Power domain control system and vehicle

Abstract

The invention relates to a power domain control system and a vehicle, and the system comprises an energy torque management system ETMS, and a backup controller cETMS, an intelligent data terminal D-Box, a low-voltage control module LCM and a high-voltage control module HCM which are connected with the energy torque management system ETMS through a bus, wherein the ETMS is used for cooperatively controlling a plurality of power parts of the vehicle; the backup controller cETMS is used for performing fault-tolerant control on a plurality of power components and managing a battery of the vehicle; the intelligent data terminal D-Box is used for providing a remote cooperative control function; the low-voltage control module LCM is used for controlling the on-off of a power supply loop of low-voltage equipment and carrying out power distribution, protection, monitoring and diagnosis on all low-voltage electric equipment of the whole vehicle; the high-voltage control module HCM is used for conducting heating, ventilation and air conditioning control on the vehicle. The safety and stability of vehicle driving can be improved.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle safety control, and in particular to a power domain control system and a vehicle. Background Art

[0002] At present, autonomous driving technology needs to integrate related technologies such as perception, decision-making and control. In order to apply autonomous driving technology to vehicles, the existing traditional distributed vehicle electronic and electrical architecture manages different parts of the vehicle through multiple independent control units, such as the vehicle control unit (VCU), transmission control unit (TCU) and motor control unit (MCU).

[0003] However, the traditional distributed vehicle electronic and electrical architecture has problems such as insufficient computing power, insufficient communication bandwidth, and difficulty in software upgrades. It cannot meet the needs of future vehicle intelligence and affects the safety and stability of vehicle autonomous driving. Summary of the invention

[0004] The embodiments of the present disclosure provide a power domain control system and a vehicle to improve the accuracy of hands-off detection, so as to at least partially solve the above-mentioned technical problems.

[0005] In order to achieve the above object, according to a first aspect of the present disclosure, a power domain control system is provided, comprising an energy torque management system ETMS, and a backup controller cETMS, an intelligent data terminal D-Box, a low voltage control module LCM and a high voltage control module HCM connected to the energy torque management system ETMS via a bus, wherein:

[0006] The energy torque management system ETMS is used to coordinately control multiple power components of the vehicle;

[0007] The backup controller cETMS is used to perform fault-tolerant control on the plurality of power components and manage the battery of the vehicle;

[0008] The intelligent data terminal D-Box is used to provide remote collaborative control function for the energy torque management system ETMS;

[0009] The low voltage control module LCM is used to control the on and off of the low voltage equipment power supply circuit, and to distribute power, protect, monitor and diagnose all low voltage electrical equipment in the vehicle;

[0010] The high-voltage control module HCM is used to control heating, ventilation and air conditioning of the vehicle.

[0011] Optionally, the energy torque management system ETMS communicates with multiple control modules of the energy torque management system ETMS through a vehicle bus for energy management, vehicle control and drive control of the vehicle, and restarting the backup controller cETMS when the backup controller cETMS fails;

[0012] The backup controller cETMS is used to take over the control function when the energy torque management system ETMS fails, and restart the energy torque management system ETMS;

[0013] The high-voltage control module HCM is also used to control the on and off of the power supply circuit of the high-voltage equipment, control the main drive motor, auxiliary drive motor, power steering motor DCAC, brake air pump motor DCAC, DC step-down controller DCDC, air conditioning controller, main positive contactor, and pre-charging of the electric defrost PTC.

[0014] Optionally, the energy torque management system ETMS is internally provided with a vehicle control unit, a motor control unit, a gearbox control unit and a thermal management system, wherein:

[0015] The vehicle control unit is used to receive the driver's operation signal and send the signal to the motor control unit and the gearbox control unit through inter-core communication to adjust the motor output torque and the gear shift of the gearbox;

[0016] The thermal management system is used to monitor the temperature condition of the vehicle and, by working in conjunction with the vehicle control unit, adjust the cooling system to optimize the heat dissipation effect of the vehicle.

[0017] Optionally, the backup controller works in conjunction with a battery management system main controller and communicates with a charging pile via a charging bus to implement charging management and fault response of the vehicle battery.

[0018] Optionally, the energy torque management system ETMS is connected to the vehicle's instrument panel, anti-lock braking device, shift handle and other CAN accessories through the vehicle bus, and performs data exchange to achieve comprehensive control of the vehicle.

