A new energy passenger car high-low pressure double gas source coupling intelligent scheduling method and system

Abstract

The present application relates to the technical field of vehicle pneumatic control, and particularly relates to a new energy passenger vehicle high-low pressure dual air source coupling intelligent scheduling method and system, vehicle attitude, vehicle speed, low pressure air equipment load and high-low pressure loop pressure information are acquired, and vehicle air use working conditions are identified; air suspension air use load is predicted by using vehicle attitude information, and the high pressure loop pressure is used to control the pre-pressurization of the air compressor; air supply priority scheduling is performed according to the vehicle air use working conditions, the control instruction of high pressure loop priority air supply is generated, and the loop pressure is used as feedback, and high-low pressure independent closed loop pressure stabilization control is respectively performed. The present application can relieve the pre-pressurization lag when the suspension uses air and the air source contention of high-low pressure equipment, and takes into account the suspension air supply response and the air supply stability of low pressure equipment.

Description

Technical Field

[0001] This invention relates to the field of vehicle pneumatic control technology, and in particular to a method and system for intelligent scheduling of high and low pressure dual air source coupling in new energy passenger vehicles. Background Technology

[0002] The on-board pneumatic system of high-end new energy passenger vehicles simultaneously provides air for the attitude adjustment of the chassis air suspension and air for comfort functions such as cabin massage, ventilation, and oxygen supply. The former has high pressure and strong instantaneous flow, which is directly related to driving safety, while the latter has low pressure and continuous and stable flow, which is related to the driving experience. The two types of air are supplied through high-pressure circuits and low-pressure circuits respectively, and are both constrained by the overall vehicle air supply capacity.

[0003] Existing vehicle air supply systems typically only have a single pressure threshold. The compressor's start / stop is controlled based on whether the air tank pressure is below or above the lower or upper limit. All air-consuming devices are connected in parallel to the same air supply line, without prioritizing air usage or setting control parameters to address differences in response speed and pressure stabilization accuracy among different devices. The instantaneous large-flow pressure relief generated during suspension attitude adjustments is directly transmitted to the cabin air circuit, but the compressor can only start to replenish pressure after the line pressure has already dropped, making it difficult to keep up with the instantaneous changes in suspension air demand. When multiple cabin devices use air simultaneously, there is no basis for air supply allocation among the devices, easily leading to pressure fluctuations and localized insufficient air supply. Furthermore, the lack of priority between suspension and cabin air demand means that continuous air use by cabin devices may deplete the pressure margin required for suspension air supply. Therefore, how to balance the timeliness of chassis air demand and the rational allocation of cabin air demand while allowing suspension and cabin air demand to share an air source is a technical problem that needs to be solved. Summary of the Invention

[0004] In view of the above-mentioned problems, the present invention aims to provide a high-low pressure dual-source coupling intelligent scheduling method and system for new energy passenger vehicles, which is used to solve the problems of air source competition, pressure replenishment response lag caused by changes in air supply of the suspension, and difficulty in balancing the different pressure stabilization requirements of the high-pressure and low-pressure circuits when the air suspension and low-pressure air-consuming equipment are operating in tandem.

[0005] The technical solution of the present invention to solve the above-mentioned technical problems is as follows: In a first aspect, the present invention provides a method for intelligent scheduling of high and low pressure dual-source coupling in new energy passenger vehicles, comprising: Acquire vehicle attitude information, vehicle speed information, load information of gas-using equipment connected to the low-pressure circuit, and pressure information of the high and low-pressure circuits; The vehicle attitude information, speed information, and load information are used to identify the operating conditions of the vehicle to obtain the vehicle's gas consumption conditions. The air load of the air suspension is predicted using the vehicle attitude information to obtain the predicted air load. Based on the predicted air load and the pressure information of the high-pressure circuit, the air compressor is controlled to pre-pressurize the high-pressure circuit that supplies air to the air suspension. According to the vehicle's air consumption conditions, the air supply priority is scheduled for the air suspension and each air-consuming device, and high and low pressure circuit air supply control commands are generated to prioritize the high pressure circuit air supply. Using the pressure information from the high and low pressure circuits as feedback, the gas supply control command is executed to perform independent closed-loop pressure stabilization control on the high pressure circuit and the low pressure circuit respectively.

[0006] Secondly, the present invention provides a high- and low-pressure dual-air source coupling intelligent scheduling system for new energy passenger vehicles, the system comprising a high-pressure safety air source subsystem, a low-pressure comfort air source subsystem, and an on-board controller; The high-pressure safety air source subsystem supplies air to the air suspension through a high-pressure circuit, and the low-pressure comfort air source subsystem supplies air to each air-consuming device through a low-pressure circuit. The vehicle controller includes: an information acquisition module, used to acquire vehicle attitude information, vehicle speed information, load information of the gas-using equipment connected to the low-pressure circuit, and pressure information of the high and low-pressure circuits; The operating condition identification module is used to identify the operating conditions of the vehicle's attitude information, speed information, and load information to obtain the vehicle's gas consumption conditions. The load prediction module is used to predict the air load of the air suspension using the vehicle attitude information, and obtain the predicted air load. The pre-pressure control module is used to combine the predicted air load and the pressure information of the high-pressure circuit to control the air compressor to pre-pressure the high-pressure circuit that supplies air to the air suspension. The priority scheduling module is used to prioritize the air supply to the air suspension and various air-consuming devices according to the vehicle's air consumption conditions, and generate high and low pressure circuit air supply control commands that prioritize the high pressure circuit for air supply. The pressure stabilization control module is used to execute the gas supply control command based on the pressure information of the high and low pressure circuits, and to perform independent closed-loop pressure stabilization control on the high pressure circuit and the low pressure circuit respectively.

[0007] The beneficial effects of this invention are as follows: The changes in air consumption of the air suspension and the air supply demand of the low-pressure air-consuming equipment are incorporated into the same scheduling process. Vehicle attitude information is used both to identify air consumption conditions and to predict the air suspension's air load, enabling the high-pressure circuit's pressure replenishment action to respond in advance to the suspension adjustment needs, reducing the pressure drop caused by concentrated air consumption. Air supply priority scheduling adjusts the air supply arrangements of the high and low-pressure circuits according to the vehicle's air consumption conditions, reducing the crowding out of air suspension air supply by low-pressure air consumption. The high and low-pressure circuits are then adjusted separately based on their own pressure feedback, balancing the pressure response during air suspension adjustment with the stability of air supply during the operation of the low-pressure air-consuming equipment.

[0008] Based on the above technical solution, the present invention can be further improved as follows.

[0009] Furthermore, the step of identifying the vehicle's gas usage conditions by analyzing the vehicle's attitude information, speed information, and load information includes: The suspension attitude condition weight is evaluated using the suspension adjustment range and change rate in the vehicle attitude information, the vehicle speed dynamic weight is evaluated based on the vehicle speed information, and the load weight of the gas-using equipment is evaluated in combination with the number and power of the gas-using equipment that has been turned on. The suspension attitude working condition weight, vehicle speed dynamic weight and air-using equipment load weight are weighted by the working condition weight identification and judgment algorithm. The weighting coefficients corresponding to the three weights decrease in sequence to obtain the comprehensive working condition weight. The comprehensive operating condition weight is compared with the preset operating condition classification threshold to identify the emergency safety operating condition, mixed transition operating condition, and comfortable steady-state operating condition in which the vehicle is located.

[0010] The beneficial effects of adopting the above-mentioned further scheme are: the amplitude and speed of suspension adjustment, vehicle speed, and the load of the gas-consuming equipment all participate in the working condition judgment, so that the identification results reflect the dynamic changes of the vehicle and the actual gas demand. The weighting coefficients of the three factors decrease sequentially, highlighting the impact of suspension attitude changes on gas supply scheduling, so that when the vehicle has a strong suspension adjustment demand, the gas supply control can promptly steer towards safety, while retaining the corrective effect of vehicle speed and equipment load on the working condition classification.

[0011] Furthermore, after obtaining the vehicle's gas consumption conditions, the process also includes: Under the comfortable steady-state operating condition, the air compressor pre-pressure compensation triggered according to the predicted air load is stopped, and the system switches to the preset comfortable steady-state start-stop pressure threshold. The interval of the comfortable steady-state start-stop pressure threshold is greater than the preset reference start-stop pressure threshold interval. The air compressor is started and stopped using the comfort steady-state start-stop pressure threshold. The air compressor is started when the pressure in the high-pressure circuit is lower than the start-up pressure threshold, and the air compressor is stopped after the pressure is replenished to the stop-down pressure threshold. The air compressor is kept in its current start / stop state between the start pressure threshold and the stop pressure threshold.

[0012] The beneficial effects of adopting the above-mentioned further solutions are: when the vehicle is in a comfortable and stable operating condition, the air compressor is controlled by the actual pressure of the high-pressure circuit to start and stop, avoiding repeated triggering of pre-pressure compensation due to slight changes in posture. Expanding the interval between the start and stop pressure thresholds and maintaining the original start and stop state within this interval can reduce frequent starts and stops caused by small pressure fluctuations, thereby reducing the noise and mechanical shock caused by the start and stop of the air compressor.

[0013] Furthermore, the step of using the vehicle attitude information to predict the air load of the air suspension and combining it with the pressure information of the high-pressure circuit to perform pre-pressure compensation includes: Extract the suspension height change rate and body attitude angle change rate from the vehicle attitude information, and read the height change correction coefficient and attitude angle change correction coefficient corresponding to the vehicle model; The load prediction and pre-compensation algorithm is adopted. The suspension height change rate is corrected by the height change correction coefficient, and the vehicle body attitude angle change rate is corrected by the attitude angle change correction coefficient. The two correction results are summed to obtain the predicted pressure loss value. The predicted pressure loss value is used to characterize the predicted gas load. When the predicted pressure loss value reaches the pressure replenishment trigger threshold and the actual pressure of the high-pressure circuit is lower than the upper limit of the steady-state pressure, the air compressor is started to replenish the pressure to the high-pressure circuit. During the pre-pressure compensation process, the actual pressure of the high-pressure circuit is tracked, and the pre-pressure compensation ends after the actual pressure reaches the upper limit of the steady-state pressure.

[0014] The beneficial effects of adopting the above-mentioned further scheme are as follows: the rate of change of suspension height and vehicle attitude angle reflects the air consumption trend during suspension adjustment. After model correction, the predicted pressure loss value characterizes the predicted air load, providing a trigger basis for early pressure replenishment and alleviating the response lag caused by waiting for the pressure to drop before replenishing pressure. After the pre-pressure replenishment is initiated, the pressure replenishment endpoint is controlled by the actual pressure of the high-pressure circuit, so that early pressure replenishment is coordinated with the upper pressure limit constraint, reducing excessive pressure caused by continuous pressure replenishment.

