CN111038329A - Vehicle power supply control method and system and vehicle - Google Patents

Vehicle power supply control method and system and vehicle Download PDF

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Publication number
CN111038329A
CN111038329A CN201911391729.5A CN201911391729A CN111038329A CN 111038329 A CN111038329 A CN 111038329A CN 201911391729 A CN201911391729 A CN 201911391729A CN 111038329 A CN111038329 A CN 111038329A
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China
Prior art keywords
state
vehicle
power
mode
power mode
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CN201911391729.5A
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Chinese (zh)
Inventor
朱德远
黄书菊
罗刚
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Zhiche Youxing Technology Shanghai Co ltd
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Zhiche Youxing Technology Shanghai Co ltd
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Priority to CN201911391729.5A priority Critical patent/CN111038329A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Abstract

The embodiment of the application discloses a vehicle power supply control method, a system and a vehicle, wherein the method comprises the following steps: when the power supply mode of the vehicle is in a closed state, responding to the reception of a first preset condition, and switching the power supply mode to a ready-to-start state; when the power mode of the vehicle is in the ready-to-start state, switching the power mode to the start state in response to receiving a second preset condition, or switching the power mode to the off state in response to receiving a third preset condition; when the power mode of the vehicle is in the on state, in response to receiving a fourth preset condition, switching the power mode to a ready-to-turn-on state, or in response to receiving a third preset condition, switching the power mode to an off state; in the embodiment, under different vehicle working states, the vehicle is controlled to be in different power supply mode states, and accordingly various functions are turned on/off, so that the safety and the user experience of the whole vehicle are improved through reasonable management of the power supply mode of the whole vehicle.

Description

Vehicle power supply control method and system and vehicle
Technical Field
The application relates to the technical field of vehicle power management, in particular to a method and a system for controlling a vehicle power supply and a vehicle.
Background
With the rapid development of new energy automobiles, the technology applied to the new energy automobiles is also continuously improved, and the whole automobile power supply mode of the traditional automobile cannot be well applied to the new energy automobiles. The core parts on the new energy automobile comprise a battery, a motor, an electric control part and the like which are greatly different from the traditional automobile, and meanwhile, a plurality of electronic and electric appliance control parts are expanded for an automatic driving function, an intelligent system and rich man-machine interaction functions, so that the processes of power-on and power-off control, dormancy awakening management and the like of the new energy automobile are different from those of the traditional automobile.
Disclosure of Invention
The embodiment of the application provides a whole vehicle power supply control technology.
According to an aspect of an embodiment of the present application, a method for controlling a power supply of a whole vehicle is provided, including:
when the power supply mode of the vehicle is in a closed state, responding to the fact that the control unit receives a first preset condition, and switching the power supply mode to a ready-to-start state;
when the power mode of the vehicle is in the ready-to-start state, responding to the control unit receiving a second preset condition, switching the power mode to the start state, or responding to the control unit receiving a third preset condition, switching the power mode to the off state;
when the power mode of the vehicle is in the on state, the power mode is switched to a ready-to-turn-on state in response to the control unit receiving a fourth preset condition, or the power mode is switched to an off state in response to the control unit receiving a third preset condition.
Optionally, the first preset condition includes at least one of: detecting a legal key, wherein the distance is less than a first preset distance; unlocking the vehicle door; stepping on a brake pedal, and detecting a legal key in the vehicle; requesting an internal function; a function request is received.
Optionally, the second preset condition includes at least one of: receiving a function request; the vehicle control unit detects the activation of the brake pedal, and checks that the vehicle has completed driving conditions and that a valid key is detected in the vehicle.
Optionally, the third preset condition includes at least one of: receiving the power-off operation of a user on the vehicle through the central control large screen soft switch; and locking the vehicle.
Optionally, the fourth preset condition includes: the vehicle gear is not in "P" but the vehicle speed is below a prescribed value and the primary door state changes from closed to open.
Optionally, the off state includes a buck state and a regulated state;
the power mode of the vehicle is in an off state, including:
when the power mode of the vehicle is in a voltage-stabilized state, the power mode is switched to a voltage-reduced state in response to the entire vehicle being awakened without a valid key, or
And when the power supply mode of the vehicle is in a voltage reduction state, controlling a closed state timer to start timing, sending a closed state message according to a first preset period, and responding to the expiration of the closed state timer and switching the power supply mode to a voltage stabilization state.
Optionally, the switching the power mode to the off state further includes:
initializing the off-state timer.
Optionally, the ready-to-turn-on state includes a non-function execution state and a function execution state;
the power mode of the vehicle in the ready-to-turn-on state includes:
when the power supply mode of the vehicle is in a non-functional execution state, controlling a preparation state timer to start timing, and responding to the received function request to switch the power supply mode to a functional execution state; or
When the power mode of the vehicle is in a function execution state, in response to not receiving a function request, switching the power mode to a non-function execution state, and initializing the state timer.
Optionally, the power mode of the vehicle is in the ready-to-turn-on state, further comprising:
and sending a preparation state message according to a second preset period, and responding to the expiration of the state timer, and switching the power mode of the vehicle from the non-functional execution state to the voltage reduction state of the off state.
Optionally, the on state includes: a driving state and a non-driving state;
the power mode of the vehicle is in the on state, including:
when the power mode of the vehicle is in a non-driving state, controlling a starting state timer to time, responding to the fact that a brake pedal is stepped on and the gear is shifted out of a P gear, and switching the power mode to a driving state; or
When the voltage mode of the vehicle is in a driving state, responding to the gear shifting into a P gear, switching the power mode to a non-driving state, and initializing the starting state timer.
Optionally, the power mode of the vehicle is in the on state, further comprising:
and sending an opening state message according to a third preset period, and switching the power mode of the vehicle from the opening state to the ready-to-open state in response to the condition that the state of a main driving door is changed from closed to open or the timer of the opening state expires.
According to another aspect of the embodiments of the present application, a power control system for a whole vehicle is provided, which includes: a conduction controller and an electronic control unit;
the conduction controller controls whether the electronic control unit is conducted or not;
the electronic control unit controls the switching of the power mode of the vehicle by whether to be turned on; wherein the voltage mode includes an off state, a ready-to-turn on state, and an on state.
Optionally, the turn-on controller includes: a vehicle control unit and/or a front area controller.
Optionally, when the power mode of the vehicle is in an off state, in response to receiving a first preset condition, the conduction controller is configured to control the electronic control unit to conduct, and switch the power mode to a ready-to-turn on state;
when the power mode of the vehicle is in the ready-to-start state, in response to receiving a second preset condition, the electronic control unit switches the power mode to the start state, or in response to receiving a third preset condition, the conduction controller is used for controlling the electronic control unit to be powered off, so that the power mode is switched to the off state;
when the power mode of the vehicle is in the on state, the electronic control unit switches the power mode to a ready-to-turn-on state in response to receiving a fourth preset condition, or the conduction controller is used for controlling the electronic control unit to be powered off and switching the power mode to an off state in response to receiving a third preset condition.
