An implementation method and system of vehicle mode switching control of an automobile

Abstract

The present application relates to the field of automotive industry automation control technology, in particular to a kind of implementation method and system of automobile whole vehicle mode switching control, for solving the problem that the existing technology lacks whole vehicle mode switching control rapid design and verification method.This application first designs the whole vehicle mode switching control strategy to obtain the control strategy model, and tests the control strategy model by simulation test using software;Second, the control strategy model is compiled and integrated into the whole vehicle, and the function of the control strategy model is verified by real vehicle test.This application uses Simulink model to develop independently, which can quickly complete the design and verification of whole vehicle mode switching control, reduce the test and verification burden compared with manual code development, and has the characteristics of strong reusability and good flexibility.

Description

Technical Field

[0001] This invention relates to the field of automotive industrial automation control technology, and in particular to a method and system for implementing vehicle mode switching control. Background Technology

[0002] Unnecessary battery consumption often occurs at various stages of automobile manufacturing, transportation, and maintenance, reducing battery life and causing vehicles to fail to start due to battery depletion.

[0003] With the continuous upgrading of vehicle electrical architecture, the significant improvement in chip computing power, the increasing integration of domain controllers, and their growing diversification of functions, software systems are becoming increasingly complex. OEMs produce vehicles following specific production processes. Among these processes, automobile manufacturing and shipping are two particularly important stages. During production and transportation, various uncertainties can lead to unnecessary battery consumption, reducing battery lifespan. To ensure that the battery's state of charge meets requirements or to extend battery operating time upon vehicle delivery, it is crucial and urgent for each ECU in the vehicle to adapt to these needs and overcome the shortcomings of existing technologies. Disabling appropriate functions under specific vehicle modes is a critical requirement, and vehicle mode switching control has emerged to address this issue.

[0004] Existing technologies lack methods for rapid design and verification of vehicle mode switching control. Summary of the Invention

[0005] To address the aforementioned problems, this invention provides a method and system for implementing vehicle mode switching control, which solves the problem that existing technologies lack rapid design and verification methods for vehicle mode switching control.

[0006] A method for implementing vehicle mode switching control, the method comprising the following steps:

[0007] A control strategy model was designed for vehicle mode switching, and the model was tested by simulation using software.

[0008] The control strategy model is compiled and integrated into the vehicle, and its functionality is verified through real-vehicle testing.

[0009] Furthermore, the design of the vehicle mode switching control strategy yields a control strategy model, which is then validated through software simulation testing. This process specifically includes:

[0010] The vehicle mode function control strategy is designed and developed based on the Simulink model. The basic software layer is developed using C language programming. The Simulink model and the basic software layer interact with each other and call interfaces through the interface layer. After the control strategy model is designed, it is simulated and verified in Simulink.

[0011] Furthermore, the process of compiling the control strategy model and integrating it into the vehicle, and then verifying the functionality of the control strategy model through a real vehicle, specifically includes:

[0012] The control strategy model is converted into C language code and integrated with the basic software layer and interface layer software to obtain the compilation result. The compilation result is then integrated into the whole vehicle, and the control strategy function is verified through a real vehicle to see if it achieves the expected goal.

[0013] Furthermore, the control strategy model includes a master module and a slave module. The master module is a vehicle domain controller module that integrates a vehicle mode management system and sends vehicle mode information.

[0014] Each slave module receives vehicle mode information sent by the master module via the CAN network bus and performs corresponding appropriate actions to suppress and control vehicle mode.

[0015] Furthermore, the control strategy model includes two vehicle mode switching methods: either directly entering a specified mode by sending a service request command through the diagnostic tool, or the body domain controller actively judging and controlling the switching of the vehicle mode in real time based on the collected vehicle characteristic signals and combined with the vehicle mode function control strategy.

[0016] Furthermore, the vehicle characteristic signals include: overtaking light switch signal, hazard warning light switch signal, position light switch signal, brake pedal signal, power gear relay feedback signal, vehicle speed signal, collision signal, and key authentication signal.

[0017] Furthermore, the vehicle mode is divided into two types: master and slave. The master mode includes factory mode, transportation mode, collision mode, wheel rotation mode, and user mode.

[0018] The slave modes include factory mode, transportation mode, collision mode, hub rotation mode, user mode, factory pause mode, and transportation pause mode. When the vehicle mode is factory pause mode or transportation pause mode, its corresponding master mode is user mode. Otherwise, the master and slave modes corresponding to the vehicle mode remain consistent.