[0015] Furthermore, the step of prioritizing the air supply to the air suspension and various air-consuming devices according to the vehicle's air consumption conditions includes: A multi-level air consumption priority interlocking algorithm is adopted to set the air consumption priority of the air suspension to the highest level and classify the air consumption equipment connected to the low-pressure circuit. Among them, the air consumption priority of the oxygen generation equipment is higher than that of the air bath equipment, and the air consumption priority of the air bath equipment is higher than that of the cleaning equipment and the massage equipment. Under the aforementioned emergency safety conditions, priority is given to supplying air to the air suspension, while the flow to the oxygen generator and air bath equipment is restricted, their air supply paths are preserved, and the air supply paths to the cleaning equipment and massage equipment are shut off. Under the mixed transition condition, the flow restriction ratio of each gas-consuming device is adjusted according to the weight of the suspension attitude condition, and the flow restriction ratio is increased as the weight of the suspension attitude condition increases. The opening and closing status of the gas supply passages of each gas-consuming device and the flow restriction ratio are incorporated into the gas supply control command.

[0016] The beneficial effects of adopting the above-mentioned further solutions are as follows: In emergency safety conditions, the air supply paths of the cleaning and massage equipment are shut off, reducing the occupation of the air source by low-priority air use, while the limited air supply to the oxygen generator and air bath equipment is maintained, so that some air use functions can still be maintained when the air suspension receives priority air supply. In mixed transition conditions, the flow restriction ratio changes with the weight of the suspension attitude condition, so that the air supply flow yielded by the low-pressure circuit is adapted to the suspension adjustment needs, reducing insufficient air supply or unnecessary restrictions caused by fixed flow restriction.

[0017] Furthermore, after limiting the flow and shutting off the gas supply to the gas-consuming equipment, the method further includes: When the vehicle's gas usage condition exits the emergency safety condition, the pressure of the high-pressure circuit is recorded as the recovery reference pressure, and the gas-using equipment that has had its flow restricted and the gas-using equipment whose gas supply passage has been closed are listed as equipment to be restored. The pressure rise of the high-pressure circuit relative to the recovery reference pressure is tracked, and the flow recovery level of the device to be restored is increased by one level for each preset pressure increment reached. According to the flow recovery levels, the closed gas supply channels are reopened, and the gas supply flow to the devices to be restored is gradually increased until it is restored to the rated flow of each device.

[0018] The beneficial effects of adopting the above-mentioned further solutions are: after exiting the emergency safety condition, the restoration of gas supply to low-pressure equipment is linked to the pressure recovery of the high-pressure circuit, thus constraining the restoration process by the actual pressure replenishment progress. The phased restoration of gas supply to equipment with restricted flow and equipment with shut-off gas supply paths can mitigate the secondary impact on the high-pressure circuit caused by centralized gas restoration, reducing the risk of renewed gas supply shortages immediately after exiting the emergency safety condition due to a sudden increase in low-pressure gas consumption.

[0019] Furthermore, the prioritization of gas supply to each gas-consuming device includes: The total available flow of the low-pressure circuit is constrained by the surplus flow remaining after the high-pressure circuit prioritizes gas supply. The gas demand status and gas supply path status of each gas-consuming device in the low-pressure circuit are read, and gas-consuming devices with gas demand and whose gas supply path is not closed are selected to participate in flow allocation. For each gas-consuming device participating in the allocation, the flow allocation coefficient corresponding to its gas consumption priority is read. The total available flow is then allocated to each gas-consuming device according to the flow allocation coefficient using a low-pressure multi-path dynamic flow balancing allocation algorithm, thereby obtaining the allocated flow for each gas-consuming device. As the gas-consuming devices involved in the allocation change, the flow allocation coefficients are updated, and the total available flow is reallocated. The updated gas-consuming devices and their allocated flow are then incorporated into the gas supply control command.

[0020] The beneficial effects of adopting the above-mentioned further scheme are as follows: the low-pressure circuit uses the surplus flow after the high-pressure circuit prioritizes gas supply as the allocation constraint, so that the flow allocation of each gas-consuming device conforms to the gas supply demand of the air suspension. The devices participating in the allocation are updated according to the change of the on / off status. Devices that stop using gas no longer occupy the allocation share, and newly activated devices participate in the allocation according to their priority. This allows the limited low-pressure gas supply flow to be redistributed according to the actual gas consumption combination, reducing the flow idleness and allocation imbalance caused by the continued use of the original allocation results after the equipment starts and stops.

[0021] Furthermore, the independent closed-loop voltage regulation control for the high-voltage circuit and the low-voltage circuit includes: The actual pressures of the high-pressure circuit and the low-pressure circuit are compared with their respective target pressures to obtain the high-pressure deviation and the low-pressure deviation. A dual independent PID voltage regulation algorithm for high and low pressure is adopted. The high pressure deviation is processed with independently calibrated high pressure control parameters, and the low pressure deviation is processed with independently calibrated low pressure control parameters, and the high pressure regulation amount and low pressure regulation amount are output respectively. The high-pressure regulating amount is used to regulate the gas supply pressure of the high-pressure circuit, and the low-pressure regulating amount is used to regulate the gas supply pressure of the low-pressure circuit. Specifically, based on the initial control parameters of the high-voltage circuit, the proportional coefficient and derivative coefficient of the high-voltage circuit are increased and the integral coefficient is decreased to obtain the high-voltage control parameters; based on the initial control parameters of the low-voltage circuit, the proportional coefficient of the low-voltage circuit is decreased and the integral coefficient is increased to obtain the low-voltage control parameters.

[0022] The beneficial effects of adopting the above-mentioned further scheme are: the high-pressure circuit and the low-pressure circuit are adjusted using their own pressure deviations and control parameters, so that the pressure stabilization process under the two pressure levels has its own response characteristics. Strengthening the proportional and derivative terms on the high-pressure side is beneficial for timely response to pressure changes caused by air supply to the suspension; strengthening the integral term on the low-pressure side is beneficial for eliminating steady-state deviations during continuous air supply, thus taking into account both the dynamic response requirements of the high-pressure side and the continuous pressure stabilization requirements of the low-pressure side.

[0023] Furthermore, the step of using the pressure information from the high and low pressure circuits as feedback to execute the gas supply control command also includes: The pressure information of the high and low pressure circuits is compared with the allowable pressure range of each circuit to identify abnormal circuit pressure, and the air supply failure is determined by combining the obtained air compressor operation failure information. In response to an overpressure fault in the high-pressure circuit, the air compressor stops supplying pressure to the high-pressure circuit while retaining the safety pressure relief function of the high-pressure circuit. In response to undervoltage in the high-pressure circuit, abnormal pressure in the low-pressure circuit, or air compressor malfunction, pressure maintenance control is implemented in the high-pressure circuit. Reduce the gas supply flow of the low-pressure circuit according to the preset flow restriction ratio, and retain the restricted gas supply of the low-pressure circuit. Record the fault type corresponding to the gas supply failure and report the fault code corresponding to the fault type to the vehicle.

[0024] The beneficial effects of adopting the above-mentioned further solutions are: after a gas supply failure occurs, the high-pressure circuit pressure preservation and the low-pressure circuit current restriction are executed simultaneously, which helps to reduce gas consumption during the failure period, delay the pressure drop on the high-pressure side, and retain the limited gas supply on the low-pressure side. The fault code corresponding to the fault type is reported to the whole vehicle, so that the gas supply protection action corresponds to the fault information, providing a basis for vehicle fault handling and subsequent maintenance. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the system functional modules provided in an embodiment of the present invention; Figure 2 This is a flowchart of the overall method provided in the embodiments of the present invention; Figure 3 This is a flowchart of the working condition identification and gas supply priority scheduling provided in the embodiments of the present invention; Figure 4 This is a flowchart of load prediction and pre-pressure compensation provided in an embodiment of the present invention. Detailed Implementation

[0026] The principles and features of the present invention are described below. The examples given are only for explaining the present invention and are not intended to limit the scope of the present invention.

[0027] This embodiment features a dual-source high- and low-pressure system comprising a high-pressure safety air supply subsystem and a low-pressure comfort air supply subsystem. The high-pressure safety air supply subsystem supplies air to the air suspension via a high-pressure circuit to meet the high-pressure, high-flow-rate air requirements during air suspension attitude adjustment. The low-pressure comfort air supply subsystem supplies air to oxygen generators, air baths, cleaning equipment, and massage equipment via a low-pressure circuit to meet the low-pressure, continuous air requirements of the cabin comfort equipment. The high-pressure and low-pressure circuits respectively acquire pressure and regulate air supply. The onboard controller, considering the load status of both air supply subsystems and the circuit pressure, coordinates the pre-pressurization, air supply priority, low-pressure flow distribution, and circuit pressure stabilization processes.

[0028] This embodiment provides a method for intelligent scheduling of high and low pressure dual air source coupling in new energy passenger vehicles, such as... Figure 2 As shown, it includes: In one embodiment, after the vehicle is powered on, the circuit pressures of the high-pressure safety air source subsystem and the low-pressure comfort air source subsystem are collected respectively, and self-tests are performed on the pressure sensors, air compressors and pressure regulating valves connected to the two air source subsystems.

[0029] After a self-test confirms no faults, the vehicle model calibration parameters are applied. The high-pressure circuit reference pressure is 1.0 MPa, with an effective pressure stabilization range of 0.85–1.15 MPa; the low-pressure circuit reference pressure is 0.12 MPa, with an effective pressure stabilization range of 0.10–0.14 MPa. After loading, steady-state energy-saving control is employed, awaiting the operating condition identification results and updating the gas supply arrangement as the vehicle operates. If a fault is detected during the self-test, the fault protection process described later is initiated.

[0030] After the self-check and parameter loading are completed, follow Figure 2 The process shown executes gas supply control, and acquires vehicle attitude information, vehicle speed information, load information of gas-consuming equipment connected to the low-pressure circuit, and pressure information of the high- and low-pressure circuits.

[0031] The collected vehicle attitude information is used for both operating condition identification and load prediction. Vehicle speed and equipment load are used for operating condition identification, while high and low voltage circuit pressures are used for pressure compensation judgment and voltage stabilization feedback. The above information is updated as the vehicle operates.

[0032] The vehicle's attitude information, speed information, and load information are analyzed to identify the vehicle's gas consumption conditions.

[0033] The system identifies current gas demand by combining suspension adjustment, driving speed, and low-pressure equipment load, and then adjusts the gas supply arrangements for each user accordingly. When suspension adjustment demand is strong, high-pressure gas supply is prioritized; when demand decreases, the low-pressure side gas supply restrictions are adjusted accordingly.

[0034] The air load of the air suspension is predicted by using the vehicle attitude information, and the predicted air load is obtained.

