A control method and system for reducing the static current of a whole vehicle under an SOA architecture

Abstract

The present invention discloses a control method and system for reducing the static current of a whole vehicle under an SOA architecture. The system includes: a storage battery, a fuse box, a central controller, and N area controllers; the fuse box is respectively connected to the central controller and the N area controllers, and the storage battery supplies constant power to the central controller and the N area controllers through the fuse box; wherein, each of the N area controllers is connected to a plurality of subsystem controllers and is used to control the on / off of the plurality of subsystem controllers connected thereto; the central controller is respectively connected to the N area controllers, and the central controller is used for: when the whole vehicle switches from the powered-on state to the powered-off state, receiving a plurality of IDs of devices to be powered off; determining the IDs of devices not powered off based on the plurality of IDs of devices to be powered off, and sending the IDs of devices not powered off to the corresponding area controllers; the area controller corresponding to the ID of the device not powered off is used to control the subsystem controller corresponding to the ID of the device not powered off to perform a power-off operation.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle power management, and particularly to a control method and system for reducing the static current of a whole vehicle under an SOA architecture. Background Art

[0002] With the development of the automotive industry, the functional configurations of a whole vehicle are increasing, and the number of controllers is constantly increasing, resulting in a gradual increase in the static current of the whole vehicle.

[0003] The direct impact of the gradual increase in the static current of the whole vehicle is the discharge of the battery. Therefore, in order to meet the requirements of vehicle static parking, the existing method is to increase the capacity of the battery to balance the impact caused by the increase in the static current of the whole vehicle, so as to ensure the user's vehicle use experience.

[0004] However, the increase in the battery capacity will inevitably increase the volume and price of the battery, resulting in difficulties in the layout of the whole vehicle and an increase in the cost of a single vehicle. Therefore, increasing the battery capacity cannot fundamentally solve the problem of the increase in the static current.

[0005] Therefore, how to reduce the static current of the whole vehicle under the SOA (Software Defined Vehicle) architecture is still a technical problem that needs to be solved urgently at present. Summary of the Invention

[0006] The present invention provides a control method and system for reducing the static current of a whole vehicle under an SOA architecture to solve or partially solve the technical problem that the existing technology cannot reduce the static current of the whole vehicle under the SOA architecture.

[0007] To solve the above technical problem, in the first aspect of the present invention, a control system for reducing the static current of a whole vehicle under an SOA architecture is disclosed. The system includes: a battery, a fuse box, a central controller, and N area controllers; the fuse box is respectively connected to the central controller and the N area controllers, and the battery supplies constant power to the central controller and the N area controllers through the fuse box; wherein,

[0008] Each of the N area controllers is connected to a plurality of subsystem controllers and is used to control the on / off of the plurality of subsystem controllers connected thereto;

[0009] The central controller is respectively connected to the N area controllers, and the central controller is used for: when the whole vehicle switches from the powered-on state to the turned-off state, receiving a plurality of IDs of power-off devices; determining the IDs of non-powered-off devices based on the plurality of IDs of power-off devices, and sending the IDs of non-powered-off devices to the corresponding area controllers;

[0010] The area controller corresponding to the ID of the non-powered-off device is used to control the subsystem controller corresponding to the ID of the non-powered-off device to perform a power-off operation.

[0011] Preferably, the central controller includes: a vehicle power management component and a device management component that are interconnected; wherein,

[0012] The vehicle power management component is used to control the power on and off of the controller that switches the vehicle working mode.

[0013] The device management component is used to, when the vehicle switches from the powered-on state to the turned-off state, receive the plurality of power-off device IDs within a preset time; determine the non-powered-off device IDs based on the plurality of power-off device IDs, and send the non-powered-off device IDs to the corresponding area controllers.

[0014] Preferably, the device management component is further used to: when the vehicle switches from the turned-off state to the powered-on state, obtain the device IDs to be powered on based on the device power supply requirements, and send the device IDs to be powered on to the corresponding area controllers, so as to control the subsystem controllers corresponding to the device IDs to be powered on to perform the power-on operation.

