CN112660091A

CN112660091A - Automobile control method and device, automobile, storage medium and processor

Info

Publication number: CN112660091A
Application number: CN202011547650.XA
Authority: CN
Inventors: 陈辉; 魏恒; 邱东; 周亚生; 叶志恒; 刘壬生
Original assignee: Gree Electric Appliances Inc of Zhuhai
Current assignee: Gree Electric Appliances Inc of Zhuhai
Priority date: 2020-12-24
Filing date: 2020-12-24
Publication date: 2021-04-16
Anticipated expiration: 2040-12-24
Also published as: CN112660091B

Abstract

The invention discloses a control method and a control device for an automobile, the automobile, a storage medium and a processor, wherein the method comprises the following steps: acquiring the current height, the current pressure and the current speed acquired by an ECU of an ECAS system of an automobile, and detecting whether a brake signal exists at present; determining a vehicle speed difference between the current vehicle speed and the set critical vehicle speed under the condition that the ECAS system has no fault and the pressure difference between the current pressure and the set critical pressure is greater than or equal to a first set pressure in the set pressure grade range; and controlling the brake system of the automobile and the ECAS system to work cooperatively according to the vehicle speed difference and at least one of the height difference between the current height and the set critical height, the pressure difference, the control instruction regulated by the ECAS system and whether the current brake signal is detected. According to the scheme, the driving stability and the riding comfort are improved on the premise of ensuring the driving safety.

Description

Automobile control method and device, automobile, storage medium and processor

Technical Field

The invention belongs to the technical field of vehicle engineering, and particularly relates to a control method and device of an automobile, the automobile, a storage medium and a processor, in particular to a method and a system for influence and cooperative control of an ECAS system and a brake system.

Background

In a related scheme, in a whole vehicle system of an automobile (such as an electric bus), a plurality of modules related to air paths comprise an electric seat, an ECAS system (namely an electric control air suspension system), a brake system and the like, air storage cylinders used by the electric seat, the ECAS system and the brake system are all provided with air sources by air compressors, and the ECAS system and the brake system belong to systems using relatively more air.

Under the condition that the braking signal of the braking system exists, if the air storage cylinder of the ECAS system needs to be supplemented with air at the same time, the air supplementing efficiency of the air compressor for the braking system is reduced, the braking performance of the electric automobile is affected, and therefore the driving safety of the automobile is affected.

The above is only for the purpose of assisting understanding of the technical aspects of the present invention, and does not represent an admission that the above is prior art.

Disclosure of Invention

The invention aims to provide a control method and device of an automobile, the automobile, a storage medium and a processor, which aim to solve the problems that under the condition that a braking signal of a braking system of the automobile exists, if an air storage cylinder of an ECAS system needs to be supplemented with air at the same time, the air supplementing efficiency of an air compressor to the braking system is reduced, and the driving safety of the automobile is affected, and achieve the effects of improving the driving stability and the riding comfort on the premise of ensuring the driving safety by utilizing a cooperative control mode of the braking system and the ECAS system of the automobile.

The invention provides a control method of an automobile, which comprises the following steps: acquiring the current height, the current pressure and the current speed acquired by an ECU of the ECAS system of the automobile, and detecting whether a brake signal exists at present; determining a pressure difference between the current pressure and a set threshold pressure; determining a vehicle speed difference between the current vehicle speed and a set critical vehicle speed under the condition that the ECAS system is not in fault and the pressure difference is greater than or equal to a first set pressure in a set pressure grade range; the set pressure level range includes: a first set pressure to an nth set pressure, n being a positive integer; and controlling the brake system of the automobile and the ECAS system to work cooperatively according to the vehicle speed difference and at least one of the height difference between the current height and the set critical height, the pressure difference, the control instruction regulated by the ECAS system and whether the current brake signal is detected.

In some embodiments, controlling the braking system of the vehicle and the ECAS system to cooperate based on the vehicle speed difference and in combination with at least one of the difference in height between the current height and a set threshold height, the pressure difference, the control command for the ECAS system to adjust, and whether the current braking signal is detected comprises: and if the vehicle speed difference is smaller than or equal to a first set vehicle speed, determining the optimal opening of the electromagnetic valve of the ECAS system by combining the height difference and the pressure difference under the condition of receiving a control command which is input by an instrument panel ECU of the automobile and is regulated by the ECAS system, and controlling the electromagnetic valve of the ECAS system to regulate according to the optimal opening.

In some embodiments, controlling the braking system of the vehicle and the ECAS system to cooperate based on the vehicle speed difference and in combination with at least one of the difference in height between the current height and a set threshold height, the pressure difference, the control command for the ECAS system adjustment, and whether the current braking signal is detected, further comprises: if the vehicle speed difference is greater than a first set vehicle speed and less than or equal to a second set vehicle speed, then: under the condition that the current braking signal is detected within continuous first set time, controlling the ECAS system to stop adjusting, wherein the braking system works according to the current braking signal; and under the condition that the current braking signal is not detected within continuous first set time, under the condition that a control command which is input by an instrument panel ECU of the automobile and is regulated by the ECAS system is received, determining the optimal opening of the electromagnetic valve of the ECAS system by combining the height difference and the pressure difference, and controlling the electromagnetic valve of the ECAS system to regulate according to the optimal opening.

In some embodiments, controlling the braking system of the vehicle and the ECAS system to cooperate based on the vehicle speed difference and in combination with at least one of the difference in height between the current height and a set threshold height, the pressure difference, the control command for the ECAS system adjustment, and whether the current braking signal is detected, further comprises: if the vehicle speed difference is greater than a second set vehicle speed, then: under the condition that the current braking signal is detected within continuous first set time, controlling the ECAS system to stop adjusting, wherein the braking system works according to the current braking signal; and under the condition that the current braking signal is not detected within continuous first set time, determining the optimal opening degree of the electromagnetic valve of the ECAS system by combining the height difference and the pressure difference, and controlling the electromagnetic valve of the ECAS system to be adjusted according to the optimal opening degree.

In some embodiments, determining an optimal opening of a solenoid valve of the ECAS system in combination with the height difference and the pressure difference comprises: and determining the set height difference which is the same as the height difference and the set opening corresponding to the set pressure difference which is the same as the pressure difference in the corresponding relation according to the corresponding relation among the set height difference, the set pressure difference and the set opening as the opening corresponding to the height difference and the pressure difference, and taking the opening as the optimal opening of the electromagnetic valve of the ECAS system.

In accordance with another aspect of the present invention, there is provided a control apparatus for a vehicle, including: the acquisition unit is configured to acquire the current height, the current pressure and the current speed acquired by an ECU of an ECAS system of the automobile and detect whether a brake signal exists currently; a control unit configured to determine a pressure difference between the current pressure and a set threshold pressure; the control unit is further configured to determine a vehicle speed difference between the current vehicle speed and a set critical vehicle speed in the case that the ECAS system is not in fault and the pressure difference is greater than or equal to a first set pressure in a set pressure level range; the set pressure level range includes: a first set pressure to an nth set pressure, n being a positive integer; the control unit is further configured to control the brake system of the automobile and the ECAS system to work cooperatively according to the vehicle speed difference and at least one of the height difference between the current height and the set critical height, the pressure difference, the control instruction of the ECAS system regulation and whether the current brake signal is detected.