[0035] Beyond operating condition identification, changes in suspension height and vehicle posture are used to predict the air load on the suspension and estimate the demand for high-pressure air for subsequent adjustments. For example... Figure 2 As shown, this process is carried out separately from the working condition identification, and the prediction results are used for advance pressure replenishment.

[0036] Based on the predicted air load and the pressure information of the high-pressure circuit, the air compressor is controlled to pre-pressurize the high-pressure circuit that supplies air to the air suspension.

[0037] Once the predicted gas load reaches the pressure replenishment condition, pressure replenishment is initiated based on the actual pressure of the high-pressure circuit, and the pressure is continuously monitored until the termination condition is met.

[0038] According to the vehicle's air consumption conditions, the air supply priority is scheduled for the air suspension and each air-consuming device, generating high and low pressure circuit air supply control commands that prioritize high pressure circuit air supply.

[0039] During high-pressure side pressurization, the low-pressure side adjusts the flow rate and gas supply path status according to the identified operating conditions, incorporating the corresponding control content into the gas supply control command. Pressurization is used to supplement the gas volume, while gas supply scheduling restricts the low-pressure equipment's occupation of the gas source; both work together to respond to changes in suspension gas consumption.

[0040] Using the pressure information from the high and low pressure circuits as feedback, the gas supply control command is executed to perform independent closed-loop pressure stabilization control on the high pressure circuit and the low pressure circuit respectively.

[0041] When executing gas supply control commands, the actual pressure in the high-pressure and low-pressure circuits is compared with the target pressure, and the corresponding pressure adjustment is calculated and executed. The adjusted pressure continues to be fed back, and the gas supply schedule is updated according to the new operating condition identification results.

[0042] After pressure regulation, the actual pressure of each circuit continues to be collected for subsequent pressure replenishment and stabilization control; updates to vehicle attitude, speed, and equipment load are used to re-identify air consumption conditions and predict suspension air load. In this way, the air supply arrangement is adjusted according to changes in air demand, and the pressure replenishment and stabilization process continues as the actual pressure changes.

[0043] This embodiment can reduce the pressure drop in the high-pressure circuit when the air suspension is used centrally, and alleviate the impact of pressure replenishment lag on the suspension adjustment response. The low-pressure equipment limits the air consumption according to the operating conditions, which helps to reduce the competition for air supply with the air suspension; the high and low pressure circuits adjust their own pressures separately, taking into account both the suspension adjustment response and the stability of the continuous air supply from the low-pressure equipment.

[0044] Preferably, in this embodiment, the identification of vehicle posture information, speed information, and load information is achieved using a condition weighting identification and determination algorithm. For example... Figure 3 As shown, the weights of suspension attitude, vehicle speed dynamics, and air equipment load are calculated separately, and then the comprehensive weight is obtained by weighted calculation to identify the emergency safety condition, mixed transition condition, and comfortable steady-state condition of the vehicle.

[0045] In one embodiment, when the suspension begins height adjustment, the initial height is recorded as the calculation benchmark for the current adjustment range. During the adjustment process, the suspension height is continuously read, and the absolute value of the difference between the current height and the initial height is taken to obtain the adjustment range. Simultaneously, the height and time of the last collected data are retained, and the absolute value of the difference between two adjacent heights is divided by the corresponding time interval to obtain the height change rate. After the calculation is completed, the sampling information is updated and saved for use in the next calculation.

[0046] The adjustment amplitude and rate of change use different height references to reflect the cumulative height change of a single adjustment and the current adjustment speed, respectively. For example, when the suspension is slowly and continuously rising, the height difference between two adjacent samples is small, but the change relative to the initial height is still accumulating; when the suspension just begins to adjust rapidly, the cumulative amplitude is still small, but the rate of change has already increased. Therefore, both pieces of information are used together in the calculation of the suspension attitude condition weights.

[0047] In one embodiment, the allowable single height adjustment range and the upper limit of the height adjustment rate for the corresponding vehicle model are used as the range calibration value and the rate calibration value, respectively. The adjustment range is divided by the range calibration value, and the change rate is divided by the rate calibration value. If the ratio exceeds 1, it is rounded down to 1. The larger of the two ratios is then used as the suspension attitude condition weight. In this way, both large and rapid adjustments are reflected in the weight, and are not weakened by the average due to the smaller value of the other. After the current height adjustment is completed, the cumulative range of the completed adjustment is no longer used, and the starting height is re-recorded at the beginning of the next adjustment.

[0048] The dynamic weighting of vehicle speed is obtained through a calibration relationship between vehicle speed and weight, with a value ranging from 0 to 1. During calibration, the interval with vehicle speed below 30 km / h corresponds to a weight below 0.2, and the interval with vehicle speed above 90 km / h corresponds to a weight above 0.8, with the weight increasing as vehicle speed increases. In one embodiment, the vehicle speed calibration points and their corresponding weights are saved as lookup table data; after reading the current vehicle speed, two adjacent vehicle speed calibration points are found, and the weights are linearly interpolated according to the position of the current vehicle speed between the two points. The setting of calibration points simultaneously satisfies the above requirements for both low-speed and high-speed intervals, and the interpolation result is limited to the range of 0 to 1.

[0049] The load on the low-pressure side is counted from the gas-consuming devices that are actually turned on. In one embodiment, the device identifier, rated power, and power information corresponding to the operating status of each gas-consuming device are stored. After reading the on / off status, the power corresponding to the current operating status of the turned-on device is retrieved by the device identifier, the number of turned-on devices is counted, and the power is accumulated. Devices with different operating levels use the power corresponding to the current level, and devices that are turned off are not included in this count.

[0050] Divide the number of activated devices by the total number of devices configured in the low-pressure circuit to obtain the quantity ratio; divide the total power of the activated devices by the sum of the rated power of all configured devices to obtain the power ratio. If either ratio exceeds 1, set it to 1. Then, take their arithmetic mean as the load weight for the gas-consuming equipment. When all devices are shut down, this weight is 0.

[0051] The quantity and power are counted simultaneously because having the same number of devices on does not necessarily mean having the same load. For example, if two devices remain on but their operating levels are reduced, the quantity ratio remains the same, but the power ratio decreases, and the load weight decreases accordingly. The on / off status and operating power are reread in the next identification, without adding the previous statistical result.

[0052] The weights of the above three items are all in the range of 0 to 1, reflecting suspension adjustment, driving speed, and equipment load, respectively. Since the three factors have different degrees of influence on gas supply scheduling, a weighting coefficient that decreases sequentially is used to calculate the overall operating condition weight: in, Weighting based on overall operating conditions; This represents the suspension attitude weight, ranging from 0 to 1, and is used to reflect the suspension adjustment requirements under chassis conditions such as bumpy driving, vehicle height adjustment, cornering attitude correction, and load adjustment. A larger suspension adjustment range and a faster rate of change... The higher the value, the higher the corresponding suspension safety weight coefficient. A fixed value of 0.6 is used, which has the highest proportion among the three weighting coefficients, making the change in suspension attitude the main influencing factor for judging the working condition.

[0053] This is a dynamic weighting based on vehicle speed, ranging from 0 to 1, increasing with vehicle speed to reflect chassis safety requirements at different speeds. For speeds above 90 km / h... Increase to above 0.8; vehicle speed below 30 km / h, Reduced to below 0.2. The corresponding vehicle speed-related weighting coefficient. A fixed value of 0.3 is used to incorporate the impact of vehicle speed on driving safety into the comprehensive operating condition judgment.

[0054] The cabin comfort load weight corresponds to the aforementioned gas-consuming equipment load weight, with a value ranging from 0 to 1. It is determined by the cumulative number and power of the activated low-pressure gas-consuming equipment. The more equipment activated, the greater the gas flow demand. The higher the value, the higher the corresponding comfort load weighting coefficient. A fixed value of 0.1 is used to reflect the gas demand of low-pressure equipment with a lower proportion, thus limiting the impact of changes in comfort load on the judgment of safe operating conditions.

[0055] The sum of the three weighting coefficients is 1, decreasing sequentially according to suspension attitude, vehicle speed, and comfort load. The calculated comprehensive operating condition weight is used to classify the vehicle's air supply conditions, and the highest air supply priority for the air suspension is executed by subsequent air supply priority scheduling.

[0056] Each identification uses the three weights calculated in this instance to perform a weighted average, and then compares the result with the working condition classification threshold: When the value is greater than or equal to 0.7, it is identified as an emergency safety condition, and the system triggers the safety priority scheduling strategy to forcibly prioritize the gas supply to the high-pressure circuit. When the value is greater than 0.3 and less than 0.7, it is identified as a mixed transitional operating condition, and the system adopts gradient current limiting and dynamic voltage regulation mode. When the value is less than or equal to 0.3, it is identified as a comfortable steady-state operating condition, and the low-pressure flow restriction corresponding to this operating condition is lifted; equipment that is still in the graded recovery process continues to be supplied with gas according to the current recovery level.

[0057] After the operating condition identification is completed, the weights of the suspension attitude operating condition and the vehicle air consumption condition are saved. The vehicle air consumption condition is used to determine the corresponding air supply treatment method, and the weights of the suspension attitude operating condition are used to determine the degree of flow restriction under mixed transition conditions; after the next operating condition identification is completed, both are updated synchronously.

[0058] This embodiment can promptly reflect changes in the suspension adjustment range and speed, helping to reduce the lag caused by waiting for pressure to drop before adjusting the gas supply. Statistical analysis of low-pressure equipment load based on actual operating status and power also reduces the likelihood of overestimating load after equipment downshifts or shuts down, making gas supply restrictions more closely aligned with current gas demand.

[0059] Preferably, in this embodiment, after the vehicle's gas consumption condition is identified as a comfortable steady-state condition, the pre-pressurization of the air compressor based on the predicted gas load is stopped, and the interval between the air compressor's start-up pressure threshold and stop-down pressure threshold is increased. The adjusted pressure threshold is used to control the start and stop of the air compressor.

[0060] In one embodiment, the baseline start-stop pressure threshold and the comfort steady-state start-stop pressure threshold are stored separately. The interval of the comfort steady-state start-stop pressure threshold is set to 0.1 MPa, which is greater than the interval of the baseline start-stop pressure threshold; each pressure threshold is within the allowable gas supply pressure range of the high-pressure circuit.

[0061] like Figure 3 As shown, after the identification result transitions to a comfortable steady-state operating condition, the system switches to this set of thresholds and pauses the triggering of pre-pressure replenishment by the predicted gas load. While remaining in this operating condition, the previously switched thresholds are used without repeated adjustments.