[0015] Preferably, the N area controllers are divided according to the areas inside the cockpit, and each area controller is connected to a plurality of subsystem controllers within its respective area.

[0016] In a second aspect of the present invention, a control method for reducing the static current of a vehicle under an SOA architecture is disclosed. The method is applied to the control system for reducing the static current of a vehicle under an SOA architecture as described in any of the above technical solutions. The method includes:

[0017] When the vehicle switches from the powered-on state to the turned-off state, receive a plurality of power-off device IDs;

[0018] Determine the non-powered-off device IDs based on the plurality of power-off device IDs, and send the non-powered-off device IDs to the corresponding area controllers, so that the area controllers corresponding to the non-powered-off device IDs control the subsystem controllers corresponding to the non-powered-off device IDs to perform the power-off operation.

[0019] Preferably, when the vehicle switches from the powered-on state to the turned-off state, receiving a plurality of power-off device IDs specifically includes:

[0020] When the vehicle switches from the powered-on state to the turned-off state, obtain the plurality of power-off device IDs from the interface of the device management power database; or

[0021] When the vehicle switches from the powered-on state to the turned-off state, receive the plurality of power-off device IDs within a preset time.

[0022] Preferably, determining the non-powered-off device IDs based on the plurality of power-off device IDs specifically includes:

[0023] Compare the several power-off device IDs with all the constant-power device IDs to determine the IDs of the devices that have not been powered off.

[0024] Preferably, the method further includes:

[0025] When the vehicle switches from the flameout state to the power-on state, obtain the IDs of the devices to be powered on based on the power supply requirements of the devices, and send the IDs of the devices to be powered on to the corresponding area controller, so that the area controller corresponding to the ID of the device to be powered on controls the subsystem controller corresponding to the ID of the device to be powered on to perform a power-on operation.

[0026] In a third aspect of the present invention, a computer-readable storage medium is disclosed, on which a computer program is stored, and when the program is executed by a processor, the steps of the above method are implemented.

[0027] In a fourth aspect of the present invention, a vehicle is disclosed, including the control system for reducing the static current of the whole vehicle under the SOA architecture described in any of the above technical solutions.

[0028] Through one or more technical solutions of the present invention, the present invention has the following beneficial effects or advantages:

[0029] The present invention discloses a control method and system for reducing the static current of the whole vehicle under the SOA architecture. The system includes: a storage battery, a fuse box, a central controller, and N area controllers. Among them, the storage battery supplies constant power to the central controller and N area controllers through the fuse box. In this embodiment, the subsystem controllers corresponding to various constant-power devices in the cockpit are integrated into N area controllers according to the cockpit area. The N area controllers are respectively connected to several subsystem controllers and control the on / off of the several subsystem controllers connected thereto, so as to control the power supply states of the several subsystem controllers. The central controller is respectively connected to the N area controllers. The central controller is used for: when the vehicle switches from the power-on state to the flameout state, receiving several power-off device IDs; determining the IDs of the devices that have not been powered off based on the several power-off device IDs, and sending the IDs of the devices that have not been powered off to the corresponding area controller, so that the area controller corresponding to the ID of the device that has not been powered off controls the subsystem controller corresponding to the ID of the device that has not been powered off to perform a power-off operation. The technical solution of the present invention can accurately turn on and off the power supply of the subsystem controller through the power control of the central controller and the N area controllers, reduce the use of constant-power devices under the condition of meeting the user's needs, and reduce the static current of the whole vehicle from the root cause.

[0030] In addition, by starting from the constant-power devices to reduce the static current of the whole vehicle under the SOA architecture, the power consumption of the storage battery is reduced, thus meeting the requirements for the vehicle to be parked statically.

[0031] In addition, since the power consumption of the fast battery is reduced, a low-capacity battery can meet the driving requirements of the entire vehicle, thus reducing the cost per vehicle. When the battery capacity decreases, its space volume and weight will also decrease accordingly, which is also beneficial to the layout of the entire vehicle and the improvement of the cruising range.