Optionally, the first preset condition includes at least one of: detecting a legal key, wherein the distance is less than a first preset distance; unlocking the vehicle door; stepping on a brake pedal, and detecting a legal key in the vehicle; requesting an internal function; a function request is received.
Optionally, the second preset condition includes at least one of: receiving a function request; the vehicle control unit detects the activation of the brake pedal, and checks that the vehicle has completed driving conditions and that a valid key is detected in the vehicle.
Optionally, the third preset condition includes at least one of: receiving the power-off operation of a user on the vehicle through the central control large screen soft switch; and locking the vehicle.
Optionally, the fourth preset condition includes: the vehicle gear is not in "P" but the vehicle speed is below a prescribed value and the primary door state changes from closed to open.
Optionally, the electronic control unit comprises: a first electronic control unit, a second electronic control unit and a third electronic control unit;
the first electronic control unit is used for supplying power to the uninterrupted equipment;
the second electronic control unit is used for supplying power to the device which can be powered off;
and the third electronic control unit is used for supplying power to the equipment in a switchable power-off and power-off mode.
Optionally, the first electronic control unit comprises a first bus control module and a first non-bus control module;
the first bus control module switches among a sleep state, a standby sleep state and a working state according to different conditions to realize the control of power-on and power-off of the equipment to be powered;
the first non-bus control module switches between a dormant state and a working state according to different conditions to control the power-on and power-off of the equipment to be powered;
the second electronic control unit comprises a second bus control module and a second non-bus control module;
the second bus control module switches among a power-on state, a power-off state and a ready power-off state according to different conditions to control the power-on and the power-off of the equipment to be powered;
the second non-bus control module switches between a power-on state and a power-off state according to different conditions to control the power-on and the power-off of the equipment to be powered;
the third electronic control unit comprises a third bus control module and a third non-bus control module;
the third bus control module switches among a dormant state, a prepared dormant state and a working state according to different conditions to realize the control of power-on and power-off of the equipment to be powered;
and the third non-bus control module switches between a dormant state and a working state according to different conditions to realize the control of power-on and power-off of the equipment to be powered.
According to another aspect of the embodiments of the present application, a vehicle is provided, which includes the entire vehicle power supply control system in any one of the embodiments.
Based on the method, the system and the vehicle for controlling the vehicle power supply provided by the embodiment of the application, when the power supply mode of the vehicle is in the off state, the power supply mode is switched to the ready-to-turn-on state in response to receiving a first preset condition; when the power mode of the vehicle is in the ready-to-start state, switching the power mode to the start state in response to receiving a second preset condition, or switching the power mode to the off state in response to receiving a third preset condition; when the power mode of the vehicle is in the on state, in response to receiving a fourth preset condition, switching the power mode to a ready-to-turn-on state, or in response to receiving a third preset condition, switching the power mode to an off state; in the embodiment, under different vehicle working states, the vehicle is controlled to be in different power supply mode states, and accordingly various functions are turned on/off, so that the safety and the user experience of the whole vehicle are improved through reasonable management of the power supply mode of the whole vehicle.
The technical solution of the present application is further described in detail by the accompanying drawings and examples.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description, serve to explain the principles of the application.
The present application may be more clearly understood from the following detailed description with reference to the accompanying drawings, in which:
fig. 1 is a flowchart of an embodiment of a vehicle power supply control method provided by the present application.
Fig. 2 is a schematic diagram of an embodiment of switching between power supply states in the vehicle power control method provided by the present application.
Fig. 3 is a schematic diagram of a transition timing sequence from an off state to an on state in the vehicle power control method provided by the present application.
Fig. 4 is a schematic diagram of a transition timing sequence from an off state to a ready-to-turn on state in the vehicle power control method provided by the present application.
Fig. 5 is a schematic diagram of another transition timing sequence from the off state to the ready-to-turn on state in the vehicle power control method provided by the present application.
Fig. 6 is a schematic diagram of still another transition timing sequence from the off state to the ready-to-turn on state in the vehicle power control method provided by the present application.
Fig. 7 is a schematic diagram of a transition timing sequence of a ready-to-turn-on state to a ready-to-turn-off state in the vehicle power control method provided by the present application.
Fig. 8 is a schematic structural diagram of an embodiment of a total power control system provided in the present application.
Fig. 9 is a schematic diagram of a redundant control design in a vehicle power control system according to an embodiment of the present application.
Fig. 10 is a schematic diagram of a connection mode of a class 3 ECU in a vehicle power control system according to an embodiment of the present application.
Fig. 11-1 is a schematic diagram of state switching of a first bus control module in a vehicle power control system according to an embodiment of the present application.
Fig. 11-2 is a schematic state switching diagram of a first non-bus control module in the vehicle power control system according to the embodiment of the present application.
Fig. 11-3 is a schematic diagram illustrating state switching of a second bus control module in the vehicle power control system according to the embodiment of the present application.
Fig. 11-4 are schematic diagrams illustrating state switching of a second non-bus control module in the vehicle power control system according to the embodiment of the present application.
Fig. 11 to 5 are schematic diagrams illustrating state switching of a third bus control module in the vehicle power control system according to the embodiment of the present application.
Fig. 11 to 6 are schematic state switching diagrams of a third non-bus control module in the vehicle power control system according to the embodiment of the present application.
Detailed Description
Various exemplary embodiments of the present application will now be described in detail with reference to the accompanying drawings. It should be noted that: the relative arrangement of the components and steps, the numerical expressions, and numerical values set forth in these embodiments do not limit the scope of the present application unless specifically stated otherwise.
Meanwhile, it should be understood that the sizes of the respective portions shown in the drawings are not drawn in an actual proportional relationship for the convenience of description.
The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the application, its application, or uses.
Techniques, methods, and apparatus known to those of ordinary skill in the relevant art may not be discussed in detail but are intended to be part of the specification where appropriate.
It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, further discussion thereof is not required in subsequent figures.
Fig. 1 is a flowchart of an embodiment of a vehicle power supply control method provided by the present application. As shown in fig. 1, the method of this embodiment includes:
step 102, when the power mode of the vehicle is in the off state, in response to receiving a first preset condition, the power mode is switched to a ready-to-turn-on state.
Within the OFF state (VPMM OFF) mode, there are two sub-modes:
one is a "12V relay off" mode, the Front Domain Controller (FDC) turns off the 12V relay, the emergency power Electronic Control Unit (ECU) is powered down, and the emergency power ECU sleeps.
The other mode is a 12V relay pull-in mode, the power supply of the whole vehicle is still in a VPMM OFF state at the moment, but the 12V relay is in a pull-in state, and the pull-in state mainly exists in emergency awakening (such as through a danger alarm switch) under the condition of no key and the condition of delayed power-OFF after parking.
And 104, when the power mode of the vehicle is in a ready-to-turn-on state, responding to the reception of a second preset condition, and switching the power mode to a turn-on state, or responding to the reception of a third preset condition, and switching the power mode to a turn-off state.
In the ready-to-turn-on (VPMM ACC) mode, the FDC will pull on the 12V relay and all the appliances will power up. At this point, the high voltage system is powered up. Each ECU needs to define in its specifications the behavior clearly in this mode.