[0019] Optionally, the energy torque management system ETMS comprises a slope and mass estimation module, which is used to:

[0020] Acquiring climbing status information of the vehicle; the climbing status information includes the mass of the vehicle and the real-time slope of the road on which the vehicle is located;

[0021] According to the climbing state information, the original control strategy of the transmission control module is updated to a target control strategy, so that the transmission control module controls the gear shifting timing of the vehicle and the operation of the clutch during gear shifting based on the target control strategy.

[0022] Optionally, the energy torque management system ETMS further includes a motor control module, which is used to:

[0023] Obtaining current driving status information of the vehicle;

[0024] The speed and power of the motor of the vehicle are controlled according to the difference between the driving state information and the preset target driving state information.

[0025] Optionally, the energy torque management system ETMS further includes an energy management module, which is used to:

[0026] Real-time control of the status of the battery and motor of the vehicle;

[0027] Distributing and controlling power for multiple motors of the vehicle;

[0028] Energy is recovered during deceleration and braking of the vehicle.

[0029] Optionally, the energy torque management system ETMS and the backup controller cETMS form a dual anti-downtime structure for providing a dual-layer anti-downtime mechanism, and the energy torque management system ETMS includes a first processing core for processing control tasks, and a second processing core reserved for performing emergency tasks, wherein:

[0030] When the first processing core fails, the first layer anti-downtime mechanism is triggered to control the second processing core to take over the pending tasks of the first processing core;

[0031] When the second processing core fails, the second layer anti-downtime mechanism is triggered to control the backup controller cETMS to take over the pending tasks of the second processing core.

[0032] Optionally, the dual anti-downtime structure is also used for:

[0033] When a mutual safety check is performed between the multiple processing cores in the energy torque management system ETMS and the backup controller cETMS, when any one of the processing cores fails, the other processing cores perform a software restart on the failed processing core;

[0034] When one of the energy torque management system ETMS and the backup controller cETMS fails, the other performs a hardware restart operation on the failed one.

[0035] Optionally, the energy torque management system ETMS and the backup controller cETMS use automotive-grade single-chip microcomputer chips.

[0036] Optionally, the bus is a controller area network bus.

[0037] Optionally, the high voltage control module HCM includes an air conditioning controller, a PTC controller, a battery thermal management controller, and a cooling fan controller.

[0038] According to a second aspect of the present disclosure, a vehicle is provided, comprising the power domain control system as described above.

[0039] The power domain control system of the disclosed embodiment adopts a multi-core high-performance processor, which can significantly improve the computing power of the system. The centralized architecture can optimize the data transmission path, increase the communication bandwidth and data transmission speed, and reduce latency, thereby improving the real-time response capability of the system. It also adopts the energy torque management system ETMS and the backup controller cETMS to form a dual anti-downtime structure. Through multi-core mutual verification and backup controller cETMS, the risk of system freeze and downtime is greatly reduced, and the stability and safety of autonomous driving are improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present disclosure, and those skilled in the art can obtain other drawings based on these drawings without creative work.

[0041] In order to more completely understand the present disclosure and its beneficial effects, the following description will be made in conjunction with the accompanying drawings, wherein the same drawing numbers represent the same parts in the following description.

[0042] Figure 1 is a schematic structural diagram of a power domain control system provided in an exemplary embodiment of the present disclosure;

[0043] Figure 2 is a structural schematic diagram of an energy torque management system ETMS provided in an exemplary embodiment of the present disclosure;

[0044] Figure 3 is a structural schematic diagram of a dual anti-downtime structure provided in an exemplary embodiment of the present disclosure;

[0045] Figure 4 is a block diagram of a vehicle provided in an exemplary embodiment of the present disclosure. DETAILED DESCRIPTION

[0046] The technical solutions in the embodiments of the present disclosure will be described clearly and completely below in conjunction with the drawings in the embodiments of the present disclosure. Obviously, the described embodiments are only a part of the embodiments of the present disclosure, not all of the embodiments. Based on the embodiments in the present disclosure, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present disclosure.