[0032] In addition, when the battery capacity decreases, its space volume and weight will also decrease accordingly, which is beneficial to the layout of the entire vehicle and the improvement of the cruising range.

[0033] The above description is only an overview of the technical solution of the present invention. In order to be able to understand the technical means of the present invention more clearly, it can be implemented according to the content of the specification. And in order to make the above and other purposes, features and advantages of the present invention more obvious and understandable, the following specifically illustrates the specific embodiments of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] By reading the following detailed description of the preferred embodiments, various other advantages and benefits will become clear to those of ordinary skill in the art. The drawings are only for the purpose of showing the preferred embodiments and are not considered to be a limitation of the present invention. And throughout the drawings, the same reference numerals are used to represent the same components.

[0035] In the drawings:

[0036] Figure 1 shows a layout schematic diagram of a control system for reducing the static current of a whole vehicle under the SOA architecture according to an embodiment of the present invention;

[0037] Figure 2 shows an implementation process diagram of a control method for reducing the static current of a whole vehicle under the SOA architecture according to an embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0038] The exemplary embodiments of the present invention will be described in more detail below with reference to the drawings. Although the exemplary embodiments of the present invention are shown in the drawings, it should be understood that the present invention can be implemented in various forms and should not be limited by the embodiments described herein. On the contrary, these embodiments are provided so that the present invention can be more thoroughly understood and the scope of the present invention can be completely conveyed to those skilled in the art.

[0039] The static current of the whole vehicle is the supply current of the battery when all the controllers are in sleep (low power consumption) with all the switches on the whole vehicle in the off state, that is, among all the devices of the vehicle, the current demand for the battery that is directly connected to the "constant power" and caused by the normally closed load without power-off. When the vehicle stops and the key is removed, there is still a certain current after the vehicle controller goes to sleep, that is, the static current.

[0040] An embodiment of the present invention discloses a control system for reducing the static current of a whole vehicle under the SOA architecture. The SOA architecture of this embodiment is a pre-control for the whole vehicle, and several sub-pre-controls are arranged under it. The power management of the whole vehicle is realized through this architecture, and the specific management is realized in the form of software.

[0041] In the control system of this embodiment, various constant-power devices in the cockpit are controlled by their respective subsystem controllers, and the subsystem controllers corresponding to various constant-power devices are integrated into N area controllers according to the cockpit area. Therefore, each subsystem controller is controlled by the corresponding area controller. N≥2, and the specific number of N depends on the division and integration results of the cockpit area. For example, according to the layout position of the subsystem controllers in the whole vehicle cockpit, the subsystem controllers are integrated into: a front cabin area controller, a left cockpit area controller, and a right cockpit area controller.

[0042] Furthermore, each of the N area controllers is connected to several subsystem controllers. The N area controllers have power supply and control functions, and are used to control the on and off of the several subsystem controllers connected to them, so as to control the power supply status of the several subsystem controllers. The number of subsystem controllers depends on the integration result, and this embodiment does not limit it.

[0043] For the convenience of explaining and interpreting the present invention, please refer to Figure 1 , which is a layout schematic diagram of the control system for reducing the static current of the whole vehicle under the SOA architecture.

[0044] In Figure 1 , the control system includes: a battery 101, a fuse box 102, a central controller 103, and N area controllers ( Figure 1 shown as area controller 1 and area controller N in

[0045] Among them, the fuse box 102 is respectively connected to the central controller 103 and N area controllers. The fuse box 102 of this embodiment controls the power supply circuit to be cut off during overcurrent, so as to play a role in protecting the safety of the whole vehicle. It should be noted that the fuse box 102 of this embodiment does not have the control function of controlling the area controller.

[0046] The battery 101 is connected to the central controller 103 and N area controllers through the fuse box 102, and is used to supply constant power to the central controller 103 and N area controllers.

[0047] Each of the N area controllers is connected to its respective several subsystem controllers. Refer to Figure 1 , which exemplifies area controller 1 and area controller N among the N area controllers. Among them, area controller 1 and area controller N are each connected to 3 subsystem controllers ( Figure 1Shown in the figure are subsystem controllers a1, b1, c1, subsystem controller a N , subsystem controller b N , and subsystem controller c N ). Of course, other numbers of subsystem controllers can also be connected.