And 106, when the power supply mode of the vehicle is in the on state, responding to the received fourth preset condition, and switching the power supply mode to the ready-to-turn-on state, or responding to the received third preset condition, and switching the power supply mode to the off state.
In the ON state (VPMM ON) mode, the power take off is activated and the FDC still keeps the 12V relay engaged. The high voltage system is still powered up. Each ECU needs to define in its specifications the behavior clearly in this mode.
Compared with VPMM ON, the VPMM ACC has no new operation change ON hardware, only has difference ON software, and the MCU is in an enabled state in an ON mode.
According to the vehicle power supply control method provided by the embodiment of the application, when the power supply mode of the vehicle is in the off state, the power supply mode is switched to the ready-to-turn-on state in response to receiving the first preset condition; when the power mode of the vehicle is in the ready-to-start state, switching the power mode to the start state in response to receiving a second preset condition, or switching the power mode to the off state in response to receiving a third preset condition; when the power mode of the vehicle is in the on state, in response to receiving a fourth preset condition, switching the power mode to a ready-to-turn-on state, or in response to receiving a third preset condition, switching the power mode to an off state; in the embodiment, under different vehicle working states, the vehicle is controlled to be in different power supply mode states, and accordingly various functions are turned on/off, so that the safety and the user experience of the whole vehicle are improved through reasonable management of the power supply mode of the whole vehicle.
Optionally, the first preset condition comprises at least one of:
condition 1: detecting a legal key, wherein the distance is less than a first preset distance; condition 2: unlocking the vehicle door; condition 3: stepping on a brake pedal, and detecting a legal key in the vehicle; condition 3.1: requesting an internal function; condition 4.1: a function request is received.
Wherein condition 1 is understood to be: detecting a legal key, wherein the distance is less than a first preset distance (for example, 1.2 meters); the front area controller (FDC) detects that a legal key approaches, and when the distance is smaller than a first preset distance, the whole vehicle enters an opening preparation (ACC) mode. Condition 2 can be understood as: and unlocking the vehicle door, wherein if the user has a legal key and is within the effective range, the condition for unlocking the vehicle door is that a) an unlocking key on the key is pressed, or b) a door lock switch is pressed, or c) the approach distance of the legal key is less than a first preset distance (for example, 1.2 meters). Condition 3 can be understood as: stepping on a brake pedal, and detecting a legal key in the vehicle; pressing the brake pedal will activate the FDC to detect the location of the legitimate key and if the legitimate key is detected in the vehicle, the vehicle enters ACC mode. Condition 3.1 can be understood as: requesting an internal function; "internal functions" refer to those functions that require the participation of a class B Electronic Control Unit (ECU), including but not limited to burglar alarms, and remote control functions performed by the vehicle in an OFF and locked state. Condition 4.1 can be understood as: requesting a function; "request function" refers to any function performed by the vehicle in "ACC" mode that does not time out to the OFF state. E.g., 1, infotainment functions (music, radio, video, internet, etc.); 2. comfort functions (HVAC, seat massage, etc.); 3. the inner/outer lights are turned on manually (not including the automatic light).
Optionally, the second preset condition comprises at least one of: condition 4.1: receiving a function request; condition 5: the vehicle control unit detects the activation of the brake pedal, and checks that the vehicle has completed driving conditions and that a valid key is detected in the vehicle.
Among them, the condition 4.1 can be understood with reference to the above examples. Condition 5 can be understood as: a Vehicle Control Unit (VCU) detects that a brake pedal is activated, the VCU checks that the vehicle finishes driving conditions and detects a legal key in the vehicle; in the ACC mode, when the brake pedal is depressed, the FDC should check whether a valid key is in the vehicle and the VCU checks whether the vehicle has completed the preparation for the driving conditions. If the high-voltage system has no driving-related fault, the VCU sends information that the VPMM state is ON to the FDC, the FDC broadcasts the VPMM ON to the whole vehicle, and the whole vehicle enters an ON mode.
Optionally, the third preset condition comprises at least one of: condition 10: receiving the power-off operation of a user on the vehicle through the central control large screen soft switch; condition 11: and locking the vehicle.
Wherein condition 10 can be understood as: a user performs power-off operation on the vehicle through the large central control screen SIVI soft switch; if the vehicle is not in a driving state, the user can close the vehicle through a central control large screen in intelligent vehicle information entertainment (SIVI). Condition 11 can be understood as: locking the vehicle; the condition that the vehicle is locked is that a) a legal key is detected to leave, and b) the user sends a vehicle locking instruction through a key button or a mobile phone APP. Pressing the central control door lock cannot be considered as vehicle locking.
Optionally, the fourth preset condition includes: condition 9.1: the vehicle gear is not in "P" but the vehicle speed is below a prescribed value and the primary door state changes from closed to open.
Wherein condition 9.1 can be understood as: the vehicle gear is not in the P gear, but the vehicle speed is lower than a set value, and the state of the main driving door is changed from closing to opening; if the vehicle is not in the "park" state (the gear is not in the "P" range) but the vehicle speed is below a prescribed value, when the driver side door changes from closed to open, the FDC changes VPMM from ON to ACC, and the VCU shifts the gear into the "P" range.
In some alternative embodiments, the off state includes a buck state and a regulated state;
the power mode of the vehicle is in an OFF state (VPMM OFF), including:
when the power mode of the vehicle is in a voltage-stabilized state, the power mode is switched to a voltage-reduced state in response to the entire vehicle being awakened without a legitimate key (condition 1.1), or
When the power mode of the vehicle is in a step-down state, controlling an off-state timer to start timing (action 8), sending an off-state message according to a first preset period (action 9), and responding to the expiration of the off-state timer (condition 14), and switching the power mode to a voltage stabilization state.
The closed state message is a power-on message, and the executed or current state is sent out, and the action is sent out through the message.
The condition 1.1 is understood to mean: the entire vehicle is awakened without a valid key (e.g., an emergency alert switch is pressed without a valid key). Condition 14 can be understood as: off state timer (T)OFFTimer) expires, wherein TOFFThe timer is provided with preset time, and expiration means that the preset time is reached; vehicle delay TOFFTime re-disconnection 12V relay of timerElectrical appliances in order to protect certain ECUs. Delay time value TOFFThe timer may be set by an off-line instrumentation (EOL) off-line diagnostic service.
In this embodiment, when the power mode is in the step-down state, performing act 8 and act 9, where before act 8, optionally, while switching the power mode to the off state, the method further includes: an off-state timer is initialized (act 7), and after the initialization, the off-state timer is expired, and the power mode is switched to the regulated state. Action 9 can be understood as: the VPMM OFF status message is sent periodically on the CAN bus.
Optionally, the ready-to-turn-on state includes a non-function execution state and a function execution state;
the power mode of the vehicle is in a ready-to-turn-on state (VPMM ACC) including:
controlling a readiness timer to start timing when a power mode of the vehicle is in a non-function execution state (act 5), and switching the power mode to a function execution state in response to receiving a function request (condition 4); or
When the power mode of the vehicle is in the function execution state, in response to not receiving the function request (condition 12), the power mode is switched to the non-function execution state, and a state timer is initialized (act 4).