[0062] When the actual high-pressure pressure is lower than the starting pressure threshold, the air compressor starts; when it reaches the shutdown pressure threshold, the air compressor stops; when it is between the two thresholds, it maintains the current start / stop state. When the pressure is exactly equal to the starting pressure threshold, it also maintains the original state. Thus, the already started air compressor continuously replenishes pressure until it reaches the shutdown threshold. After shutdown, it uses the air volume in the circuit to supply air until the pressure is lower than the starting threshold before restarting.

[0063] When entering a comfortable steady-state operating condition, if the air compressor is already running, it will continue to pressurize until the shutdown threshold is reached and then stop, without stopping midway due to a pause prediction trigger. After exiting this operating condition, the baseline start / stop pressure thresholds will be restored, and the pre-pressurization demand will be reassessed using the latest predicted gas load and actual pressure. In the event of a gas supply failure, the fault protection process described later will be initiated.

[0064] This embodiment can reduce the compressor startup caused by slight attitude changes under comfortable steady-state conditions, and reduce repeated start-stops caused by small pressure fluctuations by utilizing a wider start-stop interval. When the startup threshold is lowered, the pressure margin required during the replenishment air establishment period is retained, and the pre-replenishment pressure judgment is restored in a timely manner after the operating conditions change, so as to balance reducing the number of start-stops with maintaining the suspension air supply response.

[0065] Preferably, in this embodiment, a load prediction and pre-compensation algorithm is used to estimate the pressure loss caused by suspension adjustment. For example... Figure 4 As shown, the rate of change of suspension height and vehicle attitude angle is read, and the predicted gas load is calculated by combining the vehicle model correction coefficient. Here, the actual rate of change is used for pressure conversion, and the aforementioned normalized weight is still used for operating condition identification and flow restriction scheduling.

[0066] In one embodiment, the suspension height, vehicle attitude angle, and corresponding sampling time are continuously read. After each new sampling value is obtained, the difference between the current suspension height and the previous height is divided by the time interval between the two samplings to obtain the suspension height change rate; the vehicle attitude angle change rate is also calculated using the angle difference between these two times. The two change rates reflect the attitude change within the same time period, avoiding the merging of lifting and lowering actions and attitude adjustments from different time periods into a single air demand.

[0067] During the initial data acquisition, the altitude, attitude angle, and acquisition time are saved. The rate of change is calculated only after the next valid sample is obtained. If two acquisition times are the same, no division calculation is performed; the previous valid sample is retained, awaiting updates from subsequent samples. After each calculation is completed, the previously saved value is replaced with the current valid sample for use in the next calculation.

[0068] In one embodiment, the aforementioned rate of change is used in conjunction with the current inflation adjustment state of the air suspension. When the suspension height increases and the high-pressure circuit inflates the suspension, the rate of change in height is used to predict pressure loss. When vehicle posture adjustment involves partial suspension inflation, the rate of change in posture angle is calculated using a posture direction convention consistent with the vehicle model calibration. Adjustments that only exhaust air and do not draw air from the high-pressure circuit do not trigger pre-pressure compensation due to posture changes, thus avoiding treating vehicle body changes caused by exhaust as high-pressure air consumption.

[0069] Changes in suspension height and vehicle attitude angle reflect lift adjustment and attitude adjustment, respectively. However, the same rate of change may not correspond to the same pressure loss on different vehicle models. Therefore, the height change correction coefficient and attitude angle change correction coefficient corresponding to the vehicle model are read and calculated using the following formula: In the formula, To predict the pressure loss value; h is the suspension height; θ is the vehicle attitude angle; t is time; k is the height change correction coefficient; b is the attitude angle change correction coefficient. The actual calculation uses the ratio of the difference between adjacent valid samples to the time interval, substituting the corresponding rate of change. The value represents the differential of suspension height change, indicating the rate of vehicle height increase / decrease and the speed of suspension extension / retraction on bumpy roads. The larger the value, the higher the instantaneous air flow requirement. The differential of vehicle body attitude angles includes differential pitch angle and differential roll angle, which characterize the intensity of attitude changes during vehicle cornering, braking and acceleration. Vehicle attitude angle change information includes changes in pitch and roll angles, reflecting attitude adjustments during braking, acceleration, and cornering, respectively. The attitude angle change rate in the formula uses attitude angle information consistent with the current adjustment and vehicle model calibration; pitch and roll angles are not directly added together without processing. The height change correction coefficient and attitude angle change correction coefficient are calibrated on-vehicle based on vehicle weight, suspension travel, and piping volume, and saved according to vehicle model.

[0070] The correction factor is used to convert the attitude change rate into pressure loss. The calibration and operation calculations use the same units, and the predicted pressure loss is expressed in MPa.

[0071] In one embodiment, the rate of change and high-pressure circuit pressure loss during suspension height adjustment and vehicle posture adjustment are collected, and paired records are formed using the same observation period. Records of periods when the air compressor is not pressurized and the low-pressure equipment stops supplying air are selected to reduce the impact of other air supply actions on pressure changes. The two rate of change items in the records are substituted into the prediction formula, and the vehicle model correction coefficient is adjusted to match the calculated pressure loss with the measured results. The calibration results are then verified using other adjustment records. The calibration and operation calculations use consistent height, angle, time units, and direction conventions.

[0072] When the predicted pressure loss reaches 0.02 MPa and the actual high-pressure pressure is below 1.15 MPa, the air compressor is started for pre-pressurization; if the air compressor is already running, pre-pressurization is maintained. Monitoring continues until the predicted value reaches the trigger threshold, and the compressor is not started again when the actual pressure has reached the upper limit.

[0073] After pre-pressure compensation is initiated, the high-pressure level is continuously monitored, and compensation ends when it reaches 1.15 MPa. A brief drop in the predicted value during this period does not directly trigger a shutdown; the actual pressure remains the control point for the compensation endpoint. After completion, the system returns to attitude monitoring to determine new compensation requirements.

[0074] The aforementioned prediction triggering is only executed when the pre-pressure compensation function is enabled. Under comfortable steady state, the aforementioned start-stop threshold control is used, and during fault periods, fault protection control is used.

[0075] This embodiment converts suspension attitude changes into predicted pressure loss, enabling pressure replenishment to respond to suspension air demand in advance and reducing air supply lag caused by restarting after the actual pressure drops. The predicted value is responsible for triggering, while the actual pressure is responsible for controlling the pressure replenishment endpoint. This retains the responsiveness of advance pressure replenishment while reducing the impact of prediction fluctuations and prediction deviations on the start-up and shutdown of the air compressor.

[0076] Preferably, in this embodiment, a multi-level gas usage priority interlocking algorithm is used to restrict gas usage on the low-pressure side, ensuring that the gas source during the pre-pressurization period is preferentially used for the air suspension. Each device is associated with its gas usage level by an identifier, and the priority is arranged as follows: In the formula, This indicates the priority order of gas users; , , , and These represent air suspension systems, oxygen generators, air bath equipment, cleaning equipment, and massage equipment, respectively. The above-mentioned air-consuming devices are divided into four priority levels, and the corresponding air supply rules for each level are as follows: Level 1 is the highest safety level, corresponding to air suspension attitude adjustment. Air suspension has the highest priority in air supply usage, and its air supply needs are met first under all vehicle air usage conditions. The air supply arrangements for low-pressure air-using equipment must not encroach on the air supply required by the air suspension.

[0077] The second level is the sub-comfort and safety level, corresponding to onboard oxygen supply. Considering the requirement for continuous oxygen production and supply, flow restriction is implemented under emergency safety conditions, but the gas supply path is not completely shut off, so as to maintain the limited gas supply.

[0078] The third level is the standard comfort level, corresponding to cabin air bath ventilation. Under comfortable and steady-state conditions, air is supplied at the set flow rate; under emergency and safety conditions, gradient flow restriction is implemented to release air supply margin for the air suspension.

[0079] Level four is the auxiliary function level, corresponding to pneumatic cleaning outside the vehicle. and seat pneumatic massage Both have the same lowest priority; in emergency safety situations, the corresponding gas supply path is directly shut off to stop the gas supply. The order in which they are listed in the sorting formula does not indicate their priority.

[0080] During scheduling, the corresponding gas supply level is retrieved by the device identifier, and then, in combination with the current gas consumption conditions of the vehicle, the normal gas supply, flow restriction, and lockout processing corresponding to that level are selected. The processing results are then written into the gas supply control command of the corresponding device.

[0081] Once the vehicle's air supply condition is identified as an emergency safety condition, air suspension air supply is prioritized. For oxygen generators and air baths that are already activated, the air supply flow is reduced while their air supply paths remain open. For cleaning and massage devices, the corresponding air supply paths are closed, stopping air supply to them. In one embodiment, under emergency safety conditions, the air supply flow to oxygen generators and air baths is limited to within 20% of their respective rated set flow rates; the specific limited flow rate is given by the corresponding flow-limiting parameters.

[0082] During the emergency safety operation, new requests to start cleaning and massage equipment will not release the gas supply interlock; oxygen generators and air baths will respond to start requests according to the limited flow rate, and equipment without gas usage requests will remain shut down.

[0083] For mixed transitional operating conditions, the emergency safety operating condition treatment is no longer uniformly applied to low-pressure equipment. Instead, the flow restriction level is adjusted using the suspension attitude weights calculated above. Within this condition, the suspension adjustment demand still varies in intensity, and setting a fixed flow rate solely based on the operating condition name is insufficient to reflect these variations. Therefore, the following relationship is used to calculate the gas supply flow rate after flow restriction for equipment participating in gas supply: in, This refers to the gas supply flow rate after flow restriction; The rated flow rate for the corresponding equipment; This is the current limiting coefficient for high-voltage operating conditions, with a value ranging from 0 to 1; The suspension attitude weights used in this operating condition identification are defined as follows.

[0084] In one embodiment, the flow restriction coefficient under mixed transition conditions is taken as 0.3 to 0.7, and the flow restriction ratio is calculated by combining the calibrated value with the weight of the current suspension attitude condition. Under comfortable steady-state conditions, the flow restriction coefficient is taken as 0, the flow restriction for this condition is lifted, and the equipment submits a gas supply demand according to the rated set flow rate. The actual gas supply is still constrained by the total available flow rate. Equipment that has just exited the emergency safety condition and has not yet completed the graded recovery continues to comply with the current recovery level and does not directly restore the full gas supply.

[0085] Under emergency safety conditions, the flow restriction coefficient is set to 1, and both the cleaning and massage equipment simultaneously implement gas supply path locking. Closing the path directly reduces the gas flow to zero, without relying on the aforementioned formula for locking. The oxygen generator and air bath equipment operate according to the restricted gas supply requirements described above for emergency safety conditions.