[0048] The central controller 103 is respectively connected to N area controllers. The central controller 103 is configured to: when the vehicle is switched from the powered-on state to the powered-off state, receive several IDs of the devices to be powered off; determine the IDs of the devices that have not been powered off based on the several IDs of the devices to be powered off, and send the IDs of the devices that have not been powered off to the corresponding area controllers;

[0049] The area controller corresponding to the ID of the device that has not been powered off is configured to control the subsystem controller corresponding to the ID of the device that has not been powered off to perform a power-off operation, so as to accurately turn off the subsystem controller to be powered off, and reduce the static current of the whole vehicle at the source.

[0050] In this embodiment, through the power control of the central controller and N area controllers, the power supply of the subsystem controller can be accurately turned on and off, and the use of the always-on devices can be reduced under the condition of meeting the user's requirements, thereby reducing the static current of the whole vehicle.

[0051] This embodiment reduces the static current of the whole vehicle under the SOA architecture by starting from the always-on devices, reduces the power consumption of the battery, and thus meets the requirements of vehicle static parking.

[0052] In addition, since the power consumption of the battery is reduced, a low-capacity battery can meet the driving requirements of the whole vehicle, thereby reducing the single-vehicle cost of the whole vehicle. When the battery capacity is reduced, its space volume and weight will also be reduced accordingly, which is also beneficial to the layout of the whole vehicle and the improvement of the cruising range.

[0053] In addition, when the battery capacity is reduced, its space volume and weight will also be reduced accordingly, which is beneficial to the layout of the whole vehicle and the improvement of the cruising range.

[0054] For the purpose of illustrating and explaining the present invention, a detailed description will be given below.

[0055] Referring to Figure 1 , the central controller 103 includes: a vehicle power management component VMM, a device management component DM, and a device management power database DMP.

[0056] Among them, the vehicle power management component VMM is configured to control the power-on and power-off of the controller for switching the working mode of the vehicle, so as to switch the working mode of the vehicle.

[0057] The device management component DM is used to receive a number of power-off device IDs within a preset time when the vehicle is switched from the powered-on state to the powered-off state; determine the non-powered-off device IDs based on the number of power-off device IDs, and send the non-powered-off device IDs to the corresponding area controller.

[0058] Specifically, after each always-on device is powered off, it will send its own device ID to the central controller 103. Specifically, it is sent to the device management power database DMP. Since the power-off time of each always-on device is different, in order to reduce the probability of misoperation caused by missing the power-off device ID due to time reasons, the device management component DM sets a preset time for the power-off device ID. For example, the power-off device ID can be received within 30 seconds, so as to ensure that the power-off device ID of normal power-off can be received. If the always-on device does not send the power-off device ID within 30 seconds, it means that the always-on device will cause the static current of the vehicle.

[0059] Furthermore, the device management power database DMP stores the always-on device IDs of all always-on devices. Therefore, after receiving a number of power-off device IDs, the number of power-off device IDs will be compared with all always-on device IDs to determine the non-powered-off device IDs. Specifically, the always-on device IDs in the device management power database DMP except for the number of power-off device IDs are determined as the non-powered-off device IDs.

[0060] Since the area controller controls a number of corresponding subsystem controllers. And the always-on device ID and the subsystem controller are in one-to-one correspondence. Therefore, the non-powered-off device ID can be sent to the corresponding area controller. After receiving the non-powered-off device ID, the corresponding area controller finds the corresponding subsystem controller to perform the power-off operation, so as to accurately turn off the subsystem controller that needs to be powered off, and reduce the static current of the vehicle from the root cause.