[0019] A system for implementing vehicle mode switching control includes: a design unit, a testing unit, and a verification unit;

[0020] The design unit is used to design the vehicle mode switching control strategy;

[0021] The test unit is used to test the control strategy model through software simulation testing.

[0022] The verification unit is used to compile the control strategy model and integrate it into the vehicle, and to verify the control strategy function through a real vehicle.

[0023] Furthermore, the test unit is specifically used for:

[0024] The vehicle mode function control strategy is designed and developed based on the Simulink model. The basic software layer is developed using C language programming. The Simulink model and the basic software layer interact with each other and call interfaces through the interface layer. After the control strategy model is designed, it is simulated and verified in Simulink.

[0025] Furthermore, the verification unit is specifically used for:

[0026] The control strategy model is converted into C language code and integrated with the basic software layer and interface layer software to obtain the compilation result. The compilation result is then integrated into the whole vehicle, and the control strategy function is verified through a real vehicle to see if it achieves the expected goal.

[0027] This invention is developed independently using a Simulink model, which can quickly complete the design and verification of vehicle mode switching control. Compared with manual code development, it reduces the testing and verification burden and has the characteristics of strong reusability and good flexibility.

[0028] This invention sends the vehicle mode to the CAN network via CAN messages. Each ECU of the vehicle selectively receives the vehicle mode signal according to actual needs, and customizes the suppression function under the specific vehicle mode as needed to reduce the risk factors of battery power depletion and ensure that the battery state of charge meets the requirements or extends the battery working time when the vehicle is handed over.

[0029] Other features and advantages of the invention will be set forth in the following description, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures pointed out in the description and the drawings. Attached Figure Description

[0030] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0031] Figure 1 This is a flowchart illustrating a method for implementing vehicle mode switching control according to an embodiment of the present invention;

[0032] Figure 2 This is a schematic diagram of the software composition according to an embodiment of the present invention;

[0033] Figure 3 This is a schematic diagram of the vehicle mode function according to an embodiment of the present invention;

[0034] Figure 4 This is a timing diagram of the real-time switching between factory pause mode and transportation mode in an embodiment of the present invention;

[0035] Figure 5 This is a timing diagram for real-time switching of the hub mode to the user mode in an embodiment of the present invention. Detailed Implementation

[0036] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0037] During vehicle production and transportation, various uncertainties can lead to unnecessary battery consumption and reduce battery life. To ensure that the battery's state of charge meets requirements or to extend battery operating time when the vehicle is delivered, it is crucial and urgent for each ECU in the vehicle to adapt to the needs and overcome the shortcomings of existing technical solutions. The vehicle mode switching control was developed to solve this problem.

[0038] Existing technologies lack methods for rapid design and verification of vehicle mode switching control. Therefore, this invention proposes a method and system for implementing vehicle mode switching control, including both a method and a system for implementing vehicle mode switching control.

[0039] This invention is developed independently using a Simulink model, which can quickly complete the design and verification of vehicle mode switching control. Compared with manual code development, it reduces the testing and verification burden and has the characteristics of strong reusability and good flexibility.

[0040] Firstly, such as Figure 1 As shown, the present invention provides a method for implementing vehicle mode switching control, the method comprising the following steps:

[0041] Step S101: Design the vehicle mode switching control strategy to obtain the control strategy model;

[0042] Step S102: Use software to perform simulation tests to test the control strategy model;

[0043] Step S103: After compiling the control strategy model, integrate it into the vehicle and verify the functionality of the control strategy model through a real vehicle test.

[0044] In this embodiment, the design of the vehicle mode switching control strategy to obtain a control strategy model, and the use of software for simulation testing to verify the control strategy model, specifically includes:

[0045] The vehicle mode function control strategy is designed and developed based on the Simulink model. The basic software layer is developed using C language programming. The Simulink model and the basic software layer interact with each other and call interfaces through the interface layer. After the control strategy model is designed, it is simulated and verified in Simulink.

[0046] In practice, the vehicle mode function control strategy is designed and developed based on the Simulink model. The BSW (Basic Software Layer) adopts the traditional C language programming development method. The two interact with each other and call interfaces through the RTE interface layer. Developers only need to focus on the development of the control strategy and do not need to understand the underlying software and hardware in detail. Once the strategy model is built, it can be directly simulated and tested in Simulink.