[0086] For example, if the flow limiting coefficient of a device is 0.5 and the suspension attitude condition weight is 0.6, the flow limiting ratio is 0.3, and the air supply flow after flow limiting is 70% of the device's set flow rate. In the next calculation, after the suspension attitude condition weight changes, it is recalculated to update the corresponding flow limiting ratio and air supply flow rate. It does not continue to deduct from the result of the previous flow limiting, thus avoiding continuous calculations that cause the flow rate to decrease step by step.

[0087] It is important to distinguish that flow restriction calculation and air supply interlocking use different execution methods. The above formula is used to calculate the flow limit when the air supply path is maintained, while closing the path directly stops the air supply to the device. Even if the flow restriction coefficient is 1, as long as the suspension attitude condition weight is less than 1, the calculation result will still be greater than zero. Therefore, in emergency safety conditions, the interlocking of cleaning and massage devices is executed by closing the air supply path, not by using a flow restriction coefficient of 1 to replace path closure.

[0088] In one embodiment, the identifier of each device, the open / closed status of the gas supply passage, and the flow restriction ratio are written into the corresponding gas supply control command. During execution, the command first determines whether the passage is locked: locked passages remain closed, and non-zero flow requests are no longer executed; for passages that are allowed to open, gas is supplied according to the device's opening request and flow restriction result. Subsequent low-pressure flow allocation also retains the above restrictions, preventing the allocation of effective gas supply flow to locked devices, and ensuring that the allocation result does not exceed the corresponding flow restriction requirements.

[0089] After the vehicle's gas consumption conditions are continuously updated, the dispatching process re-reads the conditions and corresponding suspension attitude conditions, and updates the on / off status and current limiting ratio of each device. When exiting the emergency safety condition, the restricted devices are transferred to subsequent graded recovery processing. They do not immediately return to the rated set flow rate simply because the locking condition is released, ensuring that this step is consistent with... Figure 3 The flow recovery process shown is connected.

[0090] This embodiment reduces the impact of cleaning and massage air supply on the air suspension when air supply is tight, while maintaining the limited air supply to the oxygen generator and air bath equipment. In mixed transition conditions, the flow restriction changes with the suspension adjustment needs, reducing situations where excessive fixed flow restriction affects equipment use or insufficient flow restriction crowds out the suspension air supply. Furthermore, the air supply path lockout takes precedence over flow request execution, preventing the equipment from bypassing the air supply restrictions under emergency safety conditions when it re-requests activation.

[0091] Preferably, in this embodiment, after the emergency safety condition is lifted, the restricted state of each device is initially maintained, and then the gas supply is gradually restored as the high pressure rises. Devices whose flow was previously restricted and whose pathways were shut off are designated as devices to be restored, and the restoration process is as follows: Figure 3 As shown.

[0092] In one embodiment, after each acquisition of the vehicle's gas usage status, it is compared with the previous identification result. If the previous status was an emergency safety condition and the current status has been exited, the high-pressure circuit pressure at this time is recorded as the recovery reference pressure for this recovery process. At the same time, the previous current limiting and interlocking records of each device are read, the device identification, gas supply path status, and restricted flow rate when exiting the emergency safety condition of the device to be restored are saved, and the flow recovery level is set to the initial level.

[0093] During this recovery period, the baseline pressure remains unchanged. The cumulative recovery is calculated by subtracting the baseline from the subsequent pressure.

[0094] In one embodiment, the preset pressure increment is set to 0.03 MPa. For every 0.03 MPa increase in the high-pressure loop pressure relative to the recovery reference pressure, the flow recovery stage is upgraded by one level; if the cumulative increase required for the next stage has not yet been reached, the current stage is maintained. Each pressure range triggers only one stage upgrade, preventing repeated stage increases due to multiple consecutive pressure measurements within the same range.

[0095] For example, relative to the recovery baseline pressure, a cumulative increase of 0.03 MPa triggers Level 1 recovery, and a cumulative increase of 0.06 MPa triggers Level 2 recovery. Once in Level 2 recovery, even if the pressure briefly drops and then rises back to its original level, it will not be upgraded to Level 3; only when the cumulative increase reaches 0.09 MPa will it enter Level 3 recovery. In this way, the recovery progress corresponds to the actual pressure increase achieved, and will not be accelerated by pressure fluctuations near the interval boundaries.

[0096] The recovery levels correspond to 25%, 50%, 75%, and 100% of the equipment's rated flow rate, respectively. Upon reaching Level 1 recovery, equipment with ongoing gas demand and previously closed gas supply channels will have their supply channels reopened, receiving gas at 25% of their rated flow rate. Equipment that previously had restricted gas supply will have its supply flow rate increased to the level corresponding to that recovery level. Subsequently, with each subsequent level increase, the allowed gas flow rate will be increased to the next percentage, until Level 4 recovery reaches the rated flow rate.

[0097] In one embodiment, the flow rate corresponding to the current level is compared with the limited flow rate when the device exits the emergency safety condition, and the larger value is taken as the recovery flow rate for this level, with the rated set flow rate as the upper limit. In this way, devices that have been maintaining a certain gas supply will not have their gas supply reduced when entering a lower recovery level; devices that have been shut down will start to recover from a lower flow rate.

[0098] If a single pressure sampling has spanned multiple recovery intervals, the gas supply command is updated sequentially, increasing the control level by one level with each update, and the high-pressure circuit pressure is read again before the next update. The pressure continues to increase as long as it still meets the conditions for the next level, without jumping directly from the initial restricted state to the rated flow rate, to prevent pressure rebound within the sampling interval from causing a concentrated recovery of the equipment.

[0099] During the recovery process, the list of devices to be restored and the actual device activation requests are processed separately. Devices that were previously restricted but have been turned off by the user will not have their gas supply channels reopened due to an increase in the recovery level; only devices with ongoing gas usage requests will have their gas supply restored according to the current recovery level. The device identifier, channel open / closed status, and recovery flow rate for this level are incorporated into the gas supply control command and executed by subsequent gas supply controls. The recovery flow rate is used to limit the current allowed flow rate to be restored for the device; the actual allocation is still constrained by the total available flow rate in the low-pressure circuit.

[0100] If the high-pressure circuit pressure recovery is insufficient, maintain the already achieved recovery level and do not continue to increase the low-pressure gas supply. When the vehicle re-enters the emergency safety condition, terminate the current recovery and re-execute the corresponding flow restriction and locking procedures. When exiting the emergency safety condition for the next time, record the recovery reference pressure again and start the recovery from the new restricted state to avoid using the previous pressure reference and recovery progress.

[0101] Once all devices awaiting restoration have reached their rated flow rate, the current phased restoration will end. Subsequent gas supply will be scheduled according to the current vehicle gas usage conditions and device activation status. Devices that have closed their gas usage requests will exit the current restoration process; they are not required to actually be turned on before the restoration process ends.

[0102] This embodiment constrains the recovery speed of low-pressure gas supply by the actual recovery status of the high-pressure circuit, which helps to mitigate the concentrated gas consumption impact caused by the simultaneous recovery of multiple devices. Temporarily delaying the increase in flow rate when the pressure recovery is insufficient reduces the possibility of the high-pressure being pulled down again by low-pressure gas consumption before it has fully recovered. Simultaneously, the original gas consumption requests of the devices are preserved during the recovery process, preventing the reopening of devices that have been shut down by the user due to the lifting of gas supply restrictions.

[0103] Preferably, in this embodiment, a low-pressure multi-path dynamic flow balancing allocation algorithm is used to allocate the surplus flow after the high-pressure circuit has been given priority gas supply. For example... Figure 3As shown, devices that are enabled and not locked participate in the allocation, and the current limiting requirements and recovery levels of each device serve as the upper limit for allocation.

[0104] In one embodiment, the available flow rate under the current operating state and circuit pressure is read from the flow rate calibration relationship of the gas supply device. The gas flow rate prioritized for the high-pressure circuit is subtracted to obtain the surplus flow rate on the low-pressure side. Both flow rates are calculated using values ​​at the same reference pressure and temperature. If there is no remaining flow rate after subtraction, the total available low-pressure flow rate is set to zero; if there is a remaining flow rate, the smaller of the remaining flow rate and the upper limit of the allowable flow rate of the low-pressure circuit is used as the total available flow rate.

[0105] As air consumption for air suspension increases, the flow rate available on the low-pressure side decreases accordingly. However, the demand from each air-consuming device does not necessarily decrease simultaneously. Therefore, during allocation, the on / off status of the devices is read, and devices that are on and not locked are included in the allocation. Devices in the off state do not occupy a flow rate share; devices that are on but locked due to emergency safety conditions are also excluded from allocation to prevent flow from being reserved for pathways that cannot be supplied with air.

[0106] The allocation ratio among different devices is represented by a flow allocation coefficient. The coefficient corresponding to the gas usage priority of each device is read according to its identifier, and the coefficients of the devices participating in the allocation are added together. The flow rate received by each device is: in, The allocation flow for the i-th participating device; The total available flow rate for the low-voltage circuit; is the traffic allocation coefficient corresponding to this device; n is the number of devices participating in this allocation; the denominator is the sum of the traffic allocation coefficients of all devices participating in this allocation.

[0107] In one embodiment, the flow allocation coefficients for the oxygen generator, air bath, massage device, and cleaning device are 1.0, 0.8, 0.5, and 0.4, respectively. The cleaning device and massage device have the same priority in the interlock control, but different flow allocation coefficients are used to distinguish their flow shares.

[0108] When only the oxygen generator and the air bath are operational and allowed to supply air, the available total flow rate is allocated at ratios of 1 / 1.8 and 0.8 / 1.8, respectively. When the air bath is shut down, it is removed from the allocation list, and its coefficient is deducted from the denominator, allowing the oxygen generator to utilize the flow rate previously allocated to it. Once the air bath is restarted, it is added back into the calculation, restoring the allocation ratio where both devices participate.

[0109] After changes in high-pressure side gas consumption, the total available flow rate is recalculated; after changes in flow restriction ratio and recovery stage, the allowable flow rate of the corresponding equipment is updated. Subsequent allocations will use these updated values.

[0110] In one embodiment, the number of devices is counted based on the actual number of low-pressure gas branches that are activated. If the same type of device has multiple independent gas branches, they are counted separately. When the number of activated branches does not exceed four, the gas is allocated proportionally according to the aforementioned coefficient. When the number exceeds four, within the limits allowed by high-pressure priority supply and current flow restriction requirements, the set flow rate of the oxygen generator and air bath equipment is first satisfied, and then the remaining flow rate is allocated to the massage equipment and cleaning equipment. If the remaining flow rate is insufficient to meet their set requirements, flow restriction is implemented.

[0111] This process is executed before the normal proportional allocation. After priority gas supply, oxygen generating equipment and gas bath equipment that have already met their needs will no longer participate in the remaining flow calculation; if the available flow is insufficient to meet the needs of both, the existing flow will be allocated according to the corresponding coefficient, without increasing the total low-pressure flow to squeeze out high-pressure gas supply.