In some embodiments, the control unit controls the brake system of the vehicle and the ECAS system to cooperate based on the vehicle speed difference and in combination with at least one of a height difference between the current height and a set threshold height, the pressure difference, a control command for the ECAS system to adjust, and whether the current brake signal is detected, including: and if the vehicle speed difference is smaller than or equal to a first set vehicle speed, determining the optimal opening of the electromagnetic valve of the ECAS system by combining the height difference and the pressure difference under the condition of receiving a control command which is input by an instrument panel ECU of the automobile and is regulated by the ECAS system, and controlling the electromagnetic valve of the ECAS system to regulate according to the optimal opening.

In some embodiments, the control unit controls the brake system of the vehicle and the ECAS system to cooperate with each other according to the vehicle speed difference and at least one of a height difference between the current height and a set critical height, the pressure difference, a control command for the ECAS system to adjust, and whether the current brake signal is detected, and further includes: if the vehicle speed difference is greater than a first set vehicle speed and less than or equal to a second set vehicle speed, then: under the condition that the current braking signal is detected within continuous first set time, controlling the ECAS system to stop adjusting, wherein the braking system works according to the current braking signal; and under the condition that the current braking signal is not detected within continuous first set time, under the condition that a control command which is input by an instrument panel ECU of the automobile and is regulated by the ECAS system is received, determining the optimal opening of the electromagnetic valve of the ECAS system by combining the height difference and the pressure difference, and controlling the electromagnetic valve of the ECAS system to regulate according to the optimal opening.

In some embodiments, the control unit controls the brake system of the vehicle and the ECAS system to cooperate with each other according to the vehicle speed difference and at least one of a height difference between the current height and a set critical height, the pressure difference, a control command for the ECAS system to adjust, and whether the current brake signal is detected, and further includes: if the vehicle speed difference is greater than a second set vehicle speed, then: under the condition that the current braking signal is detected within continuous first set time, controlling the ECAS system to stop adjusting, wherein the braking system works according to the current braking signal; and under the condition that the current braking signal is not detected within continuous first set time, determining the optimal opening degree of the electromagnetic valve of the ECAS system by combining the height difference and the pressure difference, and controlling the electromagnetic valve of the ECAS system to be adjusted according to the optimal opening degree.

In some embodiments, the control unit, in combination with the height difference and the pressure difference, determines an optimal opening of a solenoid valve of the ECAS system, including: and determining the set height difference which is the same as the height difference and the set opening corresponding to the set pressure difference which is the same as the pressure difference in the corresponding relation according to the corresponding relation among the set height difference, the set pressure difference and the set opening as the opening corresponding to the height difference and the pressure difference, and taking the opening as the optimal opening of the electromagnetic valve of the ECAS system.

In accordance with the above apparatus, a further aspect of the present invention provides an automobile comprising: the control device for an automobile described above.

In accordance with the above method, a further aspect of the present invention provides a storage medium including a stored program, wherein when the program is executed, a device in which the storage medium is located is controlled to execute the above control method for an automobile.

In accordance with the above method, a further aspect of the present invention provides a processor for executing a program, wherein the program executes the above control method of the vehicle.

Therefore, the scheme of the invention ensures that the use efficiency of the gas in the ECAS system reaches the optimum by combining the parameters of the speed, the system air pressure and the like of the automobile according to the principle that the automobile is braked preferentially at high speed, thereby improving the running stability and the riding comfort on the premise of ensuring the running safety by utilizing the cooperative control mode of the braking system and the ECAS system of the automobile.

Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.

The technical solution of the present invention is further described in detail by the accompanying drawings and embodiments.

Drawings

FIG. 1 is a schematic flow chart diagram illustrating an embodiment of a control method for a vehicle according to the present invention;

FIG. 2 is a schematic structural diagram of an embodiment of a control device of an automobile according to the present invention;

FIG. 3 is a schematic diagram of an embodiment of an ECAS control system;

FIG. 4 is a control flow diagram of an embodiment of an ECAS system coordinated braking system.

The reference numbers in the embodiments of the present invention are as follows, in combination with the accompanying drawings:

102-an obtaining unit; 104-control unit.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention more apparent, the technical solutions of the present invention will be clearly and completely described below with reference to the specific embodiments of the present invention and the accompanying drawings. It is to be understood that the described embodiments are merely exemplary of the invention, and not restrictive of the full scope of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

According to an embodiment of the present invention, a control method for an automobile is provided, as shown in fig. 1, which is a schematic flow chart of an embodiment of the method of the present invention. The control method of the automobile may include: step S110 to step S140.

In step S110, the current altitude, the current pressure and the current vehicle speed collected by the ECU of the ECAS system of the vehicle are obtained, and whether a brake signal is currently present is detected.

The current height acquired by the ECU of the ECAS system is a height value acquired by the ECU of the ECAS system acquiring a detection value of the height sensor. The current pressure acquired by the ECU of the ECAS system is a pressure value acquired by the ECU of the ECAS system acquiring the detection value of the pressure sensor. The current vehicle speed collected by the ECU of the ECAS system is a vehicle speed signal fed back by the ECU of the ECAS system through the CAN network. The current braking signal collected by the ECU of the ECAS system is the braking signal input by the ECU of the ECAS system through the CAN network to obtain the electronic braking ECU or the instrument panel ECU. Such as reading vehicle speed signals and brake signals through a CAN bus.

For example: the brake signal may come from a brake ECU or a vehicle speed ECU, etc.; the meter is used only for display or transmission of instrument desk key commands, and does not detect the brake signal, but is only the receiver of the signal. The signal sent by the instrument panel ECU is a control command regulated by the ECAS system (four commands of the ECAS system, namely ascending, descending, lateral kneeling and resetting).

At step S120, a pressure difference between the current pressure and a set critical pressure is determined.

At step S130, in the case that the ECAS system is not in failure and the pressure difference is greater than or equal to the first set pressure in the set pressure level range, a vehicle speed difference between the current vehicle speed and the set critical vehicle speed is determined, such as calculating the current vehicle speed v and the critical vehicle speed v in the vehicle speed signal read through the CAN bus₀Vehicle speed difference v-v₀. The set pressure level range includes: the first set pressure to the nth set pressure, n being a positive integer.

Specifically, the air compressor is used for the whole vehicleAll the air cylinders are inflated, and when the pressure of a certain air cylinder is lower than the critical pressure, the air compressor is started to inflate the air cylinder; when there are multiple air reservoirs to be inflated, the air motor inflates all the systems simultaneously. The critical pressure of the ECAS system for starting the air compressor to work is P₀The ECAS system collects the pressure value P of the system in real time₁The differential pressure Δ P between the two is P₁-P₀The pressure difference can be set to n (n is more than or equal to 1) grades according to the magnitude of the pressure difference, such as a first set pressure epsilon₀Second set pressure ε₁Third set pressure ε₂Fourth set pressure ε₃… nth set pressure epsilon_n-1If the pressure difference Δ p>Fourth set pressure ε₃And in time, the pressure value of the air cylinder of the ECAS system is large, so that the requirement of system adjustment can be met.