[0047] Simulink is a visual simulation tool within MATLAB, developed by MathWorks. Simulink is a modular graph environment used for multi-domain simulation and model-based design. It supports system design, simulation, automatic code generation, and continuous testing and verification of embedded systems.

[0048] RTE is an implementation of the interface of AUTOSAR Virtual Function Bus (VFB). It provides basic services for communication between application software components, and also facilitates access to basic software components containing the OS.

[0049] AUTOSAR (Automotive Open Systems Architecture) is an alliance of global automakers, component suppliers, and other electronics, semiconductor, and software systems companies, with members maintaining development partnerships. Since 2003, partner companies have collaborated to develop an open, standardized software architecture for the automotive industry. The AUTOSAR architecture facilitates the exchange and updating of vehicle electronic system software and provides a foundation for the efficient management of increasingly complex vehicle electronic and software systems. Furthermore, AUTOSAR improves cost efficiency while ensuring product and service quality.

[0050] In this embodiment, the process of compiling and integrating the control strategy model into the vehicle, and verifying the functionality of the control strategy model through a real vehicle, specifically includes:

[0051] The control strategy model is converted into C language code and integrated with the basic software layer and interface layer software to obtain the compilation result. The compilation result is then integrated into the whole vehicle, and the control strategy function is verified through a real vehicle to see if it achieves the expected goal.

[0052] In practice, the control strategy model is converted into C code, which is then integrated and compiled with the BSW basic software and RTE interface layer software. Finally, the control strategy function is verified through a real vehicle test.

[0053] Software architecture such as Figure 2 As shown, the vehicle body domain controller is used to control the vehicle and comprehensively manage all actuators. The basic software layer mainly provides basic software services, including standardized system functions and functional interfaces, and consists of a series of basic service software, including system services, memory services, and communication services. The control strategy model is designed at the functional strategy layer, which is connected to the basic software layer by the RTE interface software layer.

[0054] In this embodiment, the control strategy model includes a master module and a slave module. The master module is a vehicle domain controller module that integrates a vehicle mode management system and sends vehicle mode information.

[0055] Each slave module receives vehicle mode information sent by the master module via the CAN network bus and performs corresponding appropriate actions to suppress and control vehicle mode.

[0056] In this embodiment, the control strategy model includes two vehicle mode switching methods: either directly entering a specified mode by sending a service request command through the diagnostic tool, or actively judging and controlling the switching of the vehicle mode in real time based on the collected vehicle characteristic signals and the vehicle mode function control strategy.

[0057] In practice, the diagnostic instrument sends the UDS 0x31 service request command to directly enter the specified mode.

[0058] In this embodiment, the vehicle characteristic signals include: overtaking light switch signal, hazard warning light switch signal, position light switch signal, brake pedal signal, power gear relay feedback signal, vehicle speed signal, collision signal, and key authentication signal.

[0059] In practice, the vehicle domain controller needs to collect characteristic signals, including overtaking light switch signals, hazard warning light switch signals, position light switch signals, brake pedal signals, power gear relay feedback signals, and signals or bus communication messages output by other controllers in the vehicle, such as vehicle speed signals, collision signals, and key authentication signals. Through these signals, the controller identifies the current vehicle mode status and the driver's operating intentions, and then outputs the corresponding vehicle mode signals to the CAN bus network according to the control strategy.

[0060] In this embodiment, the vehicle mode is divided into two modes: master and slave. The master mode includes factory mode, transportation mode, collision mode, hub mode, and user mode.

[0061] The slave modes include factory mode, transportation mode, collision mode, hub rotation mode, user mode, factory pause mode, and transportation pause mode. When the vehicle mode is factory pause mode or transportation pause mode, its corresponding master mode is user mode. Otherwise, the master and slave modes corresponding to the vehicle mode remain consistent.

[0062] Secondly, the present invention provides an implementation system for vehicle mode switching control, comprising: a design unit, a testing unit, and a verification unit;

[0063] The design unit is used to design the vehicle mode switching control strategy;

[0064] The test unit is used to test the control strategy model through software simulation testing.

[0065] The verification unit is used to compile the control strategy model and integrate it into the vehicle, and to verify the control strategy function through a real vehicle.

[0066] In this embodiment, the test unit is specifically used for:

[0067] The vehicle mode function control strategy is designed and developed based on the Simulink model. The BSW basic software is developed using C language programming. The two interact with each other and call interfaces through the RTE interface layer. Once the strategy model is built, it can be directly simulated and verified in Simulink.