[0112] The proportionally allocated flow rate also needs to be aligned with the current gas supply requirements of the equipment. For example, if the oxygen generator has already reached its set flow rate, there is no need to further increase the gas supply; equipment undergoing a graded recovery process should not skip the current recovery stage simply because of an increase in excess flow rate.

[0113] In one embodiment, for devices currently undergoing flow restriction, the flow rate after flow restriction is used as the allowable upper limit; for devices undergoing recovery, the flow rate corresponding to the current recovery level is used as the allowable upper limit; for other devices, the set gas supply flow rate is used as the allowable upper limit. If the flow rate calculated by the formula does not exceed the upper limit, the calculation result is used; if it exceeds the upper limit, only the upper limit is allocated, and the remaining portion continues to be allocated to other devices whose needs have not yet been met.

[0114] When redistributing this flow, first deduct the actual flow received by the devices that have reached their limits, then apply the same distribution formula to the remaining devices, where the remaining flow can be replaced by the total flow, and the denominator only includes the coefficients of the remaining devices. If the remaining devices reach their limits again, continue to process them in the above manner until the flow is fully distributed; once the needs of all devices have been met, no further gas supply will be added.

[0115] When the gas consumption in the high-pressure circuit changes, even if the number of low-pressure devices that are turned on remains the same, a new total available flow rate needs to be recalculated. The aforementioned adjustments to the flow restriction ratio and the increase in the recovery level involve changing the allowable upper limit of each device in this allocation process. Therefore, the device's on / off status determines which devices participate in the allocation, the flow allocation coefficient determines their respective shares, and the flow restriction and recovery requirements limit the maximum allowable flow rate. All three factors contribute to the allocation results for each device.

[0116] After allocation is completed, the equipment identification and corresponding allocated flow rate are incorporated into the gas supply control command. The flow rate commands for closed and locked equipment are simultaneously reset to zero, and previous non-zero commands are not retained; the remaining equipment is supplied with gas according to the updated flow rate, and the gas supply pressure is maintained by the pressure feedback control of the low-pressure circuit.

[0117] This embodiment can release and redistribute flow in a timely manner as equipment starts and stops, reducing situations where some equipment has stopped using gas while others are still limited by the original allocation ratio. After the gas supply demand on the high-pressure side changes, the low-pressure equipment adjusts its gas supply within the new available flow range; the equipment flow limit and restoration upper limit remain effective, avoiding disruption of the air suspension's priority gas supply and step-by-step restoration arrangement when redistributing flow.

[0118] Preferably, in this embodiment, the independent closed-loop voltage regulation control of the high-voltage circuit and the low-voltage circuit is implemented using a dual independent PID voltage regulation algorithm for both high and low voltage. For example... Figure 2 As shown, the aforementioned gas supply control command specifies the gas supply arrangement for each gas-consuming device. After the command is executed, suspension adjustment and equipment gas consumption will still cause changes in circuit pressure. Therefore, the pressure deviation is calculated using the actual pressure of the high and low pressure circuits respectively, and adjusted according to their calibrated control parameters to maintain the actual pressure after gas distribution near the corresponding target pressure.

[0119] In one embodiment, the target pressure for the high-pressure circuit is set to 1.0 MPa, and the target pressure for the low-pressure circuit is set to 0.12 MPa. After each pressure reading, the high-pressure target pressure is subtracted from the actual high-pressure pressure to obtain the high-pressure deviation; the low-pressure target pressure is subtracted from the actual low-pressure pressure to obtain the low-pressure deviation. A positive deviation indicates that the actual pressure is lower than the target pressure; a negative deviation indicates that the actual pressure is higher than the target pressure. The deviations on both sides are entered into their respective PID calculation processes, and the deviations of the high-pressure and low-pressure circuits are not added together for unified adjustment.

[0120] The pressure regulation amount of the high-voltage circuit is calculated using the following formula: in, This is the pressure regulation amount; The deviation between the target pressure and the actual pressure; , and These are the proportional coefficient, integral coefficient, and differential coefficient, respectively; t is time.

[0121] The low-pressure comfort loop uses its own pressure deviation and independently calibrated control parameters for calculation, without adopting the adjustment results of the high-pressure loop. Its PID control relationship is as follows: in, This is the low-pressure adjustment amount; The low-pressure target pressure is the difference between the low-pressure target pressure and the actual low-pressure pressure. , and These are the proportional coefficient, integral coefficient, and derivative coefficient for the low-pressure circuit, respectively. The subscripts h and l correspond to the high-pressure circuit and the low-pressure circuit, respectively. The two sets of parameters are calibrated separately, and the calculation results are used for pressure regulation of the corresponding circuits.

[0122] In one embodiment, the above calculations are performed according to a fixed control cycle. The proportional term is obtained by multiplying the current pressure deviation by the proportional coefficient; the integral term stores the previously accumulated pressure deviation, adding the product of the current deviation and the control cycle to the accumulated value each time, and then multiplying by the integral coefficient; the derivative term is obtained by dividing the difference between the current deviation and the previous deviation by the control cycle, and then multiplying by the derivative coefficient. The sum of these three terms yields the current pressure adjustment. After the calculation is completed, the accumulated deviation values ​​of both loops and the current pressure deviation are saved for use in the next control cycle.

[0123] When performing the initial pressure stabilization calculation, the current pressure deviation is used as the initial deviation for the differential calculation, ensuring the initial differential term is zero. This prevents the control startup from being mistaken for a sudden pressure change. The high-pressure and low-pressure loops each store their own calculation states, without sharing accumulated deviation values ​​or historical deviations. Otherwise, even if different control coefficients are used on both sides, the mixing of calculation states could cause changes in gas consumption in one loop to interfere with the regulation of the other loop.

[0124] When the air suspension is used intensively, the high-pressure circuit pressure may drop within a short period. The high-pressure side is calibrated by increasing the proportional and derivative coefficients and decreasing the integral coefficient, allowing the current pressure deviation and its trend to play a larger role in the adjustment. The proportional term prompts the control to respond promptly to insufficient pressure, while the derivative term reflects the rate of change in pressure deviation; reducing the integral term reduces the likelihood of the previously accumulated pressure deviation continuing to drive pressure replenishment after the short-term air supply to the suspension ends.

[0125] The coefficients here are increased or decreased relative to the initial control parameters of the high-pressure circuit itself, and not compared with the coefficients of the low-pressure circuit. In one embodiment, suspension inflation adjustment is used as the calibration condition for the high-pressure side, and the actual pressure drop, recovery, and exceeding the target pressure are recorded. Based on the initial parameters, the proportional and derivative coefficients are adjusted successively, and the pressure recovery speed and oscillation are observed. Then, the integral coefficient is reduced, and the pressure recovery after the suspension inflation ends is checked to see if it is stable. After the adjustment records are confirmed, they are saved as high-pressure control parameters.

[0126] The low-pressure side needs to accommodate continuous gas consumption from multiple devices. Even after the pressure change has slowed down after the equipment is turned on, there may still be a deviation from the target pressure due to continuous gas consumption. Therefore, the low-pressure control parameters are calibrated by reducing the proportional coefficient and increasing the integral coefficient to reduce the overly strong response to small instantaneous deviations, and to use the continuously accumulated deviation to correct for long-term insufficient gas supply.

[0127] In one embodiment, the low-pressure equipment is kept continuously running, and pressure changes under different gas usage combinations are observed. Based on the initial parameters of the low-pressure loop itself, the proportional coefficient is reduced to minimize repeated adjustments caused by small pressure fluctuations; then the integral coefficient is gradually increased to check whether the actual pressure can return to near the target pressure. After the equipment is shut down and the flow is redistributed, it is also necessary to check for significant pressure overshoot and continuous oscillation, and to complete the low-pressure control parameter calibration accordingly. The high and low pressure control parameters are saved separately and read by loop during operation, and do not change with updates to the parameters of another loop.

[0128] The calculated high-pressure adjustment is used to adjust the gas supply execution amount of the high-pressure circuit, and the low-pressure adjustment is used to adjust the gas supply execution amount of the low-pressure circuit. In one embodiment, the pressure adjustment amount is matched with the control range of the corresponding gas supply actuator; increasing the adjustment output increases the gas supply capacity to that circuit, and decreasing the adjustment output reduces the gas supply capacity. Once the execution amount reaches the upper limit of the allowable range, it will no longer increase; once it reaches the lower limit of the allowable range, it will no longer decrease. The actual pressure of each circuit is re-acquired after execution and used for the next deviation calculation.

[0129] Pressure stabilization control must also comply with the aforementioned gas supply scheduling results. When the actual low-pressure is lower than the target pressure, pressure regulation cannot restart locked equipment, nor can it exceed the flow limits and graded recovery limits. When the high-pressure side is in the pre-pressure compensation process, the compressor's pressure compensation endpoint is controlled according to the upper limit of the pre-pressure compensation pressure; after the pre-pressure compensation is completed, the target pressure is tracked by the regular pressure stabilization process. When in comfortable steady-state operating conditions, the compressor's start-up and shutdown still comply with the aforementioned start-up and shutdown pressure thresholds and state maintenance rules, and cannot bypass these start-up and shutdown conditions based on PID calculation results.

[0130] This embodiment enables the high-pressure side to respond promptly to pressure changes caused by air consumption in the suspension, while the low-pressure side can gradually eliminate pressure deviations caused by continuous air consumption. Parameters and calculation states are stored on both sides separately, reducing the constraints of different pressure levels and load characteristics on the same set of control parameters; at the same time, air supply priority, flow limiting, and recovery requirements are retained to avoid disrupting the already made air supply arrangements during pressure stabilization.

[0131] Preferably, in this embodiment, when executing the air supply control command, the pressure information of the high and low pressure circuits and the air compressor operation fault information are detected. After an air supply fault occurs, pressure holding control is implemented for the high pressure circuit, current limiting control is implemented for the low pressure circuit, and the corresponding fault code is reported to the vehicle.

[0132] like Figure 2 As shown, the fault detection and the aforementioned pressure feedback use the same set of high and low pressure loop pressure information. Under normal circumstances, the pressure deviation is used for dual independent PID pressure regulation calculation; when abnormal pressure and air compressor failure indicate that normal air supply conditions are affected, the system switches to the fault protection branch to prevent the system from continuing to consume air in the loop according to the original air demand.

[0133] In one embodiment, the lower and upper limits of the allowable pressure for the high-pressure and low-pressure circuits are stored separately. Each time pressure information is obtained, it is compared with the allowable range of the corresponding circuit to distinguish between three cases: pressure below the lower limit, pressure within the allowable range, and pressure above the upper limit. The circuit where the anomaly occurred and the direction of the anomaly are recorded. Here, the allowable pressure range is used to determine anomalies, and ordinary deviations between the actual pressure and the target pressure are not directly identified as faults, to avoid repeated triggering of protection mechanisms due to normal pressure changes caused by equipment start-up and shutdown.