[0047] The degree of intelligence of vehicles is getting higher and higher, and intelligence has become an important direction for the development of the future vehicle industry. Existing autonomous driving technology needs to integrate related technologies such as perception, decision-making and control. High-precision road condition perception and fast and accurate decision-making control require the cooperation of powerful on-board controllers. However, the traditional distributed vehicle electronic and electrical architecture currently used has been widely used in vehicle control systems. This architecture manages different parts of the vehicle through multiple independent control units, such as the vehicle controller VCU (Vehicle control unit), transmission controller (TCU, Transmission Control Unit) and motor controller (MCU, Motor Control Unit), etc. Each control unit independently performs specific control tasks and communicates data through the bus system.

[0048] However, with the continuous improvement of vehicle intelligence, the traditional distributed vehicle electronic and electrical architecture has significant shortcomings. First, the computing power of the distributed architecture is limited, and it is difficult to meet the large amount of data processing and complex algorithm operations required for autonomous driving and advanced driver assistance systems (ADAS). Secondly, the communication bandwidth of the traditional architecture is insufficient and cannot support the needs of high-bandwidth, low-latency data transmission, resulting in slow system response and affecting the real-time control of the vehicle. In addition, the traditional structure also has the problem of difficult software upgrades. The existence of multiple independent control units makes software maintenance and upgrades complex and time-consuming, and it is difficult to quickly respond to changes in the market and technology.

[0049] In this solution, the power domain control system integrates functions such as transmission control, motor control, and vehicle accessory control through the energy torque management system ETMS, thereby improving system integration and enhancing the level of intelligent and automated control of the vehicle, thereby significantly improving the safety and stability of vehicle driving.

[0050] The present disclosure is described below in conjunction with specific embodiments.

[0051] Figure 1 is a schematic diagram of a power domain control system provided by an embodiment of the present disclosure, such as Figure 1As shown, the power domain control system includes an energy torque management system ETMS, a backup controller cETMS, an intelligent data terminal D-Box, a low voltage control module LCM and a high voltage control module HCM connected to the energy torque management system ETMS through a bus, wherein:

[0052] The energy torque management system ETMS is used to coordinate the control of multiple power components of the vehicle;

[0053] The backup controller cETMS is used to perform fault-tolerant control of multiple power components and manage the vehicle's battery;

[0054] The intelligent data terminal D-Box is used to provide remote collaborative control functions for the energy torque management system ETMS;

[0055] The high voltage control module (HCM) is used to control the heating, ventilation and air conditioning of the vehicle.

[0056] The bus is a controller area network bus, such as a CAN bus, through which the above components transmit and communicate information.

[0057] First, the overall architecture of the power domain control system is introduced. The power domain control system can be functionally divided into a communication bus, an information acquisition module, a processing unit, and an execution unit. The units transmit and communicate information through the communication bus.

[0058] In the specific implementation, the communication bus serves as a communication bridge between modules in the system, responsible for transmitting and exchanging information. It ensures that modules can be interconnected and share information in real time, improving the overall coordination and response speed of the system. It has high bandwidth, low latency, supports real-time data transmission, and ensures fast and stable transmission of information between modules.

[0059] The information acquisition unit can be responsible for collecting real-time status information of the vehicle, such as speed, position, acceleration, battery status, temperature, etc. At the same time, it can obtain the current working mode of the vehicle, such as driving mode, parking mode, etc. The collected information is sent to the processing module through the communication bus for further processing and analysis. It can collect various operating parameters of the vehicle in real time and accurately, and provide basic data for the decision-making and control of the system.

[0060] The processing unit can perform calculations and analyses based on the data provided by the information acquisition module using preset programs and algorithms. The processing unit can analyze the received real-time status information and working mode and generate corresponding control strategies. These control strategies are then sent to the execution module via the communication bus. Through complex algorithms and programs, control strategies can be formulated quickly and accurately to improve the intelligent control level of the vehicle.

[0061] The execution unit can receive the control strategy output by the processing module and perform corresponding actions. According to the control strategy, it controls various subsystems and components of the vehicle, such as the gearbox, motor, battery, etc., to ensure that the vehicle operates as expected. It executes control commands efficiently and accurately to ensure stable operation and performance optimization of the vehicle under various working conditions.

[0062] Among them, the high-voltage control module HCM can also be referred to as "all-in-one HAVC", which includes an air-conditioning controller, a PTC controller, a battery thermal management controller, and a cooling fan controller, which are used to heat, ventilate and air-condition the vehicle.