Optionally, the power mode of the vehicle is in a ready-to-turn-on state, further comprising:
sending a prepare status message according to a second preset period (action 6), in response to the status timer (T)ACCTimer) expires (condition 13), the power mode of the vehicle is switched from the non-functional execution state to the step-down state of the off state.
Wherein act 6 may include: and periodically sending VPMM ACC state messages on the CAN bus.
In some optional embodiments, the on state comprises: a driving state and a non-driving state;
the power mode of the vehicle is in an ON state (VPMM ON), including:
controlling an on-state timer to count time when a power mode of the vehicle is in a non-driving state (action 2), and switching the power mode to a driving state in response to a brake pedal being depressed and a gear being shifted out of a 'P' range (condition 6); or
When the voltage mode of the vehicle is in the running state, the power mode is switched to the non-running state in response to the shift into the "P" range (condition 7), and the on-state timer is initialized (act 1).
Wherein condition 6 can be understood as: the gear can be effectively shifted out of the 'P' gear only when the brake pedal is depressed. Condition 7 can be understood as: the shift position can be shifted into the "P" range only when the vehicle is at a standstill.
Optionally, the power mode of the vehicle is in an on state, further comprising:
an on state message is sent in a third preset period (action 3), and the power mode of the vehicle is switched from the on state to the ready-to-on state in response to the main steering door state changing from off to on or the on state timer expiring (condition 8 or 9).
Wherein condition 8 can be understood as: on state timer (T)ONTimer) expires, and when the vehicle is in "ON", but the gear is continuously in "P" for the time of "TON", the vehicle should enter "ACC" mode, which is to eliminate the "drive ready" state for safety. Condition 9 can be understood as: the main door state changes from closed to open, and if the vehicle is in the "park" state, when the driver side door changes from closed to open, the VCU should shift the gear position into the "P" gear position if the gear position is not in the "P" gear position.
Optionally, fig. 2 is a schematic diagram of an embodiment of switching between power supply states in the vehicle power control method provided by the present application. As shown in fig. 2, wherein conditions 1, 2, 3, 3.1, 4, 4.1, 5, 6, 7, 8, 9, 9.1, 10, 11, 12, 13 and 14, and actions 1-9 can be understood in accordance with the above-described embodiments.
Fig. 3 is a schematic diagram of a transition timing sequence from an off state to an on state in the vehicle power control method provided by the present application. As shown in fig. 3, T0: the driver depresses the brake pedal, and the VCU and FDC sense the brake pedal state and turn VPMM from OFF to ON.
T1: the FDC completes key authentication, and broadcasts the key authentication result and the key position to the whole vehicle when detecting that the key is positioned in the vehicle. When the brake pedal is depressed, the FDC cycles through authentication at a prescribed value (e.g., every 1.5 seconds).
T2: the FDC and VCU engage the 12V relay of each ECU.
T3: the high-voltage system is successfully electrified in a self-checking mode and broadcasts to the whole vehicle.
T4: the FDC acquires high-voltage information from the VCU and periodically broadcasts a VPMM ACC message.
T5: after the VPMM is in the ACC mode, the VCU continuously monitors the state of the brake pedal, checks whether the whole vehicle finishes the preparation of driving conditions and whether the key authentication is legal, then sends the check result to the relevant ECU, and sends the VPMM ON state to the FDC.
T6: the FDC receives the VPMM ON activation state sent by the VCU in the period of T5, and broadcasts the VPMM ON activation state to the whole vehicle. When the FDC sets the VPMM ON state, the FDC stops the key authentication process.
T7: after the FDC stops the key authentication process, the FDC sets the key position to invalid.
T8: the brake pedal is released.
Fig. 4 is a schematic diagram of a transition timing sequence from an off state to a ready-to-turn on state in the vehicle power control method provided by the present application. As shown in fig. 4, T0: the unlock button of the key fob is pressed (the key fob is within the reception range).
T1: and releasing the unlocking button of the legal remote control key.
T2: the FDC and VCU engage the 12V relay of each ECU.
T3: the high-voltage system is successfully electrified in a self-checking way, and the VCU broadcasts high-voltage information to the whole vehicle.
T4: the FDC acquires the high-voltage information from the VCU and then broadcasts VPMM ACC messages periodically.
Fig. 5 is a schematic diagram of another transition timing sequence from the off state to the ready-to-turn on state in the vehicle power control method provided by the present application. As shown in fig. 5, the present embodiment is proximity detection;
t0: the user carries a legal key close to the vehicle, and is less than 1.5 meters but more than 1.2 meters away from the vehicle.
T1: the user carries a legal key to get close to the vehicle, and the distance from the vehicle is less than 1.2 meters.
T2: the FDC and the VCU attract a 12V relay of each ECU, and the FDC unlocks the vehicle.
T3: the high-voltage system is successfully electrified in a self-checking way, and the VCU broadcasts high-voltage information to the whole vehicle.
T4: the FDC acquires the high-voltage information from the VCU and then broadcasts VPMM ACC messages periodically.
Fig. 6 is a schematic diagram of still another transition timing sequence from the off state to the ready-to-turn on state in the vehicle power control method provided by the present application. As shown in fig. 6, the embodiment is wake-on-lan;
t0: the vehicle is in a wake-up situation.
T1: the FDC checks if the conditions are met, and if the VPMM needs to be switched to ACC, the ACC is set to 1.
T2: the FDC and the VCU attract a 12V relay of each ECU, and the FDC unlocks the vehicle.
T3: the high-voltage system is successfully electrified in a self-checking way, and the VCU broadcasts high-voltage information to the whole vehicle.
T4: the FDC acquires the high-voltage information from the VCU and then broadcasts VPMM ACC messages periodically.
Fig. 7 is a schematic diagram of a transition timing sequence of a ready-to-turn-on state to a ready-to-turn-off state in the vehicle power control method provided by the present application. As shown in fig. 6, T0: the VCU checks the completion condition for switching VPMM from the ON state, and sends VPMM ON 0 state to the FDC.
T1: the FDC acquires VPMM ON 0 status from the VCU and broadcasts VPMM ACC periodically.
T2: the FDC checks the completion condition of VPMM switching to OFF and periodically broadcasts VPMM OFF while setting ACC to 0.
T3: the VCU controls the power-off of the high-voltage system.
T4: the FDC checks a release completion condition of the 12V relay and releases the 12V relay.
T5: the VCU checks a release completion condition of the 12V relay, and releases the 12V relay.
The vehicle power supply control method provided by the embodiment is schematically described in combination with a user scene as follows:
in the first case: the user approaches the stopped vehicle and the vehicle actively detects and responds.
Scenario 1.1:
the vehicle state: parking, OFF, door locking;
the user position: the user moves to the vehicle at a distance of 5-8m from the vehicle;
other conditions were as follows: the user takes a legal key;
the user's intention: moving to a vehicle;
action description: FDC should detect a legitimate key approaching, preparing to perform the "usher light function";
and (4) conclusion: FDCs require constant power.