[0134] Pressure detection also needs to correspond to the air compressor's operating status. When reading the operating fault information reported by the air compressor, its fault status and type should be retained; even if the high and low pressure circuit pressures are still within the allowable range, as long as the air compressor has reported an operating fault affecting air supply capacity, air supply fault handling should also be initiated. The existing air volume in the circuit may temporarily maintain the pressure, but this does not mean that the air compressor can continue to supply air; protection should not be initiated only after the pressure drops.

[0135] In one embodiment, the results of pressure anomalies and air compressor malfunctions are retained separately, and it is not required that both occur simultaneously to trigger the protection. When a pressure anomaly occurs, the corresponding circuit and the anomaly type are recorded; when the air compressor reports a fault, its fault type is recorded; when both occur simultaneously, their respective records are retained for subsequent fault code reporting.

[0136] Upon triggering a gas supply failure, fault protection commands take precedence over normal flow allocation and recovery commands. Unnecessary venting and venting on the high-pressure side cease, utilizing the existing isolation and backflow prevention capabilities of the circuit to minimize residual gas loss, while continuing to monitor the high-pressure circuit pressure. Pressure holding control does not disable the safety pressure relief function required for the fault; for pressures exceeding the allowable upper limit, continued pressure replenishment is stopped first, and the existing overpressure protection handles the situation. Closing the pressure relief path should not be considered a unified pressure holding action.

[0137] In one embodiment, a preset flow restriction ratio of 50% is applied to devices that are still allowed to supply gas on the low-pressure side. Based on the rated flow rate of each device, a flow limit is given during the fault period. This limit is compared with the flow restriction and recovery limit that were in effect before the fault occurred, and the smaller flow value is used. Therefore, devices that were previously subject to stricter restrictions will not have their gas supply increased due to switching to fault flow restriction, and blocked gas supply paths will not be reopened due to fault flow restriction.

[0138] For example, if a device was previously in the recovery phase at 25% of its rated flow rate, it will continue to supply gas at no more than 25% after a failure; for devices that were previously supplying gas normally at their rated flow rate, the supply will be reduced to no more than 50%. When the actual available flow rate of the low-pressure circuit is insufficient, it is still constrained by the total available flow rate and cannot encroach on the gas volume reserved on the high-pressure side in order to reach that proportion.

[0139] During the fault, the above restrictions will continue to be enforced, and the original tiered recovery process will be suspended from increasing the flow rate. For air compressors that report operational faults, restart requests will no longer be repeatedly issued simply because the pressure is below the normal start-up threshold; for cases where no air compressor operational fault has occurred, pressure protection controls adapted to the specific pressure anomaly will be retained. In this way, there is a clear execution relationship between fault flow restriction and normal pressure replenishment judgment, preventing the restriction of air consumption from being simultaneously restored by other control branches.

[0140] In one embodiment, a pre-established correspondence between fault types and vehicle fault codes is configured, with corresponding records for high-pressure circuit undervoltage, overvoltage, low-pressure circuit undervoltage, overvoltage, and air compressor operation faults. Upon detecting a fault, the corresponding fault code is retrieved based on the abnormal circuit, the direction of the pressure anomaly, and the air compressor fault information, and reported to the vehicle. When multiple faults exist simultaneously, they are reported separately, and the last detected fault does not overwrite previously valid faults.

[0141] During the duration of the fault, the recorded fault type and protection status are retained. A single return of pressure to the allowable range does not directly cancel the fault protection; subsequent cancellation is handled by the corresponding fault recovery conditions. This step does not automatically restore the equipment's gas supply upon the arrival of a new normal flow distribution command.

[0142] This embodiment can promptly reduce gas consumption and delay the pressure drop on the high-pressure side when the gas supply capacity is affected, while reserving limited gas supply for low-pressure equipment. Fault protection takes precedence over normal allocation and flow recovery, reducing the possibility of different control processes canceling each other out; the reported fault codes can distinguish abnormal circuits and fault types, providing a basis for vehicle fault handling and troubleshooting.

[0143] Example 2 This embodiment provides a high- and low-pressure dual-source coupled intelligent scheduling system for new energy passenger vehicles, including a high-pressure safety air source subsystem, a low-pressure comfort air source subsystem, and an on-board controller. The high-pressure safety air source subsystem supplies air to the air suspension through a high-pressure circuit, while the low-pressure comfort air source subsystem supplies air to various air-consuming devices through a low-pressure circuit. The on-board controller includes an information acquisition module, a working condition identification module, a load prediction module, a pre-pressure compensation control module, a priority scheduling module, and a pressure stabilization control module.

[0144] The information acquisition module is used to acquire vehicle attitude information, vehicle speed information, load information of the gas-using equipment connected to the low-pressure circuit, and pressure information of the high- and low-pressure circuits.

[0145] The operating condition identification module is used to identify the operating conditions of the vehicle's posture information, speed information, and load information to obtain the vehicle's gas consumption conditions.

[0146] The load prediction module is used to predict the air load of the air suspension using the vehicle attitude information, and obtain the predicted air load.

[0147] The pre-pressure control module is used to combine the predicted air load with the pressure information of the high-pressure circuit to control the air compressor to pre-pressure the high-pressure circuit that supplies air to the air suspension.

[0148] The priority scheduling module is used to prioritize the air supply to the air suspension and various air-consuming devices according to the vehicle's air consumption conditions, and generate high and low pressure circuit air supply control commands that prioritize the high pressure circuit for air supply.

[0149] The pressure stabilization control module is used to execute the gas supply control command based on the pressure information of the high and low pressure circuits, and to perform independent closed-loop pressure stabilization control on the high pressure circuit and the low pressure circuit respectively.

[0150] In this embodiment, the information acquisition module provides vehicle attitude information, vehicle speed information, and equipment load information to the operating condition identification module, and simultaneously provides vehicle attitude information to the load prediction module. Thus, the acquired information enters two processing branches: the operating condition identification result is used to coordinate the air supply between the air suspension and the low-pressure equipment, while the predicted air load is used to replenish the air volume required for suspension adjustment in advance.

[0151] After the load prediction module outputs the predicted gas load, the pre-pressurization control module, in conjunction with the high-pressure circuit pressure information provided by the information acquisition module, controls the air compressor to replenish pressure. During the pressure replenishment process, the actual pressure continues to be read, and the timing of the pressure replenishment termination is controlled. At the same time, the priority scheduling module receives the vehicle gas consumption status output by the operating condition identification module, adjusts the gas supply arrangements for each gas-consuming device, and transmits the generated gas supply control command to the pressure stabilization control module.

[0152] When the pressure stabilization control module executes the gas supply control command, it uses pressure feedback from both the high-pressure and low-pressure circuits for adjustment. The gas supply command specifies the gas supply arrangement for each gas user, while the pressure feedback reflects the actual pressure changes after execution. Both are used together to control the gas supply in the control circuit. Subsequently, when vehicle posture, speed, and equipment load change, the information acquisition module updates the corresponding information, the operating condition identification module and load prediction module recalculate, and the gas supply scheduling and pre-pressure compensation control are adjusted accordingly.

[0153] In one embodiment, the above modules are implemented by the vehicle controller executing the corresponding control program. Each module calls the collected results and calculation results according to the aforementioned information transmission relationship. Specifically, the voltage stabilization calculations for the high and low voltage circuits separately save their respective control parameters and historical pressure deviations to avoid mixing the calculation states of the two circuits. The specific processing procedures of each module correspond to the method described in Embodiment 1.

[0154] This embodiment can replenish air pressure in advance before a significant pressure drop occurs due to air consumption in the suspension, and limits the low-pressure side's occupation of the air source according to the vehicle's air consumption conditions, reducing the impact of pressure replenishment lag and concentrated air consumption on suspension adjustment. The high and low pressure circuits are regulated using their own pressure feedback, which can also take into account the dynamic air supply needs of the air suspension and the pressure stability of the low-pressure equipment during continuous operation.

[0155] In one embodiment, the intelligent scheduling system for high and low pressure dual-source coupling of new energy passenger vehicles of the present invention is implemented by an on-board controller executing a corresponding control program. The on-board controller includes a processor and a memory, the processor being connected to the memory. The memory is used to store the control program and the parameters required for operation. The processor reads and executes the control program to realize the aforementioned intelligent scheduling method for high and low pressure dual-source coupling of new energy passenger vehicles.

[0156] The parameters stored in the memory include weighting coefficients for operating conditions, operating condition classification thresholds, vehicle model correction coefficients, air compressor start / stop pressure thresholds, priority and flow allocation coefficients for air-using equipment, and PID control parameters for both high and low pressure loops. During program execution, it also saves previous sampling information of suspension attitude, air compressor start / stop status, flow recovery stages, and historical calculation results required for pressure regulation for subsequent control use. The pressure deviation and integral cumulative value of the high-pressure and low-pressure loops are saved and updated separately to avoid mixing historical data in the pressure stabilization calculations on both sides.

[0157] During vehicle operation, the on-board controller receives vehicle attitude information, vehicle speed information, load information of gas-using equipment, and pressure information from high and low pressure circuits. It performs operating condition identification, load prediction, and gas supply scheduling, and outputs control commands to the corresponding gas supply actuators. Pressure changes after gas supply execution continue to be fed back to the on-board controller to update the pressure replenishment judgment and pressure adjustment results. Upon detecting a gas supply failure, it executes corresponding pressure maintenance and current limiting processes and reports a fault code to the entire vehicle.

[0158] Figure 1 The information acquisition module, operating condition identification module, load prediction module, pre-pressure compensation control module, priority scheduling module, and voltage stabilization control module shown are divided according to their functions, and it is not required that each module correspond to an independent hardware component. In this embodiment, each module is implemented through the corresponding program in the vehicle controller, and the acquired information and calculation results are called according to the aforementioned information transmission relationship.

[0159] Figures 2 to 4 The flowchart illustrates the relationships between various processes. Operating condition identification and load prediction each use the collected information for calculations; there is no requirement for the former's output to be the latter's input. Gas supply priority scheduling uses the operating condition identification results, while pre-pressure replenishment control uses predicted gas load and high-pressure loop pressure information. Therefore, each process is executed according to its input conditions, and dependent steps cannot be arbitrarily reversed. During the execution of gas supply control commands, loop pressure is continuously collected, ensuring that flow distribution, pressure replenishment, and pressure stabilization control are updated according to actual gas consumption conditions.