[0068] In this embodiment, the verification unit is specifically used for:

[0069] The control strategy model is converted into C code, integrated and compiled with the BSW basic software and RTE interface layer software, and finally verified through a real vehicle to see if the control strategy function achieves the expected goal.

[0070] In practice, the implementation process of the vehicle mode switching control system and the implementation method of the vehicle mode switching control of this invention correspond one-to-one, and will not be elaborated here.

[0071] To enable those skilled in the art to better understand the present invention, the principles of the present invention are explained below in conjunction with the accompanying drawings:

[0072] The vehicle mode control system comprises a master module and slave modules. The master module refers to the ECU that integrates the vehicle mode switching control algorithm system. Its purpose is to send specific vehicle mode signals to the CAN bus via the network according to the operating conditions and control strategies. Slave modules refer to some ECUs that receive the vehicle mode signals sent by the master module. Their purpose is to customize suppression strategies based on the vehicle mode signals to reduce the risk of unnecessary battery consumption. The master module is the body domain controller module, which integrates the vehicle mode management system and sends vehicle mode information. Vehicle modes include factory mode, factory pause mode, transportation mode, transportation pause mode, hub mode, collision mode, and user mode. The slave modules include seat modules, PLG control modules, engine control modules, instrument cluster, door modules, etc. Each slave module receives the vehicle mode information sent by the master module via the CAN network bus and executes corresponding reasonable actions to suppress and achieve vehicle mode management, aiming to reduce unnecessary battery consumption in various scenarios.

[0073] Figure 2 This diagram illustrates the software architecture of the vehicle domain controller. The vehicle mode function control strategy is designed and developed based on the Simulink model. The BSW basic software is developed using traditional C language programming. The two interact and call interfaces through the RTE interface layer. Developers only need to focus on the development of the control strategy without needing to understand the underlying hardware and software in detail. Once the strategy model is built, it can be directly simulated and verified under Simulink. Finally, the three parts of the code are merged together for integration and compilation. The actual vehicle is used to verify whether the designed control strategy achieves the expected goal.

[0074] Figure 3This is a schematic diagram of vehicle mode functions. For ease of explanation, only the parts relevant to the embodiment of this invention are shown. The vehicle mode is divided into master and slave modes. The master mode includes factory mode, transportation mode, collision mode, hub mode, and user mode; the slave mode includes factory mode, transportation mode, collision mode, hub mode, user mode, factory pause mode, and transportation pause mode. When the vehicle mode is factory pause mode or transportation pause mode, its corresponding master mode is user mode. Otherwise, the master and slave modes corresponding to the vehicle mode remain consistent. There are five master modes and seven slave modes. When receiving vehicle mode signals, slave modules select to receive only one of the master mode or slave mode signals according to their own control needs. Not all slave modules will receive both master and slave mode signals. The master and slave modules will trigger some suppression functions in certain specific vehicle modes. For example, in factory mode, the master module disables the Polling function, blocks PE, and disables the vehicle search function; in transportation mode or transportation pause mode, it disables the window lifting function except for the driver's side window in the ON position; in transportation pause mode, only the driver's side door can be unlocked, and the unlocking function of other doors needs to be suppressed. The I HU instrument cluster receives a master mode signal to display the vehicle's current mode; OTA functionality is disabled in collision or swerve modes. The EMS engine controller receives a slave mode signal to limit the maximum speed in transport pause, collision, and swerve modes. The SCU seat module disables seat heating, ventilation, and massage functions in collision or swerve modes. Figure 3 This illustrates the signal input and output sources that enable the main module of the integrated vehicle mode switching control system to interact with the outside world in terms of its functional implementation.

[0075] There are two ways to switch vehicle modes: either by sending a UDS 0x31 service request command through the diagnostic tool to directly enter the specified mode, or by the body domain controller actively judging based on the collected vehicle characteristic signals and the vehicle mode function control strategy, and controlling the switching of vehicle modes in real time.

[0076] The body domain controller switches vehicle modes via the aforementioned state machine logic. The default vehicle mode of the body domain control module is factory mode. When the KL15 vehicle is first powered on and switched to ACC or ON, it enters factory pause mode. In the final step of leaving the factory, the vehicle mode is configured to transport mode. When the vehicle is powered off and cold started, the previous vehicle mode is recorded.