Scene 1.2:
the vehicle state: parking, OFF, door locking;
the user position: the user moves to the vehicle at a distance of 1.2-5m from the vehicle;
other conditions were as follows: the user takes a legal key;
the user's intention: moving to a vehicle;
action description: FDC should detect a legitimate key approach and perform the "usher light function";
and (4) conclusion: FDCs require constant power.
Scene 1.3:
the vehicle state: parking, OFF, door locking;
the user position: the user approaches the vehicle within 1.2m of the vehicle, and the key is arranged on one side of the driver door or one side of the copilot door;
other conditions were as follows: the user takes a legal key;
the user's intention: moving to a vehicle;
action description: the FDC should detect a legitimate key approach and unlock the door, popping up the door handle;
and (4) conclusion: FDCs require constant power.
In the second case: the user actively unlocks the vehicle in the stopped state.
Scene 2.1:
the vehicle state: parking, OFF, door locking;
the user position: the user is outside (near) the vehicle;
other conditions were as follows: the user carries a legal key and the electric quantity of the key is enough;
the user's intention: the user wants to open the driver's door by pressing the left front door handle switch;
action description: the FDC should detect the position of a legal key, the DD _ DC detects the state of a door handle switch, and unlocks a vehicle door;
and (4) conclusion: FDC, DD _ DC, left front door handle switch should all be powered.
Scene 2.2:
the vehicle state: parking, OFF, door locking;
the user position: the user is outside (near) the vehicle;
other conditions were as follows: the user carries a legal key and the electric quantity of the key is enough;
the user's intention: a user wants to open the assistant driving door by pressing the right front door handle switch;
action description: the FDC should detect the position of a legal key, and the PD _ DC detects the state of a door handle switch and unlocks a vehicle door;
and (4) conclusion: FDC, PD _ DC, right front door handle switch should all be powered.
Scene 2.3:
the vehicle state: parking, OFF, door locking;
the user position: (ii) an arbitrary position;
other conditions were as follows: the user has a legal mobile phone;
the user's intention: unlocking the vehicle door remotely through a mobile phone;
action description: TBOX receives a remote door unlocking signal and forwards the remote door unlocking signal to PD _ DC, so that the vehicle door is unlocked;
and (4) conclusion: TBOX should be normally powered.
Scene 2.4:
the vehicle state: parking, OFF, door locking;
the user position: the user position is undetermined;
other conditions were as follows: the user carries a legal key and the electric quantity of the key is enough;
the user's intention: the user wants to unlock the car door by pressing an unlocking button on the key;
action description: the FDC should receive the remote door unlock signal through the RKE antenna and forward to the DD _ DC unlock car door;
and (4) conclusion: FDC, DD _ DC should both be powered.
Scene 2.5:
the vehicle state: parking, OFF, door locking;
the user position: the user is in the vehicle;
other conditions were as follows: the user does not have a legal key;
the user's intention: a user wants to unlock the vehicle door by pressing the central control unlocking switch;
action description: the DD _ DC should detect the state of the central control unlocking switch and send an unlocking command to unlock the door lock;
and (4) conclusion: DD _ DC should be normally powered.
Scene 2.6:
the vehicle state: parking, OFF, door locking;
the user position: the user position is undetermined;
other conditions were as follows: the user carries a legal key and the electric quantity of the key is enough;
the user's intention: a user wants to unlock and open the electric back door by pressing an electric back door opening button on the key;
action description: the FDC receives a remote electric back door unlocking signal through the RKE antenna and forwards the remote electric back door unlocking signal to the RDC, the RDC sends a command to the PLGM (or RD-DC) after receiving the signal, and the PLGM (RD-DC) opens the back door;
and (4) conclusion: FDC, RDC, PLGM (RD-DC) should be powered normally.
Scene 2.7:
the vehicle state: parking, OFF, door locking;
the user position: the user position is undetermined;
other conditions were as follows: the user carries a legal key and the electric quantity of the key is enough;
the user's intention: a user wants to unlock and open the front spare box by pressing a front spare box opening button on a key;
action description: the FDC should receive a remote front spare box opening signal through the RKE antenna and open the front spare box;
and (4) conclusion: the FDC should be normally powered.
Scene 2.8:
the vehicle state: parking, OFF, door locking;
the user position: the user is outside the vehicle (near the power tailgate);
other conditions were as follows: the user carries a legal key and the electric quantity of the key is enough;
the user's intention: the user wants to unlock and open the electric back door through the kicking action;
action description: the FDC should detect the key proximity and complete the legal authentication of the key. The RDC should receive the kick sensor activation signal and forward it to the FDC. If a legitimate key is detected within the valid region, the FDC should send an unlock command to the RDC, which in turn sends an unlock command to the PLGM (RD-DC), opening the back door;
and (4) conclusion: FDC, RDC, PLGM (RD-DC), kick sensors should all be powered.
Scene 2.9:
the vehicle state: parking, OFF, door locking;
the user position: the user is outside the vehicle (near the power tailgate);
other conditions were as follows: the user carries a legal key and the electric quantity of the key is enough;
the user's intention: a user wants to open or close the back door by pressing an open/close switch on the electric back door;
action description: the FDC should detect the key proximity and complete the legal authentication of the key. The PLGM should receive the back door open/close button press signal and send it to the RDC, which should forward this signal to the FDC. The RD-DC should receive a pressing signal of the back door opening/closing button and send to the FDC). If a legal key is detected in the effective area, the FDC should send an opening command to the RDC, the RDC sends the opening command to the PLGM (the FDC should send the opening command to the RD-DC), and the PLGM (RD-DC) opens the back door;
and (4) conclusion: FDC, RDC, PLGM (RD-DC), switches on the back door should all be powered.
Scenario 2.10:
the vehicle state: parking, OFF, door locking;
the user position: the user position is undetermined;
other conditions were as follows: the user carries a legal key and the electric quantity of the key is enough;
the user's intention: a user wants to open the charging opening cover by pressing the charging opening cover opening button on the key;
action description: the FDC should receive a remote charging port cover opening signal through the RKE antenna and send an opening command to the RDC to open the charging port cover;
and (4) conclusion: the FDC, RDC should be normally powered.
The third scenario is: the user activates the drive system that stops the vehicle.
Scene 3.1:
the vehicle state: parking, OFF, door open or closed;
the user position: the user is in the vehicle;
other conditions were as follows: the user carries a legal key and the electric quantity of the key is enough;
the user's intention: when the key is detected in the vehicle, the vehicle firstly enters the ACC state, and once the IMMO authentication is passed, the vehicle enters the ON state, so that if the time for a driver to step ON the brake pedal is short, the vehicle enters the ACC state from the OFF state;
action description: the FDC should detect the position of a legal key and detect the state of the brake pedal;
and (4) conclusion: the FDC, brake pedal should be powered normally.
Scene 3.2:
the vehicle state: parking, OFF, door open or closed;
the user position: the user is in the vehicle;
other conditions were as follows: a user carries a legal key, and the electric quantity of the key is insufficient;
the user's intention: the vehicle should send a warning message to the driver "legitimate key not detected". The driver should then place the key close to the backup antenna and enter a ready-to-drive state by stepping ON the brake pedal);
action description: the FDC should detect the position of a legal key and detect the state of the brake pedal;
and (4) conclusion: the FDC, brake pedal should be powered normally.