And at step S140, controlling the brake system of the automobile and the ECAS system to work cooperatively according to the vehicle speed difference and at least one of the height difference between the current height and the set critical height, the pressure difference, the control instruction of the ECAS system regulation and whether the current brake signal is detected.

Of course, the ECAS system stops controlling the braking system of the vehicle and the ECAS system to work in cooperation in the case that the ECAS system is not malfunctioning and/or the pressure difference is greater than or equal to a first set pressure in a set pressure level range. For example: and detecting whether the ECAS system has a fault, and if so, stopping the adjustment of the ECAS system. Judging the pressure value P of the ECAS system₁And critical pressure P₀Whether or not the differential pressure Δ p is<First set pressure ε₀And if so, the ECAS system stops regulating.

Specifically, an ECU of the ECAS system collects signals of a height sensor and a pressure sensor, and controls a solenoid valve to adjust the height of the electric control air suspension to a target height position according to a control algorithm by combining a vehicle speed signal, a brake signal and an instrument key signal.

Therefore, through the cooperative control system of the braking system and the ECAS system, the accurate adjustment of the ECAS system in different states can be improved, and the utilization rate of gas in the ECAS system is improved. Therefore, on the premise of considering the braking safety, the smoothness of vehicle running and the riding comfort are ensured through the accurate control and adjustment of the ECAS system. In the cooperative control process, the use efficiency of gas in the ECAS system is ensured to be optimal according to the principle of priority of braking at high speed and in combination with parameters such as vehicle speed and system air pressure. Therefore, the ECAS control strategy with the priority of braking at high speed is adopted, and the problems of poor braking effect, long braking distance and the like of the braking system are solved, so that the reliability of the control of the braking system is achieved, and the riding comfort and the control stability of the ECAS system are ensured by the adjustment.

In some embodiments, in step S140, the brake system of the vehicle and the ECAS system are controlled to cooperate with each other according to the vehicle speed difference and at least one of the difference between the current height and the set critical height, the pressure difference, the control command for the ECAS system to adjust, and whether the current brake signal is detected, including a first control situation in which the vehicle speed difference is less than or equal to a first set vehicle speed, specifically as follows:

and if the vehicle speed difference is smaller than or equal to a first set vehicle speed, determining the optimal opening of the electromagnetic valve of the ECAS system by combining the height difference and the pressure difference under the condition of receiving a control command which is input by an instrument panel ECU of the automobile and is regulated by the ECAS system, and controlling the electromagnetic valve of the ECAS system to regulate according to the optimal opening.

In particular, when the vehicle speed difference v-v₀Is less than or equal to the first set speed k₀And meanwhile, the ECU of the ECAS system calculates the differential pressure delta p and the grade thereof, the height value of the current suspension and a control command for the adjustment of the ECAS system, and calculates the optimal opening degree of the electromagnetic valve (namely the air charging and discharging speed of the ECAS system) when the ECAS system is adjusted.

At the difference of vehicle speed v-v₀Is less than or equal to the first set speed k₀The instrument panel can input a control command regulated by the ECAS system, and the ECAS system determines the optimum opening degree of the solenoid valve in accordance with the control command regulated by the ECAS system from the instrument panel. The control instruction of the ECAS system regulation can be the control of the ECAS system regulation from the instrumentThe instructions include an ascending instruction, a descending instruction, a side kneeling instruction, and a reset instruction.

In some embodiments, in step S140, the brake system of the automobile and the ECAS system are controlled to cooperate according to the vehicle speed difference and at least one of the difference between the current height and the set critical height, the pressure difference, the control command for the ECAS system to adjust, and whether the current brake signal is detected, and a second control situation is included, in which the vehicle speed difference is greater than the first set vehicle speed and less than or equal to the second set vehicle speed, and is specifically as follows:

if the vehicle speed difference is greater than a first set vehicle speed and less than or equal to a second set vehicle speed, then:

and under the condition that the current braking signal is detected within continuous first set time, controlling the ECAS system to stop adjusting, wherein even if the ECAS system stops adjusting the current opening of the electromagnetic valve to which the ECAS system belongs, the braking system works according to the current braking signal.

And under the condition that the current braking signal is not detected within continuous first set time, under the condition that a control command which is input by an instrument panel ECU of the automobile and is regulated by the ECAS system is received, determining the optimal opening of the electromagnetic valve of the ECAS system by combining the height difference and the pressure difference, and controlling the electromagnetic valve of the ECAS system to regulate according to the optimal opening.

Specifically, at the first set vehicle speed k₀<Vehicle speed difference v-v₀No more than second set vehicle speed k₁And meanwhile, the ECU of the ECAS system calculates the differential pressure delta p and the grade thereof, whether a brake signal exists or not, the current height value of the suspension and a control instruction for adjusting the ECAS system, and calculates the optimal opening degree of the electromagnetic valve (namely the air charging and discharging speed of the ECAS system) when the ECAS system is adjusted by combining a control algorithm.

At the first set vehicle speed k₀<Vehicle speed difference v-v₀No more than second set vehicle speed k₁If the time is continuously in the first setting period DeltaT₁Within the time, if the control signal read through the CAN bus has a brake signal, the ECAS system stopsThe automatic adjustment is carried out (the purpose of the automatic adjustment is to ensure that the vehicle is at the optimal running height when running at high speed), and the brake system is ensured to have enough air source for braking the vehicle.

At the first set vehicle speed k₀<Vehicle speed difference v-v₀No more than second set vehicle speed k₁If the time is continuously in the first setting period DeltaT₁Within the time, if no brake signal exists in the control signals read by the CAN bus, the ECU of the ECAS system calculates the differential pressure delta p and the grade thereof, the current height value of the suspension and the control instruction for adjusting the ECAS system, and calculates the optimal opening degree of the electromagnetic valve (namely the air charging and discharging speed of the ECAS system) when the ECAS system is adjusted at the moment by combining a control algorithm.

In some embodiments, in step S140, the brake system of the vehicle and the ECAS system are controlled to work cooperatively according to the vehicle speed difference and at least one of the height difference between the current height and the set critical height, the pressure difference, the control command for the ECAS system to adjust, and whether the current brake signal is detected, and a third control situation for controlling when the vehicle speed difference is greater than the second set vehicle speed is further included, specifically as follows:

if the vehicle speed difference is greater than a second set vehicle speed, then:

And under the condition that the current braking signal is not detected within continuous first set time, determining the optimal opening of the electromagnetic valve of the ECAS system, and controlling the electromagnetic valve of the ECAS system to be adjusted according to the optimal opening.

In particular, when the vehicle speed difference v-v₀>Second set vehicle speed k₁When, i.e. the current vehicle speed v is away from the critical vehicle speed v₀When the size is larger: if the time is continuously within the first set time interval Delta T₁In time, if there is a brake signal in the control signal read via the CAN bus, the ECAS system stops automatic regulation (automatic)The purpose of adjustment is to ensure that the vehicle is at the optimal running height when running at high speed), and a brake system has enough air source for braking the vehicle; if the time is continuously within the first set time interval Delta T₁Within the time, if there is no brake signal in the control signal read by the CAN bus, the ECAS system executes the automatic adjustment operation, and combines the height value, the differential pressure Δ p and the level thereof (for example, the first set pressure ε)₀Second set pressure ε₁Third set pressure ε₂Fourth set pressure ε₃… nth set pressure epsilon_n-1) And automatically adjusting the command to determine the optimal opening of the electromagnetic valve when the ECAS system is adjusted.