[0063] The power domain control system disclosed in the present invention can also be equipped with an intelligent data terminal D-Box, which can also be called an "intelligent T-Box terminal" to provide remote collaborative control management and software upgrade functions for the energy torque management system ETMS. Through the wireless communication network, the intelligent T-Box terminal can realize remote monitoring, fault diagnosis and software updates of the energy torque management system ETMS. The system can receive the latest software upgrades and optimizations at any time to improve the overall performance and user experience of the vehicle. Improve the flexibility and maintainability of the system, reduce vehicle downtime, and ensure that the system is always in the best condition.

[0064] The power domain control system disclosed in the present invention can realize real-time monitoring, intelligent decision-making and efficient execution of vehicle status through the functional division of each unit and the efficient transmission of the communication bus. The information acquisition unit provides accurate data, the processing unit performs complex calculations and analysis, the execution unit responds quickly to the control strategy, and the intelligent T-Box terminal ensures remote management and timely upgrades of the system. This design not only improves the intelligence and automation level of the system, but also enhances the stability and reliability of the system to meet the development needs of future intelligent vehicles.

[0065] In some embodiments, the power domain control system can adopt a dual motor system and improve the efficiency and performance of the power system through collaborative control technology. Among them, the dual motor system refers to the installation of two motors in the power system of the vehicle. The two motors can drive different wheels or shafts respectively, or work together to drive the same axle. The efficiency of power output and the overall performance of the vehicle can be improved through the collaborative work of the dual motors. Collaborative control refers to the use of intelligent algorithms and control strategies to enable the two motors to cooperate with each other under different working conditions to ensure that each motor works in its highest efficiency range. The output power and speed of the two motors can be dynamically adjusted according to the vehicle status information collected in real time (such as speed, load, road conditions, etc.) to achieve the best efficiency and performance under different working conditions. Through collaborative control, the two motors can work in their highest efficiency range. For example, when driving at low speed, one motor is responsible for driving the vehicle, while the other motor can be used for energy recovery; when driving at high speed, the two motors work together to provide greater power output. Since the motor works in the highest efficiency range, energy loss can be reduced, thereby reducing the overall energy consumption of the system.

[0066] Compared with a single-motor system, dual-motor drive adds a set of motors and corresponding controllers, which requires more complex control strategies and coordination mechanisms, but can bring higher efficiency and more flexible control. The dual-motor system can adopt a variety of drive schemes, such as the front and rear axles are driven by different motors, or one motor is used for power output and the other is used for energy recovery or auxiliary drive.

[0067] like Figure 1 As shown, the energy torque management system ETMS can be connected to the backup controller cETMS, the intelligent data terminal D-Box, the low-voltage control module LCM and the high-voltage control module HCM through the CAN bus to form a power domain control system. And it is also connected to other components and accessories through the CAN bus. Other components may include the instrument ICU, the anti-lock braking device ABS, the shift handle SCU and other CAN accessories, the motor 1, the motor 2, the gearbox 1, the gearbox 2, and the battery. Among them, the backup controller cETMS can also be connected to the charger through the CAN bus. It should be noted that when there is no battery management system in the system or the battery management system is not running, the backup controller cETMS can also be connected to the power battery pack to perform battery management on the power battery pack.

[0068] In some embodiments, the energy torque management system ETMS can communicate with multiple control modules of the energy torque management system ETMS through the vehicle bus to perform energy management, vehicle control and drive control on the vehicle, and restart the backup controller cETMS when the backup controller cETMS fails;

[0069] The backup controller cETMS is used to take over the control function when a failure occurs in the energy torque management system, and restart the energy torque management system;

[0070] The high-voltage control module HCM is used to control the on-off of the power supply circuit of the high-voltage equipment, control the main drive motor, auxiliary drive motor, power steering motor DCAC, brake air pump motor DCAC, DC step-down controller DCDC, air conditioning controller, main positive contactor, and pre-charge of electric defrost PTC. The low-voltage control module LCM is used to control the on-off of the power supply circuit of the low-voltage equipment, and distribute, protect, monitor and diagnose all low-voltage electrical equipment in the vehicle.