Scene 3.3:
the vehicle state: parking, OFF, door open or closed;
the user position: the user position is not fixed;
other conditions were as follows: the user has a legal mobile phone;
the user's intention: a user wants to remotely control a vehicle to enter an ON state through a mobile phone APP;
action description: a vehicle-mounted communication main box (TBOX) should receive a vehicle power-on command and initialize a vehicle power-on process;
and (4) conclusion: TBOX should be normally powered.
Scene 3.4:
the vehicle state: parking, OFF, door locking;
the user position: the user is outside the vehicle (in a remote location);
other conditions were as follows: external factors trigger an anti-theft alarm;
the user's intention: irrelevant;
action description: the FDC should receive a signal of the antitheft sensor (the door is opened in a state that the vehicle is locked). The FDC executes an audible and visual alarm function through a loudspeaker and an external lamp;
and (4) conclusion: the FDC should be normally powered.
Scene 3.5:
the vehicle state: parking, OFF, door locking;
the user position: the user is outside the vehicle (in a remote location);
other conditions were as follows: the 12V storage battery SOC value is low;
the user's intention: irrelevant;
action description: the VCU detects the SOC value of the 12V storage battery through the IBS, and if the SOC value is lower than a preset value, the VCU activates DC/DC to charge the 12V storage battery;
and (4) conclusion: VCU, DC/DC, IBS should be powered.
Scene 3.6:
the vehicle state: parking, OFF, door unlocked, door open or closed state;
the user position: irrelevant;
other conditions were as follows: the door open or closed state may change;
the user's intention: the user wants to wake up the vehicle by opening/closing the door;
action description: DD-DC, PD-DC, RDC should detect a change in the state of the gate (on to off/off to on). The meter (IPC) should show the status of door open/closed;
and (4) conclusion: DD-DC, PD-DC, RDC, IPC should be normally powered.
The fourth scenario is as follows: the user activates the function of stopping the vehicle through the remote communication control.
Scene 4.1:
the vehicle state: parking, OFF, door locking;
the user position: the user is outside the vehicle (in a remote location);
other conditions were as follows: the user has a legal mobile phone;
the user's intention: the user wants to activate the internal camera through the remote control of the mobile phone so as to observe the scene in the vehicle;
action description: TBOX should receive a function request through telematics, TBOX requests power mode to enter ACC state and sends a command to DRS through gateway GW. The FDC changes the power mode to the ACC state. DRS should receive the in-vehicle image according to the command and send it to TBOX. TBOX should receive the information of the internal image and send back to the legal mobile phone of the user;
and (4) conclusion: TBOX, GW, FDC should be powered.
Scene 4.2:
the vehicle state: parking, OFF, door locking;
the user position: the user is outside the vehicle (in a remote location);
other conditions were as follows: the user has a legal mobile phone;
the user's intention: the user wants to activate the look-around camera through the remote control of the mobile phone so as to observe the scene outside the automobile;
action description: the TBOX should receive a function request through telematics, the TBOX requests the power mode to enter the ACC state, and sends a command to the SVS through the gateway GW. The FDC changes the power mode to the ACC state. The SVS should receive and fuse the off-board images on command, sending to TBOX. TBOX should receive the fused vehicle exterior image information and send back to the legal mobile phone of the user;
and (4) conclusion: TBOX, GW, FDC should be powered.
Scene 4.3:
the vehicle state: parking, OFF, door locking;
the user position: the user position is not fixed;
other conditions were as follows: the user has a legal mobile phone;
the user's intention: a user wants to remotely activate the air conditioning system through a legal mobile phone;
action description: TBOX shall receive the activation signal and temperature signal of the air-conditioning system through the telematics and send "VPMM to ACC" request to FDC, TBOX shall send command to air-conditioning controller (ACS) through Gateway (GW) to start the air-conditioning system;
and (4) conclusion: TBOX, GW, FDC should be powered.
Scene 4.4:
the vehicle state: parking, OFF, door locking;
the user position: the user position is not fixed;
other conditions were as follows: the user has a legal intelligent key, and the electric quantity of the key is enough;
the user's intention: a user wants to activate the air conditioning system through the intelligent key;
action description: TBOX should receive activation signal and temperature signal of the air conditioning system through BLE and send command of 12V relay pull-in to FDC. TBOX should send command to air conditioner controller to start air conditioning system;
and (4) conclusion: TBOX, GW, FDC should be powered.
Scene 4.5:
the vehicle state: parking, OFF, door locking;
the user position: the user position is not fixed;
other conditions were as follows: the user has a legal mobile phone;
the user's intention: a user wants to obtain important vehicle diagnosis information through a mobile phone;
action description: TBOX should receive the remote diagnostic signal and send a 12V relay pull-in command to the FDC. And the FDC sends an attraction command to attract the relay. The TBOX receives the required diagnosis information and sends the information to the mobile phone or the server;
and (4) conclusion: TBOX, GW, FDC should be powered.
Scene 4.6:
the vehicle state: parking, OFF, door locking;
the user position: the user is outside the vehicle (in a remote location);
other conditions were as follows: the user has a legal mobile phone;
the user's intention: the user wants to upload the vehicle state including RTP and the like to the server through the mobile phone;
action description: TBOX should receive GPS signal and other request information and send to background;
and (4) conclusion: TBOX should be normally powered.
Scene 4.7:
the vehicle state: parking, OFF, door locking;
the user position: the user position is not fixed;
other conditions were as follows: the user has a legal mobile phone;
the user's intention: a user wants to remotely execute ECU programming/calibration/configuration through a mobile phone;
action description: TBOX should receive the update packet and update approval signal and send a 12V relay pull-in command to the FDC. And the FDC sends an attraction command to attract the relay. The FDC shall initialize the updating process;
and (4) conclusion: TBOX, GW, FDC should be powered.
Scene 4.8:
the vehicle state: parking, OFF, door locking;
the user position: the user position is not fixed;
other conditions were as follows: the user has a legal intelligent key, and the electric quantity of the key is enough;
the user's intention: a user wants to open/close a door and window by a smart key;
action description: TBOX should receive door and window open/close commands through BLE and send to DD-DC, PD-DC, RDC. DD-DC, PD-DC and RDC open corresponding doors and windows;
and (4) conclusion: TBOX, DD-DC, PD-DC, RDC should be powered normally.
In other embodiments, the vehicle power control method provided in this embodiment may further include some other scenarios, which are schematically described below:
the fifth scenario: the user charges the stopped vehicle.
Scene 5.1:
the vehicle state: parking, OFF, door locked or unlocked state;
the user position: the user is outside (near) the vehicle;
other conditions were as follows: the user has a legal intelligent key, and the electric quantity of the key is enough;
the user's intention: when the 12V storage battery SOC is low, a user wants to charge the 12V storage battery;
action description: the VCU detects the SOC of the battery through the IBS when the SOC of the battery is lower than a predetermined value. The VCU wakes up and sends a charge command to the DC/DC. The DC/DC starts to charge the storage battery;
and (4) conclusion: BMS, DC/DC, VCU, IBS should be powered.