Specifically, at vehicle speed difference v-v₀Is less than or equal to the first set speed k₀The instrument panel can input a control command regulated by the ECAS system, and the ECAS system determines the optimum opening degree of the solenoid valve in accordance with the control command regulated by the ECAS system from the instrument panel. Specifically, when the height difference between the height value and the height critical value reaches a set height, the control command adjusted by the ECAS system of the meter, the differential pressure Δ p and the level thereof reach a set level, the opening degree of the electromagnetic valve at that time is determined as the optimum opening degree of the electromagnetic valve according to the correspondence relationship between the set height difference, the set differential pressure and the level thereof and the set opening degree of the electromagnetic valve, regardless of whether a braking signal is received.

At the first set vehicle speed k₀<Vehicle speed difference v-v₀No more than second set vehicle speed k₁In the case of (2), the instrument panel can input a control command for the adjustment of the ECAS system, which determines the optimum solenoid valve according to the control command for the adjustment of the ECAS system from the instrument panelThe opening degree. Specifically, when the height difference between the height value and the height critical value reaches a set height, the control command adjusted by the ECAS system of the meter, the differential pressure Δ p and the level thereof reach a set level, the opening degree of the electromagnetic valve at that time is determined as the optimum opening degree of the electromagnetic valve according to the corresponding relationship between the set height difference, the set differential pressure and the level thereof, and the set opening degree of the electromagnetic valve at that time.

At the difference of vehicle speed v-v₀>Second set vehicle speed k₁In the case of (3), the control command from the instrument for the ECAS system adjustment cannot be responded, and the ECAS system determines the optimum opening degree of the solenoid valve in accordance with the programmed control command for the automatic ECAS system adjustment. Specifically, when the height difference between the height value and the height critical value reaches a set height, and the control instruction of automatic ECAS system adjustment gives an adjustment instruction according to a set period, the differential pressure Δ p and the level thereof reach a set level, the opening degree of the electromagnetic valve at that time is determined according to the corresponding relationship between the set height difference, the set differential pressure and the level thereof, and the set opening degree of the electromagnetic valve, and is used as the optimal opening degree of the electromagnetic valve at that time.

In the automatic adjustment process of the ECAS system, the vehicle is mainly in a low-speed running state, the braking distance of the vehicle is small, and the running safety of the vehicle cannot be influenced due to the fact that the ECAS system uses gas; meanwhile, the ECAS system can adjust the vehicle to the optimal height, so that the running stability and riding comfort of the vehicle are guaranteed.

Therefore, the ECAS system optimizes the control strategy in real time by receiving the brake signal and the vehicle speed signal of the bus, and realizes the running stability and the control stability of the vehicle on the premise of ensuring the reliability and the safety of the brake system. The ECAS system can adjust the optimal opening of the electromagnetic valve in real time by combining the air pressure, the vehicle speed, the control instruction regulated by the brake signal ECAS system and the height value, so that the use efficiency of an air source is improved; when the air pressure is insufficient, the ECAS system cannot be adjusted, and the stability of the vehicle posture is ensured.

Through a large number of tests, the technical scheme of the embodiment is adopted, the optimal use efficiency of the gas in the ECAS system is ensured by combining parameters such as the vehicle speed and the system air pressure of the vehicle according to the principle that the vehicle is braked preferentially at a high speed, and therefore, the driving stability and the riding comfort are improved on the premise of ensuring the driving safety by utilizing the cooperative control mode of the braking system and the ECAS system of the vehicle.

According to an embodiment of the present invention, there is also provided a control apparatus of an automobile corresponding to the control method of the automobile. Referring to fig. 2, a schematic diagram of an embodiment of the apparatus of the present invention is shown. The control apparatus of the automobile may include: an acquisition unit 102 and a control unit 104.

The obtaining unit 102 is configured to obtain a current altitude, a current pressure and a current vehicle speed, which are collected by an ECU of an ECAS system of the automobile, and detect whether a brake signal is currently available. The specific functions and processes of the acquiring unit 102 are referred to in step S110. The current height acquired by the ECU of the ECAS system is a height value acquired by the ECU of the ECAS system acquiring a detection value of the height sensor. The current pressure acquired by the ECU of the ECAS system is a pressure value acquired by the ECU of the ECAS system acquiring the detection value of the pressure sensor. The current vehicle speed collected by the ECU of the ECAS system is a vehicle speed signal fed back by the ECU of the ECAS system through the CAN network. The current braking signal collected by the ECU of the ECAS system is the braking signal input by the ECU of the ECAS system through the CAN network to obtain the electronic braking ECU or the instrument panel ECU. Such as reading vehicle speed signals and brake signals through a CAN bus.

A control unit 104 configured to determine a pressure difference between the current pressure and a set threshold pressure. The specific function and processing of the control unit 104 are referred to in step S120.

The control unit 104 is further configured to determine a vehicle speed difference between the current vehicle speed and a set critical vehicle speed if the ECAS system is not in fault and the pressure difference is greater than or equal to a first set pressure in a set pressure level range, such as calculating the current vehicle speed v and the critical vehicle speed v in a vehicle speed signal read through a CAN bus₀Vehicle speed difference v-v₀. . The set pressure level range includes: the first set pressure to the nth set pressure, n being a positive integer.The specific function and processing of the control unit 104 are also referred to in step S130.

Specifically, the air compressor is used for inflating all air cylinders of the whole vehicle, and when the pressure of a certain air cylinder is lower than the critical pressure, the air compressor is started to inflate the air cylinder; when there are multiple air reservoirs to be inflated, the air motor inflates all the systems simultaneously. The critical pressure of the ECAS system for starting the air compressor to work is P₀The ECAS system collects the pressure value P of the system in real time₁The differential pressure Δ P between the two is P₁-P₀The pressure difference can be set to n (n is more than or equal to 1) grades according to the magnitude of the pressure difference, such as a first set pressure epsilon₀Second set pressure ε₁Third set pressure ε₂Fourth set pressure ε₃… nth set pressure epsilon_n-1If the pressure difference Δ p>Fourth set pressure ε₃And in time, the pressure value of the air cylinder of the ECAS system is large, so that the requirement of system adjustment can be met.

The control unit 104 is further configured to control the braking system of the vehicle and the ECAS system to cooperate according to the vehicle speed difference and in combination with at least one of a height difference between the current height and a set critical height, the pressure difference, a control command for the ECAS system to adjust, and whether the current braking signal is detected. The specific function and processing of the control unit 104 are also referred to in step S140.