[0061] It should be noted that the area controller in this embodiment can turn off any one of the subsystem controllers connected. That is, the area controller can accurately turn off any one of the subsystem controllers without affecting the power consumption of other subsystem controllers. Taking the audio controller, body controller, and instrument controller as examples, the audio controller, body controller, and instrument controller are connected to the same area controller. Assume that the audio controller and body controller are both in the always-on state. When the device ID corresponding to the audio controller received by the area controller is the power-off device ID, it controls the audio controller to be turned off, rather than jointly turning off the body controller and instrument controller at the same time, so as to achieve the purpose of accurately turning off the subsystem controller that needs to be powered off.

[0062] In some alternative embodiments, the device management component DM is further configured to: when the vehicle switches from the off state to the on state, obtain the device ID to be powered on based on the device power supply requirement, and send the device ID to be powered on to the corresponding area controller, so as to control the subsystem controller corresponding to the device ID to be powered on to perform the power-on operation.

[0063] Specifically, the device management power database DMP stores the constant power device IDs of all constant power devices. When the vehicle switches from the off state to the on state, the device management component DM obtains the device ID to be powered on corresponding to the power supply requirement from the device management power database DMP, and transmits it to the corresponding area controller, and the area controller controls the corresponding subsystem controller to perform the power-on operation, so as to achieve the purpose of accurately turning on the subsystem controller to be powered on.

[0064] Based on the same inventive concept, the following embodiments introduce a control method for reducing the static current of a vehicle under an SOA architecture. This method is implemented on the basis of the architecture of the control system for reducing the static current of a vehicle under the SOA architecture described in any of the above embodiments.

[0065] In this embodiment, this method describes the control process from the perspective of the central controller 103. Refer to Figure 2 and this method specifically includes the following steps:

[0066] Step 201, when the vehicle switches from the on state to the off state, receive a number of device IDs to be powered off.

[0067] Specifically, after each constant power device is powered off, it will send its own device ID to the central controller 103. Specifically, it is sent to the device management power database DMP. Therefore, the central controller 103 can obtain a number of device IDs to be powered off from the interface of the device management power database DMP.

[0068] Specifically, since the power-off time of each constant power device is different, in order to reduce the probability of misoperation caused by missing the device ID to be powered off due to time reasons, when the vehicle switches from the on state to the off state, receive a number of device IDs to be powered off within a preset time. For example, the device ID to be powered off can be received within 30 seconds, so as to ensure that the device ID to be powered off that is normally powered off can be received. If the constant power device does not send the device ID to be powered off within 30 seconds, it means that the constant power device will cause the static current of the vehicle.

[0069] Step 202, determine the device IDs that have not been powered off based on a number of device IDs to be powered off, and send the device IDs that have not been powered off to the corresponding area controller, so that the area controller corresponding to the device ID that has not been powered off controls the subsystem controller corresponding to the device ID that has not been powered off to perform the power-off operation.

[0070] Specifically, since the device management power supply database DMP stores the constant power device IDs of all constant power devices, after receiving a number of power-off device IDs, the number of power-off device IDs will be compared with all constant power device IDs to determine the non-powered-off device IDs.

[0071] Specifically, the constant power device IDs in the device management power supply database DMP other than the number of power-off device IDs are determined as non-powered-off device IDs. For example, the device management power supply database DMP stores constant power device IDs: ID1, ID2, ID3, ID4, ID5, and the power-off device IDs are ID1, ID2, ID3. Then, it can be determined that ID4 and ID5 are non-powered-off device IDs accordingly.

[0072] Furthermore, since the area controller controls a number of respective subsystem controllers, and the constant power device ID and the subsystem controller are in one-to-one correspondence, the non-powered-off device IDs can be sent to the corresponding area controller. After receiving the non-powered-off device IDs, the corresponding area controller finds the corresponding subsystem controller to perform the power-off operation, thereby accurately turning off the subsystem controller to be powered off and reducing the static current of the whole vehicle at the source.

[0073] It should be noted that the area controller in this embodiment can turn off any one of the number of subsystem controllers connected. That is, the area controller can accurately turn off any one of the subsystem controllers without affecting the power consumption of other subsystem controllers. Taking the audio controller, body controller, and instrument controller as examples, the audio controller, body controller, and instrument controller are connected to the same area controller. Assume that the audio controller and body controller are both in the constant power state. When the device ID corresponding to the audio controller received by the area controller is the power-off device ID, the audio controller is controlled to be turned off, rather than jointly turning off the body controller and instrument controller at the same time, so as to achieve the purpose of accurately turning off the subsystem controller to be powered off.