[0071] In specific implementation, the energy torque management system ETMS can serve as the core control unit of the system, responsible for managing and coordinating the work of the high-voltage and low-voltage equipment of the vehicle, ensuring that the vehicle can reasonably allocate and control energy under different working conditions. The energy torque management system ETMS interacts with each subsystem (including the energy torque management system, backup controller, high-voltage control module HCM and low-voltage control module LCM) through the vehicle bus to obtain and issue control instructions in real time to achieve overall control of the vehicle.

[0072] As a key submodule of the energy torque management system ETMS, the energy torque management system is responsible for the energy distribution and torque management of the entire vehicle. It communicates with other control modules of the vehicle (such as the motor control unit, the transmission control unit, etc.) through inter-core communication. ETMS calculates and optimizes the power output in real time based on the driver's operational input (such as acceleration, braking, etc.), combined with the current driving conditions, the battery status of the vehicle and other information, so that electric vehicles can operate with the highest energy efficiency under various driving conditions. It mainly distributes and adjusts the torque of the motor and the transmission to ensure that the power output of the vehicle meets the driving requirements. At the same time, it is also responsible for optimizing the recovery and use of energy, such as recovering kinetic energy during braking and storing it in the battery to improve the energy efficiency of the entire vehicle.

[0073] As a redundant system in the energy torque management system ETMS, the backup controller cETMS has high safety. When the energy torque management system (ETMS) fails, the backup controller cETMS will automatically take over the control function of the vehicle to ensure that the vehicle can continue to operate safely and avoid the situation where the vehicle loses control due to system failure. The backup controller cETMS communicates with ETMS through the vehicle bus. Once the fault signal of ETMS is detected, the backup controller cETMS will immediately start the control takeover program and quickly switch to its own control logic to ensure the normal operation of the vehicle's key systems (such as motors, batteries, braking systems, etc.).

[0074] It should be noted that when a controller fails, the energy torque management system will start the restart program function, which is similar to the restart process of a computer system. First, it will cut off some non-critical power supplies of the backup controller cETMS, and then clean up some key registers and caches inside it to remove erroneous data that may cause failures. Then, the energy torque management system ETMS can reinitialize the software program of the backup controller cETMS and restore it to its initial state or a known stable state. For example, reload the core part of the operating system or control program of the backup controller cETMS, and configure its basic parameters so that the backup controller cETMS can resume normal operation.

[0075] The high-voltage control module HCM can be responsible for controlling the on and off of the high-voltage circuit in the vehicle, ensuring that the high-voltage power supply can correctly and safely supply power to various key high-voltage devices. These devices usually operate at higher voltages (such as 300V, 400V or higher), such as motors, air conditioning systems, etc. The main drive motor is the core power source of the electric vehicle and is responsible for driving the vehicle forward. The high-voltage control module HCM adjusts the operating state of the motor by controlling the power switch and current flow of the motor.

[0076] Auxiliary drive motor: used to assist the main drive motor to provide additional power or for some special functions (such as four-wheel drive, etc.). The high-voltage control module HCM coordinates the power distribution between the auxiliary drive motor and the main drive motor.

[0077] Power steering motor: The motor in the power steering system (such as the electric power steering system), the high-voltage control module HCM controls its power supply on and off and power output.

[0078] The brake pump motor of an electric vehicle is used to assist the braking system, generating air pressure to enhance the braking effect. The high-voltage control module (HCM) controls the power supply to the brake pump to ensure that the brake system can work properly when needed.

[0079] The DC-DC Converter (DC-DC Converter) is used to convert high-voltage DC (such as battery voltage) into low-voltage DC (usually 12V or 24V) to supply low-voltage power systems (such as interior lighting, audio, etc.). The high-voltage control module (HCM) controls the startup and operation of the DCDC converter to ensure stable power supply to the low-voltage system.

[0080] Air conditioning systems usually require a high voltage power supply (especially electric air conditioners). The high voltage control module HCM controls the power switch of the air conditioning controller and ensures that the air conditioning can start and run normally when needed.

[0081] The main positive contactor is a key switch component of the high-voltage power circuit, which is responsible for connecting or disconnecting the high-voltage battery with other high-voltage systems (such as electric motors, charging systems, etc.). The high-voltage control module HCM controls the closing and opening of the contactor to ensure the safe and efficient operation of the system.

[0082] The electric defrost (PTC heater) is used to quickly remove frost or ice from the electric windows to ensure a clear view for the driver. The high voltage control module (HCM) controls the power supply to the electric defrost heater and performs pre-charging to ensure that it can start quickly and provide heat in cold weather.