In some embodiments, the control unit 104 controls the brake system of the vehicle and the ECAS system to cooperate according to the vehicle speed difference and at least one of the difference between the current height and the set critical height, the pressure difference, the control command for the ECAS system to adjust, and whether the current brake signal is detected, including a first control situation in which the vehicle speed difference is less than or equal to a first set vehicle speed, as follows:

the control unit 104 is further specifically configured to determine an optimal opening degree of a solenoid valve of the ECAS system in combination with the height difference and the pressure difference, and control the solenoid valve of the ECAS system to adjust according to the optimal opening degree, in a case where a control command for adjusting the ECAS system is received, which is input by an instrument panel ECU of the vehicle, if the vehicle speed difference is less than or equal to a first set vehicle speed.

At the difference of vehicle speed v-v₀No more than thatA set vehicle speed k₀The instrument panel can input a control command regulated by the ECAS system, and the ECAS system determines the optimum opening degree of the solenoid valve in accordance with the control command regulated by the ECAS system from the instrument panel.

In some embodiments, the control unit 104 controls the brake system of the vehicle and the ECAS system to work cooperatively according to the vehicle speed difference and at least one of the height difference between the current height and the set critical height, the pressure difference, the control command for the ECAS system to adjust, and whether the current brake signal is detected, and further includes a second control situation for controlling when the vehicle speed difference is greater than the first set vehicle speed and less than or equal to a second set vehicle speed, which is as follows:

the control unit 104 is specifically further configured to, if the vehicle speed difference is greater than a first set vehicle speed and less than or equal to a second set vehicle speed:

the control unit 104 is specifically further configured to control the ECAS system to stop adjusting when the current braking signal is detected within a continuous first set time, and even if the ECAS system stops adjusting the current opening of the solenoid valve to which the ECAS system belongs, the braking system operates according to the current braking signal.

The control unit 104 is specifically further configured to determine an optimal opening degree of the solenoid valve of the ECAS system in combination with the height difference and the pressure difference, and control the solenoid valve of the ECAS system to adjust according to the optimal opening degree, in a case where the current braking signal is not detected within a continuous first set time, and in a case where a control command for adjusting the ECAS system, which is input by an instrument panel ECU of the automobile, is received.

At the first set vehicle speed k₀<Vehicle speed difference v-v₀No more than second set vehicle speed k₁If the time is continuously in the first setting period DeltaT₁And in time, if the control signal read by the CAN bus contains a brake signal, the ECAS system stops automatic regulation (the purpose of automatic regulation is to ensure that the vehicle is at the optimal running height when running at high speed), and the brake system is ensured to have enough air source for braking the vehicle.

In some embodiments, the control unit 104 controls the brake system of the vehicle and the ECAS system to work cooperatively according to the vehicle speed difference and at least one of the height difference between the current height and the set critical height, the pressure difference, the control command for the ECAS system to adjust, and whether the current brake signal is detected, and further includes a third control situation for controlling when the vehicle speed difference is greater than the second set vehicle speed, which is as follows:

the control unit 104 is specifically further configured to, if the vehicle speed difference is greater than a second set vehicle speed:

The control unit 104 is specifically further configured to determine an optimal opening degree of the solenoid valve of the ECAS system by combining the height difference and the pressure difference when the current braking signal is not detected within a continuous first set time, and control the solenoid valve of the ECAS system to adjust according to the optimal opening degree.

In particular, when the vehicle speed difference v-v₀>Second set vehicle speed k₁When, i.e. the current vehicle speed v is away from the critical vehicle speed v₀When the size is larger: if the time is continuously within the first set time interval Delta T₁Within the time, if a brake signal exists in the control signals read through the CAN bus, the ECAS system stops automatic adjustment (the purpose of automatic adjustment is to ensure that the vehicle is at the optimal running height when running at high speed), and the brake system is ensured to have enough air source for braking the vehicle; if the time is continuously within the first set time interval Delta T₁Within the time, if there is no brake signal in the control signal read by the CAN bus, the ECAS system executes the automatic adjustment operation, and combines the height value, the differential pressure Δ p and the level thereof (for example, the first set pressure ε)₀Second set pressure ε₁Third set pressure ε₂Fourth set pressure ε₃… nth set pressure epsilon_n-1) And automatically adjusting the command to determine the optimal opening of the electromagnetic valve when the ECAS system is adjusted.

In some embodiments, the control unit 104, in combination with the height difference and the pressure difference, determines an optimal opening degree of a solenoid valve of the ECAS system, including: the control unit 104 is specifically further configured to determine, as the optimum opening degree of the solenoid valve of the ECAS system, a set height difference that is the same as the height difference and a set opening degree corresponding to a set pressure difference that is the same as the pressure difference in a correspondence relationship between a set height difference, a set pressure difference, and a set opening degree, based on the correspondence relationship between the set height difference and the set opening degree.

Specifically, at vehicle speed difference v-v₀Is less than or equal to the first set speed k₀The instrument panel can input a control command regulated by the ECAS system, and the ECAS system determines the optimum opening degree of the solenoid valve in accordance with the control command regulated by the ECAS system from the instrument panel. In particular, the height difference between the height value and the height threshold value reaches a set height, the control command regulated by the ECAS system of the meter, the pressure difference Δ p and the level thereof reachAnd under the condition of reaching the set level, determining the opening degree of the electromagnetic valve at the moment according to the corresponding relation between the set height difference, the set pressure difference and the level thereof and the set opening degree of the electromagnetic valve no matter whether a braking signal is received or not, and taking the opening degree of the electromagnetic valve at the moment as the optimal opening degree of the electromagnetic valve.

At the first set vehicle speed k₀<Vehicle speed difference v-v₀No more than second set vehicle speed k₁The instrument panel can input a control command regulated by the ECAS system, and the ECAS system determines the optimum opening degree of the solenoid valve in accordance with the control command regulated by the ECAS system from the instrument panel. Specifically, when the height difference between the height value and the height critical value reaches a set height, the control command adjusted by the ECAS system of the meter, the differential pressure Δ p and the level thereof reach a set level, the opening degree of the electromagnetic valve at that time is determined as the optimum opening degree of the electromagnetic valve according to the corresponding relationship between the set height difference, the set differential pressure and the level thereof, and the set opening degree of the electromagnetic valve at that time.

At the difference of vehicle speed v-v₀>Second set vehicle speed k₁In the case of (3), the control command from the instrument for the ECAS system adjustment cannot be responded (i.e., the ECAS ECU does not respond to the control command for the ECAS system adjustment input from the instrument), and the ECAS system determines the optimum opening degree of the solenoid valve in accordance with the programmed control command for the automatic ECAS system adjustment. Specifically, when the height difference between the height value and the height critical value reaches a set height, and the control instruction of automatic ECAS system adjustment gives an adjustment instruction according to a set period, the differential pressure Δ p and the level thereof reach a set level, the opening degree of the electromagnetic valve at that time is determined according to the corresponding relationship between the set height difference, the set differential pressure and the level thereof, and the set opening degree of the electromagnetic valve, and is used as the optimal opening degree of the electromagnetic valve at that time.

Since the processes and functions implemented by the apparatus of this embodiment substantially correspond to the embodiments, principles, and examples of the method shown in fig. 1, reference may be made to the related descriptions in the foregoing embodiments for details which are not described in the description of this embodiment, and further description is not given here.

