 11, characterized in that, The electronic control unit is also configured to: Acquire the vehicle height signal collected by the vehicle height sensor; The target vehicle height is determined based on the vehicle height signal and the fusion control request; Based on the target vehicle height, the solenoid valve is controlled to inflate and deflate the air spring to achieve vehicle height adjustment.

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