[0160] The above description is merely a preferred embodiment of the present invention and an explanation of the technical principles employed. Those skilled in the art should understand that the scope of disclosure in this invention is not limited to technical solutions formed by specific combinations of the above-described technical features, but should also cover other technical solutions formed by arbitrary combinations of the above-described technical features or their equivalents without departing from the above-disclosed concept. For example, technical solutions formed by substituting the above features with (but not limited to) technical features with similar functions disclosed in this invention.

[0161] It should be noted that the terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and do not imply a specific order or sequence. Where appropriate, the order of use for similar objects can be interchanged so that the embodiments of this application described herein can be implemented in an order other than that shown or described.

[0162] Those skilled in the art will recognize that this invention can be implemented as a system, method, or computer program product. Therefore, this invention can be specifically implemented in the following forms: it can be entirely hardware, entirely software (including firmware, resident software, microcode, etc.), or a combination of hardware and software, generally referred to herein as a "circuit," "module," or "system." Furthermore, in some embodiments, this invention can also be implemented as a computer program product contained in one or more computer-readable media, which includes computer-readable program code.

[0163] 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.

Claims

1. A method for intelligent scheduling of high and low pressure dual air source coupling in new energy passenger vehicles, characterized in that, The method includes: Acquire vehicle attitude information, vehicle speed information, load information of gas-using equipment connected to the low-pressure circuit, and pressure information of the high and low-pressure circuits; The vehicle attitude information, speed information, and load information are used to identify the operating conditions of the vehicle to obtain the vehicle's gas consumption conditions. The air load of the air suspension is predicted using the vehicle attitude information to obtain the predicted air load. Based on the predicted air load and the pressure information of the high-pressure circuit, the air compressor is controlled to pre-pressurize the high-pressure circuit that supplies air to the air suspension. According to the vehicle's air consumption conditions, the air supply priority is scheduled for the air suspension and each air-consuming device, and high and low pressure circuit air supply control commands are generated to prioritize the high pressure circuit air supply. Using the pressure information from the high and low pressure circuits as feedback, the gas supply control command is executed to perform independent closed-loop pressure stabilization control on the high pressure circuit and the low pressure circuit respectively.

2. The method according to claim 1, characterized in that, The vehicle attitude information, speed information, and load information are used to identify the vehicle's operating conditions, including: The suspension attitude condition weight is evaluated using the suspension adjustment range and change rate in the vehicle attitude information, the vehicle speed dynamic weight is evaluated based on the vehicle speed information, and the load weight of the gas-using equipment is evaluated in combination with the number and power of the gas-using equipment that has been turned on. The suspension attitude working condition weight, vehicle speed dynamic weight and air-using equipment load weight are weighted by the working condition weight identification and judgment algorithm. The weighting coefficients corresponding to the three weights decrease in sequence to obtain the comprehensive working condition weight. The comprehensive operating condition weight is compared with the preset operating condition classification threshold to identify the emergency safety operating condition, mixed transition operating condition, and comfortable steady-state operating condition in which the vehicle is located.

3. The method according to claim 2, characterized in that, After obtaining the vehicle's gas usage conditions, the method also includes: Under the comfortable steady-state operating condition, the air compressor pre-pressure compensation triggered according to the predicted air load is stopped, and the system switches to the preset comfortable steady-state start-stop pressure threshold. The interval of the comfortable steady-state start-stop pressure threshold is greater than the preset reference start-stop pressure threshold interval. The air compressor is started and stopped using the comfort steady-state start-stop pressure threshold. The air compressor is started when the pressure in the high-pressure circuit is lower than the start-up pressure threshold, and the air compressor is stopped after the pressure is replenished to the stop-down pressure threshold. The air compressor is kept in its current start / stop state between the start pressure threshold and the stop pressure threshold.

4. The method according to claim 1, characterized in that, Using the vehicle attitude information to predict the air load on the air suspension, and combining this with the pressure information from the high-pressure circuit to perform pre-pressure compensation, including: Extract the suspension height change rate and body attitude angle change rate from the vehicle attitude information, and read the height change correction coefficient and attitude angle change correction coefficient corresponding to the vehicle model; The load prediction and pre-compensation algorithm is adopted. The suspension height change rate is corrected by the height change correction coefficient, and the vehicle body attitude angle change rate is corrected by the attitude angle change correction coefficient. The two correction results are summed to obtain the predicted pressure loss value. The predicted pressure loss value is used to characterize the predicted gas load. When the predicted pressure loss value reaches the pressure replenishment trigger threshold and the actual pressure of the high-pressure circuit is lower than the upper limit of the steady-state pressure, the air compressor is started to replenish the pressure to the high-pressure circuit. During the pre-pressure compensation process, the actual pressure of the high-pressure circuit is tracked, and the pre-pressure compensation ends after the actual pressure reaches the upper limit of the steady-state pressure.

5. The method according to claim 1, characterized in that, According to the vehicle's air consumption conditions, the air supply priority is scheduled for the air suspension and various air-consuming devices, including: A multi-level air consumption priority interlocking algorithm is adopted to set the air consumption priority of the air suspension to the highest level and classify the air consumption equipment connected to the low-pressure circuit. Among them, the air consumption priority of the oxygen generation equipment is higher than that of the air bath equipment, and the air consumption priority of the air bath equipment is higher than that of the cleaning equipment and the massage equipment. Under the aforementioned emergency safety conditions, priority is given to supplying air to the air suspension, while the flow to the oxygen generator and air bath equipment is restricted, their air supply paths are preserved, and the air supply paths to the cleaning equipment and massage equipment are shut off. Under the mixed transition condition, the flow restriction ratio of each gas-consuming device is adjusted according to the weight of the suspension attitude condition, and the flow restriction ratio is increased as the weight of the suspension attitude condition increases. The opening and closing status of the gas supply passages of each gas-consuming device and the flow restriction ratio are incorporated into the gas supply control command.

6. The method according to claim 5, characterized in that, After limiting the flow and shutting off the gas supply to the gas-consuming equipment, the method further includes: When the vehicle's gas usage condition exits the emergency safety condition, the pressure of the high-pressure circuit is recorded as the recovery reference pressure, and the gas-using equipment that has had its flow restricted and the gas-using equipment whose gas supply passage has been closed are listed as equipment to be restored. The pressure rise of the high-pressure circuit relative to the recovery reference pressure is tracked, and the flow recovery level of the device to be restored is increased by one level for each preset pressure increment reached. According to the flow recovery levels, the closed gas supply channels are reopened, and the gas supply flow to the devices to be restored is gradually increased until it is restored to the rated flow of each device.

7. The method according to claim 1, characterized in that, Prioritize gas supply to various gas-consuming devices, including: The total available flow of the low-pressure circuit is constrained by the surplus flow remaining after the high-pressure circuit prioritizes gas supply. The gas demand status and gas supply path status of each gas-consuming device in the low-pressure circuit are read, and gas-consuming devices with gas demand and whose gas supply path is not closed are selected to participate in flow allocation. For each gas-consuming device participating in the allocation, the flow allocation coefficient corresponding to its gas consumption priority is read. The total available flow is then allocated to each gas-consuming device according to the flow allocation coefficient using a low-pressure multi-path dynamic flow balancing allocation algorithm, thereby obtaining the allocated flow for each gas-consuming device. As the gas-consuming devices involved in the allocation change, the flow allocation coefficients are updated, and the total available flow is reallocated. The updated gas-consuming devices and their allocated flow are then incorporated into the gas supply control command.

8. The method according to claim 1, characterized in that, Independent closed-loop voltage regulation control is implemented for the high-voltage and low-voltage circuits, including: The actual pressures of the high-pressure circuit and the low-pressure circuit are compared with their respective target pressures to obtain the high-pressure deviation and the low-pressure deviation. A dual independent PID voltage regulation algorithm for high and low pressure is adopted. The high pressure deviation is processed with independently calibrated high pressure control parameters, and the low pressure deviation is processed with independently calibrated low pressure control parameters, and the high pressure regulation amount and low pressure regulation amount are output respectively. The high-pressure regulating amount is used to regulate the gas supply pressure of the high-pressure circuit, and the low-pressure regulating amount is used to regulate the gas supply pressure of the low-pressure circuit. Specifically, based on the initial control parameters of the high-voltage circuit, the proportional coefficient and derivative coefficient of the high-voltage circuit are increased and the integral coefficient is decreased to obtain the high-voltage control parameters; Based on the initial control parameters of the low-voltage circuit, the proportional coefficient of the low-voltage circuit is reduced and the integral coefficient is increased to obtain the low-voltage control parameters.

9. The method according to claim 1, characterized in that, Using the pressure information from the high and low pressure circuits as feedback, the gas supply control command is executed, and the method further includes: The pressure information of the high and low pressure circuits is compared with the allowable pressure range of each circuit to identify abnormal circuit pressure, and the air supply failure is determined by combining the obtained air compressor operation failure information. In response to an overpressure fault in the high-pressure circuit, the air compressor stops supplying pressure to the high-pressure circuit while retaining the safety pressure relief function of the high-pressure circuit. In response to undervoltage in the high-pressure circuit, abnormal pressure in the low-pressure circuit, or air compressor malfunction, pressure maintenance control is implemented in the high-pressure circuit. Reduce the gas supply flow of the low-pressure circuit according to the preset flow restriction ratio, and retain the restricted gas supply of the low-pressure circuit. Record the fault type corresponding to the gas supply failure and report the fault code corresponding to the fault type to the vehicle.

10. A high- and low-pressure dual-source coupled intelligent scheduling system for new energy passenger vehicles, characterized in that, The system includes a high-pressure safety air source subsystem, a low-pressure comfort air source subsystem, and an on-board controller. The high-pressure safety air source subsystem supplies air to the air suspension through a high-pressure circuit, and the low-pressure comfort air source subsystem supplies air to each air-consuming device through a low-pressure circuit. The vehicle controller includes: an information acquisition module, used to acquire vehicle attitude information, vehicle speed information, load information of the gas-using equipment connected to the low-pressure circuit, and pressure information of the high and low-pressure circuits; The operating condition identification module is used to identify the operating conditions of the vehicle's attitude information, speed information, and load information to obtain the vehicle's gas consumption conditions. The load prediction module is used to predict the air load of the air suspension using the vehicle attitude information, and obtain the predicted air load. The pre-pressure control module is used to combine the predicted air load and the pressure information of the high-pressure circuit to control the air compressor to pre-pressure the high-pressure circuit that supplies air to the air suspension. The priority scheduling module is used to prioritize the air supply to the air suspension and various air-consuming devices according to the vehicle's air consumption conditions, and generate high and low pressure circuit air supply control commands that prioritize the high pressure circuit for air supply. The pressure stabilization control module is used to execute the gas supply control command based on the pressure information of the high and low pressure circuits, and to perform independent closed-loop pressure stabilization control on the high pressure circuit and the low pressure circuit respectively.

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