Through a large number of tests, the technical scheme of the invention ensures that the use efficiency of gas in the ECAS system reaches the optimum by adopting the principle that the automobile is braked preferentially at high speed and combining the parameters of the automobile, such as the speed, the system air pressure and the like, and can ensure the reliability of the brake system in the running process of the automobile by utilizing the cooperative control mode of the brake system of the automobile and the ECAS system.

According to an embodiment of the present invention, there is also provided an automobile corresponding to the control device of the automobile. The automobile may include: the control device for an automobile described above.

In the process of running of a vehicle (such as an automobile), if air cylinders of a plurality of systems need to be supplemented with air at the same time, the efficiency of the air compressor for supplementing air to the braking system is greatly reduced, and the braking effect and the braking efficiency of the vehicle braking system are influenced, so that the running safety of the vehicle is influenced; however, if the ECAS system does not operate during the running of the vehicle, the safety and comfort of the running of the vehicle are affected.

Due to the frequent operation of the ECAS system, the brake system cannot supplement air timely and effectively, and the braking effect and the braking efficiency of the vehicle are influenced. Considering the adverse effects of insufficient air source of the braking signal and poor braking effect caused by frequent operation of the ECAS system when the braking signal of the braking system of the automobile exists. The invention provides a method and a system for the influence and cooperative control of an ECAS system and a brake system.

In some embodiments, the scheme of the invention, through the cooperative control system of the braking system and the ECAS system, the situation that the air supply of the braking system is not timely caused by frequent operation of the ECAS system, and the driving safety of the vehicle is not affected is avoided. Therefore, the reliability of the brake system in the running process of the vehicle can be ensured by utilizing the cooperative control mode of the brake system of the vehicle and the ECAS system.

According to the scheme, the brake system and the ECAS system are cooperatively controlled, so that the driving smoothness and riding comfort of the vehicle can be guaranteed through the adjustment of the ECAS system on the premise of considering the safety of the brake system. Therefore, the riding comfort and the control stability can be ensured by adjusting the ECAS system on the premise of ensuring the braking reliability by utilizing the cooperative control mode of the braking system and the ECAS system.

According to the scheme, the brake system and the ECAS system are cooperatively controlled, so that the accurate adjustment of the ECAS system in different states can be improved, and the utilization rate of gas in the ECAS system can be improved. Therefore, on the premise of considering the braking safety, the smoothness of vehicle running and the riding comfort are ensured through the accurate control and adjustment of the ECAS system.

In the cooperative control process, the use efficiency of gas in the ECAS system is ensured to be optimal according to the principle of priority of braking at high speed and in combination with parameters such as vehicle speed and system air pressure. Therefore, the ECAS control strategy with the priority of braking at high speed is adopted, and the problems of poor braking effect, long braking distance and the like of the braking system are solved, so that the reliability of the control of the braking system is achieved, and the riding comfort and the control stability of the ECAS system are ensured by the adjustment.

The following describes an exemplary implementation process of the scheme of the present invention with reference to the examples shown in fig. 3 and fig. 4.

Fig. 3 is a schematic structural diagram of an embodiment of an ECAS control system. As shown in fig. 3, the ECAS control system includes: ECAS system ECU (electronic control unit, also known as driving computer, vehicle computer), instrument panel ECU, electronic brake ECU, speed ECU and other ECU, as well as height sensor, pressure sensor and solenoid valve.

In the ECAS control system shown in fig. 1, an ECU of the ECAS system collects signals of a height sensor and a pressure sensor, and controls a solenoid valve to adjust the height of an electronically controlled air suspension to a target height position according to a control algorithm by combining a vehicle speed signal, a brake signal and an instrument key signal; the CAN network (namely, the controller area network) to which the system belongs is a vehicle-mounted high-speed CAN network, and other ECUs comprise a gate control ECU, a time and date ECU, an electronic engine controller ECU and the like. The pressure sensor may be a pressure switch or other related pressure value detection device.

For example: the control algorithm can be PID, fuzzy control algorithm, etc., and the optimal opening degree of the electromagnetic valve can be obtained according to the input signals (such as height difference, pressure difference, vehicle speed signal, brake signal and control instruction of the instrument, etc.).

The air compressor is used for inflating all air cylinders of the whole vehicle, and when the pressure of a certain air cylinder is lower than the critical pressure, the air compressor is started to inflate the air cylinder; when there are multiple air reservoirs to be inflated, the air motor inflates all the systems simultaneously.

FIG. 4 is a control flow diagram of an embodiment of an ECAS system coordinated braking system. As shown in fig. 4, the control flow of the ECAS system coordinated brake system includes:

step 1, enabling the critical pressure of the air compressor to start working to be P by the ECAS system₀The ECAS system collects the pressure value P of the system in real time₁The differential pressure Δ P between the two is P₁-P₀The pressure difference can be set to n (n is more than or equal to 1) grades according to the magnitude of the pressure difference, such as a first set pressure epsilon₀Second set pressure ε₁Third set pressure ε₂Fourth set pressure ε₃… nth set pressure epsilon_n-1If the pressure difference Δ p>Fourth set pressure ε₃And in time, the pressure value of the air cylinder of the ECAS system is large, so that the requirement of system adjustment can be met.

And 2, reading a vehicle speed signal and a brake signal through a CAN bus.

Step 3, detecting whether the ECAS system has faults or not, and if the ECAS system has the faults, stopping the adjustment of the ECAS system; otherwise, step 4 or step 5 is executed.

Specifically, it is possible to detect whether there is a failure such as a sensor failure, a solenoid valve failure, a communication failure, a pressure sensor failure, or the like.

Taking sensor fault detection as an example, when the sampling period (or detection period) of the sampling circuit reaches, the sampling circuit is started, and the voltage source U is used₀And charging the inductor in the inductive sensor, wherein the longest charging time is T. And reading the time t1 from the beginning of the inductive charging to the output level of the acquisition module output by the acquisition module in the sampling circuit after the charging is finished (namely the time t1 output by the acquisition module when the comparison module outputs the logic signal). The sampling is performed during the charging process, and the reading of t1 is also performed during the sampling process. The charging is carried out in a period P, the time for charging the inductor is T after one charging period is up, and the power supply is powered off after the T time is over. After the time t1 is read, on one hand, under the condition that the inductive sensor normally works, the angle is calculated through the time t1, the inductance of the inductive height sensor is calculated according to the angle, and then the height of the automobile body of the automobile is determined according to the inductance and the length of the connecting rod of the height sensor of the automobile. There will be one inductance characteristic curve for the same height sensor. The vehicle body is connected with the vehicle frame through a connecting rod, and the connecting rod is connected with the height sensor. When the body height changes, the sensor angle will send a change. The height sensor corresponds to a different inductance value for each different angle. The time t1 is obtained by charging, and an angle is obtained after comparison with the characteristic curve of the height sensor, and the angle is multiplied by the sin value of the length of the rod to obtain a height value. After reading the time T1, on the other hand, if T1 is greater than 0 and less than T (or even much less than T), it is determined that the inductive height sensor is capable of operating properly. If T1 is T, it is determined that an open circuit fault has occurred in the sampling circuit or the inductive sensor. If t1 is equal to 0, it is determined that a short-circuit fault has occurred in the sampling circuit or the inductive sensor. Thus, by reading the collected data (e.g. time t1 from the beginning of inductive charging to the output level of the collection module) and the level signal (e.g. output level of the comparator), it can be determined whether the circuit or the inductive sensor is turned onThe short-circuit fault can be acquired and diagnosed at the same time without an additional diagnostic circuit, the open short-circuit fault is judged by sampling the output level time, and the open short-circuit fault can be immediately processed after the fault occurs, so that the reliability is ensured.