[0077] The following describes the vehicle mode management system's real-time vehicle mode information transmission control strategy.

[0078] 1. The switching logic between factory mode and factory pause mode is as follows: if the vehicle is in factory mode before the power is turned on to ACC or ON and the vehicle speed is less than 4km / h, it will switch to factory pause mode after the power is turned on to ACC or ON. The vehicle will be turned off and the power will be turned off. It will enter factory mode after three minutes. If the hazard warning light switch is pressed and held for more than 5 seconds during the three-minute countdown, the three-minute countdown will be reset.

[0079] 2. The switching logic between transport mode and transport pause mode is as follows: if the vehicle mode is transport mode before the engine starts and the vehicle speed is less than 4km / h, it will switch to transport pause mode after the engine starts and the engine will be turned off to enter transport mode.

[0080] 3. When the vehicle is in any mode and receives a valid collision signal, it switches to collision mode. If the vehicle's power status changes from OFF to ON twice consecutively within 10 seconds, the system will automatically switch to user mode.

[0081] 4. When the vehicle is in factory pause mode, the vehicle power is ON, and the vehicle speed is less than 4 km / h, within 5 seconds of the brake pedal being depressed, the hazard warning lights will be switched on and off twice consecutively, followed by the overtaking lights being switched on and off twice. The system will then switch to transport mode. The relevant signal operation control timing diagram is as follows: Figure 4 As shown.

[0082] 5. When the vehicle is in user mode, the engine is started, and the vehicle speed is less than 4 km / h, within 5 seconds of pressing the brake pedal, first activate the hazard warning light switch, then perform two on / off operations on the position light switch, and then activate the hazard warning light switch again. The system will then switch to hub mode. The relevant signal operation control timing diagram is as follows: Figure 5 As shown.

[0083] The following describes the vehicle mode management system's diagnostic configuration-based vehicle mode switching control strategy.

[0084] 1. When the vehicle power is ON and the vehicle is in factory pause mode with a speed <5km / h, the user can switch the vehicle mode management system from factory pause mode to user mode using "diagnostic command = user mode".

[0085] 2. When the vehicle power is ON and the vehicle is in transport mode with a speed <5km / h, the user can switch the vehicle mode management system from transport mode to user mode using "diagnostic command = user mode".

[0086] 3. When the vehicle's power status is in Running, meaning the engine has successfully started and the vehicle is in swivel mode with a speed <5km / h, the user can switch the vehicle mode management system from swivel mode to user mode using "Diagnostic command = User mode".

[0087] 4. When the vehicle power is ON, the vehicle is in collision mode, and the vehicle speed is <5km / h, the user can switch the vehicle mode management system from collision mode to user mode through "diagnostic command = user mode".

[0088] 5. When the vehicle power is ON, the vehicle is in user mode, the vehicle speed is <5km / h, and a valid key is present in the vehicle, the user can switch the vehicle mode management system from user mode to factory pause mode by using the "diagnostic command = factory pause mode".

[0089] 6. When the vehicle power is ON and the vehicle is in transport mode with a speed <5km / h, the user can switch the vehicle mode management system from transport mode to factory pause mode using the "diagnostic command = factory pause mode".

[0090] 7. When the vehicle power is ON, the vehicle is in collision mode, the vehicle speed is <5km / h, and a valid key is present in the vehicle, the user can switch the vehicle mode management system from collision mode to factory pause mode by using "diagnostic command = factory pause mode".

[0091] 8. When the vehicle power is ON, the vehicle is in user mode, the vehicle speed is <5km / h, and a valid key is present in the vehicle, the user can switch the vehicle mode management system from user mode to transportation mode via "diagnostic command = transportation mode".

[0092] 9. When the vehicle power is ON and the vehicle is in factory pause mode with a speed <5km / h, the user can switch the vehicle mode management system from factory pause mode to transportation mode via "diagnostic command = transportation mode".

[0093] 10. When the vehicle power is ON, the vehicle is in collision mode, the vehicle speed is <5km / h, and a valid key is present in the vehicle, the user can switch the vehicle mode management system from collision mode to transportation mode via "diagnostic command = transportation mode".

[0094] 11. When the vehicle's power status is in Running, meaning the engine has started successfully and the vehicle is in user mode with a speed <5km / h, the user can switch the vehicle mode management system from user mode to hub mode using the "diagnostic command = hub mode".