Scene 5.2:
the vehicle state: parking, OFF, door locking;
the user position: the user is outside the vehicle (in a remote location);
other conditions were as follows: the user has a legal mobile phone;
the user's intention: the user wants to charge the high-voltage battery of the vehicle through the charging appointment;
action description: TBOX should set a timer for the charging appointment. After a predetermined time has elapsed, the BMS should detect whether the charging gun has been inserted and complete communication with the charging station. The BMS should detect input charging voltage, current, and charging mode information. The BMS should notify the VCU that a valid charging gun has been inserted and the VCU should broadcast the vehicle mode to other ECUs to enter the charging mode. The BMS should detect SOC information of the high voltage battery. The DC/DC should be woken up and charge the battery;
and (4) conclusion: BMS, DC/DC, VCU should be powered normally.
A sixth scenario: vehicle with test tool controlled stop
The vehicle state: parking, OFF;
the user position: the user position is not fixed;
other conditions were as follows: the engineer has legal equipment;
the user's intention: the user wants to control the vehicle through the UDS diagnostic service;
action description: the gateway should receive CAN signals/ethernet signals via the OBD, if the test requests diagnostic functions that require the vehicle to be awakened, the gateway will send a request to the TBOX, which receives diagnostic services from the gateway or via wireless signals;
and (4) conclusion: GW, TBOX should be powered normally.
Those of ordinary skill in the art will understand that: all or part of the steps for implementing the method embodiments may be implemented by hardware related to program instructions, and the program may be stored in a computer readable storage medium, and when executed, the program performs the steps including the method embodiments; and the aforementioned storage medium includes: various media that can store program codes, such as ROM, RAM, magnetic or optical disks.
Fig. 8 is a schematic structural diagram of an embodiment of a total power control system provided in the present application. The system of this embodiment may be used to implement the method embodiments described above in this application. As shown in fig. 8, the system of this embodiment includes: a conduction controller 81 and an electronic control unit 82 (ECU);
the conduction controller 81 controls whether the electronic control unit 82 is on;
the electronic control unit 82 controls switching of the power mode of the vehicle by whether or not it is on; among them, the voltage mode includes an OFF state (VPMM OFF), a ready-to-turn-ON state (VPMM ACC), and an ON state (VPMM ON).
According to the whole vehicle power supply control system provided by the embodiment of the application, under different vehicle working states, the vehicle is controlled to be in different power supply mode states, and accordingly various functions are turned on/off, so that the safety and the user experience of the whole vehicle are improved through reasonable whole vehicle power supply mode management.
Optionally, the on-control 81 includes a Vehicle Control Unit (VCU) and/or a front area controller (FDC).
In the embodiment, the power mode of the whole vehicle, including the power mode of the ECU, is controlled by the Vehicle Power Mode Management (VPMM). The FDC determines the current VPMM mode, is responsible for sending related VPMM control signals to a CAN bus of the whole vehicle and controls a 12V relay. The VCU acts as a backup controller for the 12V relay.
Optionally, the electronic control unit 82 is controlled redundantly through a 12V relay, for example, fig. 9 is a schematic design diagram of redundancy control in the entire vehicle power supply control system provided in the embodiment of the present application. As shown in fig. 9, the design includes FDC, area distribution center (RDC), VCU are connected with 12V relay respectively, and the purpose is to: and at least two paths of power supply guarantee to supply power for the FDC, the RDC and the VCU all the time, wherein similar functions can be realized between the FDC and the RDC as well as between the FDC and the VCU.
In some of the alternative embodiments, the first and second,
when the power mode of the vehicle is in the off state, in response to receiving a first preset condition, the turn-on controller 81 is configured to control the electronic control unit 82 to turn on, and switch the power mode to the ready-to-turn-on state;
when the power mode of the vehicle is in the ready-to-turn-on state, the electronic control unit 82 switches the power mode to the on state in response to receiving a second preset condition, or, in response to receiving a third preset condition, the turn-on controller 81 is configured to control the electronic control unit 82 to turn off the power, so that the power mode is switched to the off state;
when the power mode of the vehicle is in the on state, the electronic control unit 82 switches the power mode to the ready-to-turn-on state in response to receiving a fourth preset condition, or, in response to receiving a third preset condition, the on-controller 81 is configured to control the electronic control unit 82 to turn off the power, and switch the power mode to the off state.
Optionally, the first preset condition comprises at least one of: detecting a legal key, wherein the distance is less than a first preset distance; unlocking the vehicle door; stepping on a brake pedal, and detecting a legal key in the vehicle; requesting an internal function; a function request is received.
Optionally, the second preset condition comprises at least one of: receiving a function request; the vehicle control unit detects the activation of the brake pedal, and checks that the vehicle has completed driving conditions and that a valid key is detected in the vehicle.
Optionally, the third preset condition comprises at least one of: receiving the power-off operation of a user on the vehicle through the central control large screen soft switch; and locking the vehicle.
Optionally, the fourth preset condition includes: the vehicle gear is not in "P" but the vehicle speed is below a prescribed value and the primary door state changes from closed to open.
Optionally, the electronic control unit comprises: a first electronic control unit (normally electric ECU), a second electronic control unit (normally electric ECU) and a third electronic control unit (convertible ECU);
the first electronic control unit is used for supplying power to the uninterrupted equipment;
the second electronic control unit is used for supplying power to the device which can be powered off;
and the third electronic control unit is used for supplying power to the equipment in a switchable power-off and power-on mode.
For VPMM control, 3 different types of ECUs can be divided for the type of power supply to which a microprocessing unit (MCU) chip in each ECU is connected: a first type of electronic control unit (class a ECU), a second type of electronic control unit (class B ECU) and a third type of electronic control unit (class C ECU); wherein the content of the first and second substances,
the A-type ECU is a normal-power ECU, is controlled by KL30 and supports CAN/LIN network awakening or IGN hard-line awakening, and the A-type ECU ensures that a power supply device is not powered off all the time; the type B ECU is an emergency ECU and is controlled by a 12V relay, and the type B ECU is powered off when the vehicle is powered off; the type C ECU is not only in normal power control, but also is connected with a 12V relay for control, and can be set according to scenes to realize self-defined power supply; the connection of the above 3 types of ECUs can be understood with reference to fig. 10.
Optionally, each ECU distinguishes a CAN or LIN connection mode:
the first electronic control unit comprises a first bus (CAN) control module and a first non-bus (LIN) control module;
the first bus control module switches among a sleep state, a standby sleep state and a working state according to different conditions to realize the control of power-on and power-off of the equipment to be powered; alternatively, the state transition of the first bus control module is as shown in fig. 11-1, wherein the transition conditions include: condition 1: a VPMM ACC or VPMM ON control signal is received ON the CAN bus. Condition 2: and (5) customizing the conditions by the ECU. Condition 3: the VPMM OFF control signal is received on the bus and the ECU is in a ready-to-sleep state by customization. Condition 4: according to the network management protocol, after the bus enters the sleep state.