Step 4, judging the pressure value P of the ECAS system₁And critical pressure P₀Whether or not the differential pressure Δ p is<First set pressure ε₀If yes, the ECAS system stops adjusting; otherwise, step 3 or step 5 is executed.

Wherein, when the pressure value P of the ECAS system₁And critical pressure P₀Whether or not the differential pressure Δ p is<First set pressure ε₀And when the pressure of the air storage cylinder in the ECAS system is too low, the ECAS system stops adjusting. On one hand, the ECAS system can cause system gas leakage due to too low air pressure of the air storage cylinder, further reduce the height of a vehicle body and influence the driving stability; on the other hand, because the air cylinder of the ECAS system is always inflated, the air cylinder of the brake system cannot be timely inflated, and the braking reliability of the brake system and the driving safety of the vehicle can be affected.

Step 5, calculating the current vehicle speed v and the critical vehicle speed v in the vehicle speed signals read through the CAN bus₀Vehicle speed difference v-v₀. And executing any one of the steps 6, 7 and 8.

Step 6, when the vehicle speed difference v-v₀>Second set vehicle speed k₁When, i.e. the current vehicle speed v is away from the critical vehicle speed v₀When the size is larger:

if the time is continuously within the first set time interval Delta T₁And in time, if the control signal read by the CAN bus contains a brake signal, the ECAS system stops automatic regulation (the purpose of automatic regulation is to ensure that the vehicle is at the optimal running height when running at high speed), and the brake system is ensured to have enough air source for braking the vehicle.

If the time is continuously within the first set time interval Delta T₁Within the time, if there is no brake signal in the control signal read by the CAN bus, the ECAS system executes the automatic adjustment operation, and combines the height value, the differential pressure Δ p and the level thereof (for example, the first set pressure ε)₀Second set pressure ε₁Third set pressure ε₂Fourth set pressureForce epsilon₃… nth set pressure epsilon_n-1) And automatically adjusting the command to determine the optimal opening of the electromagnetic valve when the ECAS system is adjusted. At the difference of vehicle speed v-v₀>Second set vehicle speed k₁In the case of (3), the control command from the instrument for the ECAS system adjustment cannot be responded, and the ECAS system determines the optimum opening degree of the solenoid valve in accordance with the programmed control command for the automatic ECAS system adjustment. Specifically, when the height difference between the height value and the height critical value reaches a set height, and the control instruction of automatic ECAS system adjustment gives an adjustment instruction according to a set period, the differential pressure Δ p and the level thereof reach a set level, the opening degree of the electromagnetic valve at that time is determined according to the corresponding relationship between the set height difference, the set differential pressure and the level thereof, and the set opening degree of the electromagnetic valve, and is used as the optimal opening degree of the electromagnetic valve at that time.

Step 7, setting the vehicle speed k at the first set vehicle speed₀<Vehicle speed difference v-v₀No more than second set vehicle speed k₁And meanwhile, the ECU of the ECAS system calculates the differential pressure delta p and the grade thereof, whether a brake signal exists or not, the current height value of the suspension and a control instruction for adjusting the ECAS system, and calculates the optimal opening degree of the electromagnetic valve (namely the air charging and discharging speed of the ECAS system) when the ECAS system is adjusted by combining a control algorithm.

At the first set vehicle speed k₀<Vehicle speed difference v-v₀No more than second set vehicle speed k₁If the time is continuously in the first setting period DeltaT₁Within the time, if no brake signal exists in the control signals read by the CAN bus, the ECU of the ECAS system calculates the differential pressure delta p and the grade thereof, the height value of the current suspension and the control instruction for adjusting the ECAS system, and the ECU calculates the adjustment time of the ECAS system by combining a control algorithmOptimal opening of the solenoid valve (i.e., ECAS system charge/discharge speed). At the first set vehicle speed k₀<Vehicle speed difference v-v₀No more than second set vehicle speed k₁The instrument panel can input a control command regulated by the ECAS system, and the ECAS system determines the optimum opening degree of the solenoid valve in accordance with the control command regulated by the ECAS system from the instrument panel. Specifically, when the height difference between the height value and the height critical value reaches a set height, the control command adjusted by the ECAS system of the meter, the differential pressure Δ p and the level thereof reach a set level, the opening degree of the electromagnetic valve at that time is determined as the optimum opening degree of the electromagnetic valve according to the corresponding relationship between the set height difference, the set differential pressure and the level thereof, and the set opening degree of the electromagnetic valve at that time.

Step 8, when the vehicle speed difference v-v₀Is less than or equal to the first set speed k₀And meanwhile, the ECU of the ECAS system calculates the differential pressure delta p and the grade thereof, the height value of the current suspension and a control command for the adjustment of the ECAS system, and calculates the optimal opening degree of the electromagnetic valve (namely the air charging and discharging speed of the ECAS system) when the ECAS system is adjusted.

At the difference of vehicle speed v-v₀Is less than or equal to the first set speed k₀The instrument panel can input a control command regulated by the ECAS system, and the ECAS system determines the optimum opening degree of the solenoid valve in accordance with the control command regulated by the ECAS system from the instrument panel. Specifically, when the height difference between the height value and the height critical value reaches a set height, the control command adjusted by the ECAS system of the meter, the differential pressure Δ p and the level thereof reach a set level, the opening degree of the electromagnetic valve at that time is determined as the optimum opening degree of the electromagnetic valve according to the correspondence relationship between the set height difference, the set differential pressure and the level thereof and the set opening degree of the electromagnetic valve, regardless of whether a braking signal is received.

The scheme of the invention is that the ECAS system optimizes the control strategy in real time by receiving the brake signal and the vehicle speed signal of the bus, and realizes the running stability and the control stability of the vehicle on the premise of ensuring the reliability and the safety of the brake system. The ECAS system can adjust the optimal opening of the electromagnetic valve in real time by combining the air pressure, the vehicle speed, the control instruction regulated by the brake signal ECAS system and the height value, so that the use efficiency of an air source is improved; when the air pressure is insufficient, the ECAS system cannot be adjusted, and the stability of the vehicle posture is ensured. Therefore, the ECAS system adjusts the control strategy through the brake signal and the vehicle speed signal, and guarantees the brake effect of the brake system and the running stability of the vehicle through optimizing the control strategy of the ECAS.

Since the processing and functions of the automobile of this embodiment are basically corresponding to the embodiment, principle and example of the device shown in fig. 2, the description of this embodiment is not given in detail, and reference may be made to the related description in the foregoing embodiment, which is not described herein again.