[0095] Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for implementing vehicle mode switching control, characterized in that, The implementation method includes the following steps: A control strategy model was designed for vehicle mode switching, and the model was tested by simulation using software. The control strategy model is compiled and integrated into the vehicle, and its functionality is verified through a real vehicle test. The control strategy model includes two vehicle mode switching methods: directly entering the specified mode by sending a service request command through the diagnostic tool, or actively judging and controlling the switching of the vehicle mode in real time based on the collected vehicle characteristic signals and the vehicle mode function control strategy. Specifically, it includes: identifying the current vehicle mode status and the driver's operation intention through vehicle characteristic signals, and then outputting the corresponding vehicle mode signal according to the control strategy. The vehicle mode is divided into two modes: master and slave. When the slave mode of the vehicle mode is the factory pause mode or the transportation pause mode, the corresponding master mode is the user mode. Otherwise, the master and slave modes of the vehicle mode are consistent.

2. The method for implementing vehicle mode switching control according to claim 1, characterized in that, The process of designing a control strategy model for vehicle mode switching and then using software simulation testing to verify the control strategy model includes: The vehicle mode function control strategy is designed and developed based on the Simulink model. The basic software layer is developed using C language programming. The Simulink model and the basic software layer interact with each other and call interfaces through the interface layer. After the control strategy model is designed, it is simulated and verified in Simulink.

3. The method for implementing vehicle mode switching control according to claim 1, characterized in that, The process of compiling the control strategy model and integrating it into the vehicle, and then verifying the functionality of the control strategy model through a real vehicle, specifically includes: The control strategy model is converted into C language code and integrated with the basic software layer and interface layer software to obtain the compilation result. The compilation result is then integrated into the whole vehicle, and the control strategy function is verified through a real vehicle to see if it achieves the expected goal.

4. The method for implementing vehicle mode switching control according to claim 1, characterized in that, The control strategy model includes a master module and a slave module. The master module is a vehicle domain controller module that integrates a vehicle mode management system and sends vehicle mode information. Each slave module receives vehicle mode information sent by the master module via the CAN network bus and performs corresponding appropriate actions to suppress and control vehicle mode.

5. The method for implementing vehicle mode switching control according to claim 1, characterized in that, The vehicle characteristic signals include: overtaking light switch signal, hazard warning light switch signal, position light switch signal, brake pedal signal, power gear relay feedback signal, vehicle speed signal, collision signal, and key authentication signal.

6. The method for implementing vehicle mode switching control according to claim 1, characterized in that, The main modes include factory mode, transportation mode, collision mode, hub mode, and user mode; The modes include Factory Mode, Transportation Mode, Collision Mode, Hub Mode, User Mode, Factory Pause Mode, and Transportation Pause Mode.

7. A system for implementing vehicle mode switching control, characterized in that, include: Design unit, testing unit, and verification unit; The design unit is used to design the vehicle mode switching control strategy; The test unit is used to test the control strategy model through software simulation testing. The verification unit is used to compile the control strategy model and integrate it into the vehicle, and to verify the control strategy function through a real vehicle. The control strategy model includes two vehicle mode switching methods: directly entering the specified mode by sending a service request command through the diagnostic tool, or actively judging and controlling the switching of the vehicle mode in real time based on the collected vehicle characteristic signals and the vehicle mode function control strategy. Specifically, it includes: identifying the current vehicle mode status and the driver's operation intention through vehicle characteristic signals, and then outputting the corresponding vehicle mode signal according to the control strategy. The vehicle mode is divided into two modes: master and slave. When the slave mode of the vehicle mode is the factory pause mode or the transportation pause mode, the corresponding master mode is the user mode. Otherwise, the master and slave modes of the vehicle mode are consistent.

8. The vehicle mode switching control implementation system according to claim 7, characterized in that, The test unit is specifically used for: The vehicle mode function control strategy is designed and developed based on the Simulink model. The basic software layer is developed using C language programming. The Simulink model and the basic software layer interact with each other and call interfaces through the interface layer. After the control strategy model is designed, it is simulated and verified in Simulink.

9. The vehicle mode switching control implementation system according to claim 7, characterized in that, The verification unit is specifically used for: The control strategy model is converted into C language code and integrated with the basic software layer and interface layer software to obtain the compilation result. The compilation result is then integrated into the whole vehicle, and the control strategy function is verified through a real vehicle to see if it achieves the expected goal.

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