[0074] In some alternative embodiments, this embodiment further includes the operation process when the whole vehicle switches from the off state to the on state: when the whole vehicle switches from the off state to the on state, the device ID to be powered on is obtained based on the device power supply demand and sent to the corresponding area controller, so that the area controller corresponding to the device ID to be powered on controls the subsystem controller corresponding to the device ID to be powered on to perform the power-on operation.

[0075] Specifically, the device power supply database DMP stores the constant power device IDs of all constant power devices. When the vehicle is switched from the off state to the on state, the device management component DM obtains the IDs of the devices to be powered on corresponding to the power supply requirements from the device power supply database DMP and transmits them to the corresponding area controller. The area controller controls the corresponding subsystem controller to perform the power-on operation, thereby achieving the purpose of accurately turning on the subsystem controller that needs to be powered on.

[0076] The above is the implementation process of the control method for reducing the static current of the whole vehicle under the SOA architecture. In this method, through the power control of the central controller 103 and N area controllers, the power supply of the subsystem controller can be accurately turned on and off, and the use of constant power devices can be reduced under the condition of meeting the user's needs, thereby reducing the static current of the whole vehicle.

[0077] In this embodiment, by starting from the constant power devices, the static current of the whole vehicle under the SOA architecture is reduced, and the power consumption of the battery 101 is reduced, thereby meeting the requirements of vehicle static parking.

[0078] In addition, since the power consumption of the battery is reduced, a low-capacity battery 101 can meet the driving requirements of the whole vehicle, thereby reducing the single-vehicle cost of the whole vehicle. When the capacity of the battery 101 decreases, its space volume and weight will also decrease accordingly, which is also beneficial to the layout of the whole vehicle and the improvement of the cruising range.

[0079] Based on the same inventive concept as in the foregoing embodiments, an embodiment of the present invention also discloses a computer-readable storage medium, on which a computer program is stored, and when the program is executed by a processor, the steps of any of the foregoing methods are implemented.

[0080] Based on the same inventive concept as in the foregoing embodiments, an embodiment of the present invention also discloses a vehicle, including the control system for reducing the static current of the whole vehicle under the SOA architecture described in any of the foregoing embodiments.

[0081] Through one or more embodiments of the present invention, the present invention has the following beneficial effects or advantages:

[0082] The present invention discloses a control method and system for reducing the static current of a whole vehicle under an SOA architecture. The system includes: a battery, a fuse box, a central controller, and N area controllers. Among them, the battery supplies constant power to the central controller and N area controllers through the fuse box. In this embodiment, the subsystem controllers corresponding to various constant-power devices in the cockpit are integrated into N area controllers according to the cockpit area. The N area controllers are respectively connected to a number of subsystem controllers and control the on / off of the a number of subsystem controllers they are connected to, thereby controlling the power supply status of the a number of subsystem controllers. The central controller is respectively connected to the N area controllers. The central controller is used for: when the whole vehicle switches from the powered-on state to the turned-off state, receiving a number of power-off device IDs; determining the IDs of the devices that have not been powered off based on the a number of power-off device IDs, and sending the IDs of the devices that have not been powered off to the corresponding area controllers, so that the area controllers corresponding to the IDs of the devices that have not been powered off control the subsystem controllers corresponding to the IDs of the devices that have not been powered off to perform a power-off operation. The technical solution of the present invention can accurately turn on and off the power supply of the subsystem controllers through the power control of the central controller and N area controllers, reduce the use of constant-power devices while meeting the user's needs, and fundamentally reduce the static current of the whole vehicle.

[0083] In addition, by starting from the constant-power devices to reduce the static current of the whole vehicle under the SOA architecture, the power consumption of the battery is reduced, thus meeting the requirements for the vehicle to be parked statically.