Figure BDA0002345147210000211
TABLE 1 description of the operating states of the first bus control module
The first non-bus control module switches between a dormant state and a working state according to different conditions to control the power-on and power-off of the equipment to be powered. Alternatively, the state transition of the first bus control module is shown in fig. 11-2, wherein the transition conditions include: condition 1: the LIN wake-up condition is met. Condition 2: and (5) customizing the conditions by the ECU. Condition 3: the LIN sleep condition is satisfied.
Figure BDA0002345147210000212
TABLE 2 description of the working state of the first non-bus control module
Optionally, the second electronic control unit comprises a second bus control module and a second non-bus control module.
The second bus control module switches among a power-on state, a power-off state and a ready power-off state according to different conditions to control the power-on and the power-off of the equipment to be powered; alternatively, the state transition of the second bus control module is shown in fig. 11-3, wherein the transition conditions include: condition 1: the 12V relay is powered up. Condition 2: the VPMM OFF control signal is received on the CAN bus. Condition 3: and powering down the 12V relay. Condition 4: the VPMM ON/ACC control signal is received ON the CAN bus.
Figure BDA0002345147210000221
TABLE 3 description table of the working state of the second bus control module
The second non-bus control module switches between a power-on state and a power-off state according to different conditions to control the power-on and the power-off of the equipment to be powered; alternatively, the state transition of the second non-bus control module is shown in fig. 11-4, wherein the transition conditions include: condition 1: the 12V relay is powered up. Condition 2: and powering down the 12V relay.
Figure BDA0002345147210000222
TABLE 4 description of the working state of the second non-bus control module
Optionally, the third electronic control unit comprises a third bus control module and a third non-bus control module.
The third bus control module switches among a dormant state, a prepared dormant state and a working state according to different conditions to realize the control of power-on and power-off of the equipment to be powered; alternatively, the state transition of the third bus control module is shown in fig. 11-5, wherein the transition conditions include: condition 1: the CAN bus receives a VPMM ACC or VPMM ON control signal. Condition 2: and detecting a 12V relay pull-in signal on the hard-wire connection. Condition 3: and (5) customizing the conditions by the ECU. Condition 4: the VPMMOFF control signal is received on the CAN bus. Condition 5: a 12V relay open signal is detected on the hardwire connection.
Figure BDA0002345147210000223
TABLE 5 description table of the working state of the third bus control module
And the third non-bus control module switches between a dormant state and a working state according to different conditions to realize the control of power-on and power-off of the equipment to be powered. Alternatively, the state transition of the third bus control module is shown in fig. 11-6, wherein the transition conditions include: condition 1: the LIN wake-up condition is met. Condition 2: and (5) customizing the conditions by the ECU. Condition 3: the LIN sleep condition is satisfied.
Figure BDA0002345147210000231
TABLE 6 description of the working state of the third non-bus control module
The embodiment of the application also provides a vehicle, which comprises the whole vehicle power supply control system provided by any one of the embodiments.
The present embodiment relates to a relation of "| |" between different conditions and/or actions in the graph to denote an or, a relation of "& &" to denote an and, and "/" is used to distinguish an action from a condition.
The methods and apparatus of the present application may be implemented in a number of ways. For example, the methods and apparatus of the present application may be implemented by software, hardware, firmware, or any combination of software, hardware, and firmware. The above-described order for the steps of the method is for illustration only, and the steps of the method of the present application are not limited to the order specifically described above unless specifically stated otherwise. Further, in some embodiments, the present application may also be embodied as a program recorded in a recording medium, the program including machine-readable instructions for implementing a method according to the present application. Thus, the present application also covers a recording medium storing a program for executing the method according to the present application.
The description of the present application has been presented for purposes of illustration and description, and is not intended to be exhaustive or limited to the application in the form disclosed. Many modifications and variations will be apparent to practitioners skilled in this art. The embodiment was chosen and described in order to best explain the principles of the application and the practical application, and to enable others of ordinary skill in the art to understand the application for various embodiments with various modifications as are suited to the particular use contemplated.

Claims (10)

1. A vehicle power supply control method is characterized by comprising the following steps:
when the power supply mode of the vehicle is in a closed state, responding to the reception of a first preset condition, and switching the power supply mode to a ready-to-start state;
when the power mode of the vehicle is in the ready-to-start state, switching the power mode to the start state in response to receiving a second preset condition, or switching the power mode to the off state in response to receiving a third preset condition;
when the power mode of the vehicle is in the on state, the power mode is switched to a ready-to-turn-on state in response to receiving a fourth preset condition, or the power mode is switched to an off state in response to receiving a third preset condition.
2. The method of claim 1, wherein the first preset condition comprises at least one of: detecting a legal key, wherein the distance is less than a first preset distance; unlocking the vehicle door; stepping on a brake pedal, and detecting a legal key in the vehicle; requesting an internal function; a function request is received.
3. The method according to claim 1 or 2, wherein the second preset condition comprises at least one of: receiving a function request; the vehicle control unit detects the activation of the brake pedal, and checks that the vehicle has completed driving conditions and that a valid key is detected in the vehicle.
4. The method according to any of claims 1-3, wherein the third predetermined condition comprises at least one of: receiving the power-off operation of a user on the vehicle through the central control large screen soft switch; and locking the vehicle.
5. The method according to any one of claims 1 to 4, wherein the fourth preset condition comprises: the vehicle gear is not in "P" but the vehicle speed is below a prescribed value and the primary door state changes from closed to open.
6. The method according to any of claims 1-5, wherein the off state includes a buck state and a steady state;
the power mode of the vehicle is in an off state, including:
when the power mode of the vehicle is in a voltage-stabilized state, the power mode is switched to a voltage-reduced state in response to the entire vehicle being awakened without a valid key, or
And when the power supply mode of the vehicle is in a voltage reduction state, controlling a closed state timer to start timing, sending a closed state message according to a first preset period, and responding to the expiration of the closed state timer and switching the power supply mode to a voltage stabilization state.
7. The method of claim 6, wherein switching the power mode to the off state further comprises:
initializing the off-state timer.
8. The method of claim 6 or 7, wherein the ready-to-turn-on state comprises a non-function execution state and a function execution state;
the power mode of the vehicle in the ready-to-turn-on state includes:
when the power supply mode of the vehicle is in a non-functional execution state, controlling a preparation state timer to start timing, and responding to the received function request to switch the power supply mode to a functional execution state; or
When the power mode of the vehicle is in a function execution state, in response to not receiving a function request, switching the power mode to a non-function execution state, and initializing the state timer.
9. The utility model provides a whole car power control system which characterized in that includes: a conduction controller and an electronic control unit;
the conduction controller controls whether the electronic control unit is conducted or not;
the electronic control unit controls the switching of the power mode of the vehicle by whether to be turned on; wherein the voltage mode includes an off state, a ready-to-turn on state, and an on state.
10. A vehicle characterized by comprising the entire vehicle power supply control system as claimed in claim 9.
CN201911391729.5A 2019-12-30 2019-12-30 Vehicle power supply control method and system and vehicle Pending CN111038329A (en)

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Application publication date: 20200421