Through a large number of tests, the technical scheme of the invention ensures that the use efficiency of gas in the ECAS system reaches the optimum by adopting the principle that the automobile is braked preferentially at high speed and combining the parameters of the automobile such as the speed, the system air pressure and the like, and can ensure the riding comfort and the control stability by adjusting the ECAS system by utilizing the cooperative control mode of the braking system and the ECAS system on the premise of ensuring the braking reliability.

According to an embodiment of the present invention, there is also provided a storage medium corresponding to a control method of an automobile, the storage medium including a stored program, wherein a device in which the storage medium is located is controlled to execute the control method of the automobile described above when the program is executed.

Since the processing and functions implemented by the storage medium of this embodiment substantially correspond to the embodiments, principles, and examples of the method shown in fig. 1, reference may be made to the related descriptions in the foregoing embodiments for details which are not described in detail in the description of this embodiment, and thus no further description is given here.

Through a large number of tests, the technical scheme of the invention ensures that the use efficiency of gas in the ECAS system is optimal by combining parameters such as the speed of the automobile, the system air pressure and the like according to the principle that the automobile is braked preferentially at high speed, and ensures the driving smoothness and riding comfort of the automobile by accurately controlling and adjusting the ECAS system on the premise of considering the braking safety.

According to an embodiment of the present invention, there is also provided a processor corresponding to a control method of a vehicle, the processor being configured to run a program, wherein the program is configured to execute the control method of the vehicle described above when running.

Since the processing and functions implemented by the processor of this embodiment substantially correspond to the embodiments, principles, and examples of the method shown in fig. 1, reference may be made to the related descriptions in the foregoing embodiments for details which are not described in the description of this embodiment, and thus no further description is given here.

Through a large number of tests, the technical scheme of the invention ensures that the use efficiency of gas in the ECAS system is optimal by combining parameters such as the speed of the automobile, the air pressure of the system and the like according to the principle that the automobile is braked preferentially at high speed, and solves the problems of poor braking effect, long braking distance and the like of the braking system by adopting an ECAS control strategy with preferential braking at high speed, thereby achieving the control reliability of the braking system, and ensuring the riding comfort and the control stability by adjusting the ECAS system.

In summary, it is readily understood by those skilled in the art that the advantageous modes described above can be freely combined and superimposed without conflict.

The above description is only an example of the present invention, and is not intended to limit the present invention, and it is obvious to those skilled in the art that various modifications and variations can be made in the present invention. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the scope of the claims of the present invention.

Claims

1. A control method of an automobile, characterized by comprising:

acquiring the current height, the current pressure and the current speed acquired by an ECU of the ECAS system of the automobile, and detecting whether a brake signal exists at present;

determining a pressure difference between the current pressure and a set threshold pressure;

determining a vehicle speed difference between the current vehicle speed and a set critical vehicle speed under the condition that the ECAS system is not in fault and the pressure difference is greater than or equal to a first set pressure in a set pressure grade range; the set pressure level range includes: a first set pressure to an nth set pressure, n being a positive integer;

and controlling the brake system of the automobile and the ECAS system to work cooperatively according to the vehicle speed difference and at least one of the height difference between the current height and the set critical height, the pressure difference, the control instruction regulated by the ECAS system and whether the current brake signal is detected.

2. The method of claim 1, wherein controlling the braking system of the vehicle and the ECAS system to cooperate based on the speed differential and in combination with at least one of a height differential between the current height and a set threshold height, the pressure differential, a control command for the ECAS system adjustment, and whether the current braking signal is detected comprises:

3. The method of controlling a vehicle according to claim 1, wherein controlling the braking system of the vehicle and the ECAS system to cooperate in accordance with the vehicle speed difference in combination with at least one of a height difference between the current height and a set threshold height, the pressure difference, a control command for the ECAS system adjustment, and whether the current braking signal is detected, further comprises:

under the condition that the current braking signal is detected within continuous first set time, controlling the ECAS system to stop adjusting, wherein the braking system works according to the current braking signal;

4. The method of controlling a vehicle according to claim 1, wherein controlling the braking system of the vehicle and the ECAS system to cooperate in accordance with the vehicle speed difference in combination with at least one of a height difference between the current height and a set threshold height, the pressure difference, a control command for the ECAS system adjustment, and whether the current braking signal is detected, further comprises:

and under the condition that the current braking signal is not detected within continuous first set time, determining the optimal opening degree of the electromagnetic valve of the ECAS system by combining the height difference and the pressure difference, and controlling the electromagnetic valve of the ECAS system to be adjusted according to the optimal opening degree.

5. The control method of the automobile according to any one of claims 2 to 4, wherein determining the optimum opening degree of the solenoid valve of the ECAS system in conjunction with the height difference and the pressure difference includes:

and determining the set height difference which is the same as the height difference and the set opening corresponding to the set pressure difference which is the same as the pressure difference in the corresponding relation according to the corresponding relation among the set height difference, the set pressure difference and the set opening as the opening corresponding to the height difference and the pressure difference, and taking the opening as the optimal opening of the electromagnetic valve of the ECAS system.

6. A control device for an automobile, characterized by comprising:

the acquisition unit is configured to acquire the current height, the current pressure and the current speed acquired by an ECU of an ECAS system of the automobile and detect whether a brake signal exists currently;

a control unit configured to determine a pressure difference between the current pressure and a set threshold pressure;

the control unit is further configured to determine a vehicle speed difference between the current vehicle speed and a set critical vehicle speed in the case that the ECAS system is not in fault and the pressure difference is greater than or equal to a first set pressure in a set pressure level range; the set pressure level range includes: a first set pressure to an nth set pressure, n being a positive integer;

the control unit is further configured to control the brake system of the automobile and the ECAS system to work cooperatively according to the vehicle speed difference and at least one of the height difference between the current height and the set critical height, the pressure difference, the control instruction of the ECAS system regulation and whether the current brake signal is detected.

7. The control device of claim 6, wherein the control unit controls the brake system of the vehicle and the ECAS system to cooperate with each other according to the vehicle speed difference and at least one of a height difference between the current height and a set critical height, the pressure difference, a control command for the ECAS system to adjust, and whether the current brake signal is detected, and comprises:

8. The control device of claim 6, wherein said control unit controls said vehicle's brake system and said ECAS system to cooperate based on said vehicle speed difference and in combination with at least one of a height difference between said current height and a set threshold height, said pressure difference, a control command for said ECAS system adjustment, and whether said current brake signal is detected, further comprising:

9. The control device of claim 6, wherein said control unit controls said vehicle's brake system and said ECAS system to cooperate based on said vehicle speed difference and in combination with at least one of a height difference between said current height and a set threshold height, said pressure difference, a control command for said ECAS system adjustment, and whether said current brake signal is detected, further comprising:

10. The control device of an automobile according to any one of claims 7 to 9, wherein the control unit determines an optimum opening degree of a solenoid valve of the ECAS system in conjunction with the height difference and the pressure difference, including:

11. An automobile, comprising: the control device of the automobile according to any one of claims 6 to 10.

12. A storage medium characterized by comprising a stored program, wherein a device in which the storage medium is located is controlled to execute the control method of the automobile according to any one of claims 1 to 5 when the program is executed.

13. A processor, characterized in that the processor is configured to run a program, wherein the program is configured to execute the control method of the vehicle according to any one of claims 1 to 5 when running.