[0084] In addition, since the power consumption of the battery is reduced, a low-capacity battery can meet the driving requirements of the whole vehicle, thus reducing the single-vehicle cost of the whole vehicle. When the battery capacity decreases, its space volume and weight will also decrease correspondingly, which is also beneficial to the layout of the whole vehicle and the improvement of the cruising range.

[0085] In addition, when the battery capacity decreases, its space volume and weight will also decrease correspondingly, which is beneficial to the layout of the whole vehicle and the improvement of the cruising range.

[0086] The algorithms and displays provided herein are not inherently related to any particular computer, virtual system, or other device. Various general-purpose systems can also be used in conjunction with the teachings based herein. The structure required to construct such a system will be apparent from the above description. In addition, the present invention is not directed to any particular programming language. It should be understood that the content of the present invention described herein can be implemented using various programming languages, and the description of the specific language above is for disclosing the best mode of the present invention.

[0087] In the specification provided herein, a large number of specific details are set forth. However, it can be understood that the embodiments of the present invention can be practiced without these specific details. In some instances, well-known methods, structures, and technologies have not been shown in detail so as not to obscure the understanding of this specification.

[0088] Similarly, it should be understood that, for the purpose of streamlining the present invention and facilitating the understanding of one or more of the various aspects of the invention, in the above description of the exemplary embodiments of the present invention, the various features of the present invention are sometimes grouped together into a single embodiment, figure, or description thereof. However, the disclosed method should not be construed as reflecting an intention that the claimed invention requires more features than are expressly recited in each claim. Rather, as reflected in the following claims, the aspects of the invention lie in less than all of the features of the single embodiments disclosed previously. Thus, the claims following the detailed description hereby expressly incorporate the detailed description, where each claim itself serves as a separate embodiment of the present invention.

[0089] Those skilled in the art can understand that the modules in the devices in the embodiments can be adaptively changed and disposed in one or more devices different from the embodiments. The modules or units or components in the embodiments can be combined into one module or unit or component, and in addition, they can be divided into multiple sub-modules or sub-units or sub-components. Except that at least some of such features and / or processes or units are mutually exclusive, any combination can be used to combine all the features disclosed in this specification (including the accompanying claims, abstract, and drawings) and all the processes or units of any method or device so disclosed. Unless otherwise expressly stated, each feature disclosed in this specification (including the accompanying claims, abstract, and drawings) can be replaced by an alternative feature that provides the same, equivalent, or similar purpose.

[0090] In addition, those skilled in the art can understand that, although some of the embodiments herein include certain features included in other embodiments rather than other features, the combination of the features of different embodiments means that it is within the scope of the present invention and forms different embodiments. For example, in the following claims, any one of the claimed embodiments can be used in any combination.

[0091] Each component embodiment of the present invention can be implemented in hardware, or in software modules running on one or more processors, or in a combination thereof. Those skilled in the art should understand that a microprocessor or a digital signal processor (DSP) can be used in practice to implement some or all of the functions of some or all of the components in the gateway, proxy server, and system according to the embodiments of the present invention. The present invention can also be implemented as a device or apparatus program (e.g., a computer program and a computer program product) for performing part or all of the methods described herein. Such a program for implementing the present invention can be stored on a computer-readable medium, or can be in the form of one or more signals. Such signals can be downloaded from an Internet website, or provided on a carrier signal, or in any other form.

[0092] It should be noted that the above embodiments illustrate the present invention rather than limit the present invention, and those skilled in the art can design alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses shall not be construed as limiting the claims. The word "comprising" does not exclude the presence of elements or steps not listed in the claims. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The present invention can be implemented by means of hardware including several different elements and by means of a suitably programmed computer. In a unit claim listing several devices, several of these devices can be embodied by the same item of hardware. The use of the words first, second, and third, etc. does not denote any order. These words can be interpreted as names.

Claims

1. A control system for reducing the static current of a whole vehicle under an SOA architecture, characterized in that, The system includes: a storage battery, a fuse box, a central controller, and N area controllers; the fuse box is respectively connected to the central controller and the N area controllers, and the storage battery supplies constant power to the central controller and the N area controllers through the fuse box; wherein, The N area controllers are respectively connected to a plurality of subsystem controllers, and are used to control the on / off of the plurality of subsystem controllers connected thereto; The central controller is respectively connected to the N area controllers, and the central controller is used for: when the vehicle switches from the powered-on state to the powered-off state, receiving a plurality of power-down device IDs; determining the non-powered-down device IDs based on the plurality of power-down device IDs, and sending the non-powered-down device IDs to the corresponding area controllers; wherein, the central controller includes: a vehicle power management component and a device management component connected to each other; the vehicle power management component is used to control the power-on and power-off of the controller for switching the vehicle working mode; the device management component is used for when the vehicle switches from the powered-on state to the powered-off state, receiving the plurality of power-down device IDs within a preset time; determining the non-powered-down device IDs based on the plurality of power-down device IDs, and sending the non-powered-down device IDs to the corresponding area controllers; wherein, comparing the plurality of power-down device IDs with all the constant-power device IDs to determine the non-powered-down device IDs; the constant-power device IDs and the subsystem controllers are in one-to-one correspondence; The area controller corresponding to the non-powered-down device ID is used to control the subsystem controller corresponding to the non-powered-down device ID to perform a power-down operation.

2. The system according to claim 1, characterized in that, The device management component is further used for: when the vehicle switches from the powered-off state to the powered-on state, obtaining the device IDs to be powered on based on the device power supply requirements, and sending the device IDs to be powered on to the corresponding area controllers, so as to control the subsystem controllers corresponding to the device IDs to be powered on to perform a power-on operation.

3. The system according to claim 1, characterized in that, The N area controllers are divided according to the areas inside the cockpit, and each area controller is connected to a plurality of subsystem controllers within its own area.

4. A control method for reducing the static current of a whole vehicle under an SOA architecture, characterized in that, The method is applied to the control system for reducing the vehicle static current under the SOA architecture as described in any one of claims 1-3, and the method includes: When the vehicle switches from the powered-on state to the powered-off state, receiving a plurality of power-down device IDs; Determine the IDs of the non-powered-down devices based on the IDs of the several powered-down devices, and send the IDs of the non-powered-down devices to the corresponding area controllers, so that the area controllers corresponding to the IDs of the non-powered-down devices control the subsystem controllers corresponding to the IDs of the non-powered-down devices to perform a power-down operation, specifically including: controlling the power-on and power-off of the controller for switching the working mode of the whole vehicle; when the whole vehicle switches from the powered-on state to the flameout state, receive the IDs of the several powered-down devices within a preset time; determine the IDs of the non-powered-down devices based on the IDs of the several powered-down devices, and send the IDs of the non-powered-down devices to the corresponding area controllers; wherein, compare the IDs of the several powered-down devices with the IDs of all always-powered devices to determine the IDs of the non-powered-down devices; the IDs of the always-powered devices correspond one-to-one with the subsystem controllers.

5. The method according to claim 4, characterized in that, When the whole vehicle switches from the powered-on state to the flameout state, receiving the IDs of several powered-down devices specifically includes: When the whole vehicle switches from the powered-on state to the flameout state, obtain the IDs of the several powered-down devices from the interface of the device management power database; or When the whole vehicle switches from the powered-on state to the flameout state, receive the IDs of the several powered-down devices within a preset time.

6. The method according to claim 4, characterized in that, The method further includes: When the whole vehicle switches from the flameout state to the powered-on state, obtain the IDs of the devices to be powered on based on the device power supply requirements, and send the IDs of the devices to be powered on to the corresponding area controllers, so that the area controllers corresponding to the IDs of the devices to be powered on control the subsystem controllers corresponding to the IDs of the devices to be powered on to perform a power-on operation.

7. A computer-readable storage medium, on which a computer program is stored, characterized in that, When the program is executed by a processor, it implements the steps of the method according to any one of claims 4-6.

8. A vehicle, comprising the control system for reducing the static current of a whole vehicle under an SOA architecture according to any one of claims 1-3.

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