[0083] The high-voltage control module HCM of this application is responsible for managing and coordinating the power supply and control of all high-voltage electrical equipment in electric vehicles. By controlling the power status of various motors (such as drive motors, steering motors, etc.), air conditioners, battery management systems and other high-voltage equipment, it ensures the stable operation of the system and can protect against failures, thereby ensuring the safety and functionality of the vehicle.

[0084] In some embodiments, the low voltage control module LCM can be responsible for controlling the power on and off of the low voltage circuit (usually 12V or 24V system) in the vehicle. For example, it controls the power switch of the headlights, the in-vehicle entertainment system, the air conditioner and other equipment. The low voltage control module LCM can also distribute the power provided by the battery to various low voltage devices, such as the lighting, air conditioning, electric windows, audio, etc. in the vehicle. These devices require low voltage power in the daily operation of the vehicle.

[0085] The low voltage control module LCM can also monitor the current, voltage and other parameters of the low voltage power supply. When the system is abnormal (such as short circuit, overload, etc.), the low voltage control module LCM can take measures to protect the low voltage circuit to avoid circuit damage or battery loss. The low voltage control module LCM can also monitor the operating status of the low voltage system in real time, including voltage, current, power consumption, etc., to ensure the normal operation of the system, and provide feedback to the driver or maintenance personnel through the vehicle's display screen or diagnostic tools.

[0086] In some embodiments, when a fault occurs in the low voltage system, the low voltage control module LCM may also perform fault diagnosis and provide an error code or warning to help technicians identify the problem and perform repairs in a timely manner.

[0087] As can be seen from the above, the energy torque management system ETMS of this application forms a highly integrated, redundant and energy-efficient system architecture by integrating the energy torque management system ETMS, the backup controller cETMS, the high-voltage control module HCM and the low-voltage control module LCM. The system can control and coordinate the high-voltage and low-voltage equipment of the whole vehicle in real time to ensure the safety and energy efficiency of the vehicle under various working conditions. At the same time, the backup controller cETMS provides redundancy protection to improve the overall safety and reliability of the whole vehicle.

[0088] In some embodiments, the energy torque management system ETMS may be provided with a vehicle control unit, a motor control unit, a transmission control unit and a thermal management system, wherein:

[0089] The vehicle control unit is used to receive the driver's operation signal and control the unit and the gearbox control unit through inter-core communication to adjust the motor output torque and the gear shift of the gearbox;

[0090] The thermal management system is used to monitor the temperature condition of the vehicle and, by working in conjunction with the vehicle control unit, adjust the cooling system to optimize the heat dissipation effect of the vehicle.

[0091] In the specific implementation, the vehicle control unit (VCU) is one of the core modules of the energy torque management system ETMS, which is mainly responsible for receiving and processing the operation signals from the driver. The driver's operation signals include acceleration, deceleration, steering and other additional control signals (such as braking, starting, etc.). The VCU calculates the required output torque and gear requirements by processing these signals, and communicates with other control units (such as the motor control unit MCU and the transmission control unit TCU) through inter-core communication.

[0092] When the driver inputs an acceleration signal through the accelerator pedal, the VCU receives the signal and calculates the target torque value of the motor. The VCU sends the target torque to the motor control unit (MCU) through inter-core communication. At the same time, the VCU also receives feedback signals of the vehicle status, including the current vehicle speed, motor working status, etc., to adjust the torque output in real time so that the motor can provide accurate power output according to the actual driving conditions. In addition, the VCU is also responsible for collaborating with the transmission control unit (TCU) to send gear adjustment instructions according to the driver's driving intentions and road conditions, thereby optimizing the vehicle's driving performance.

[0093] By interacting with multiple subsystems (MCU, TCU, etc.), the VCU not only controls the motor torque output and gear adjustment, but also dynamically adjusts the strategy according to the actual driving conditions. For example, it increases the proportion of energy recovery during braking and switches to the optimal gear under different working conditions to improve energy efficiency and driving comfort.

[0094] The motor control unit (MCU) receives the target torque command from the VCU and adjusts the motor's operating current and voltage to achieve precise torque output according to the vehicle's actual operating conditions. The MCU is a key module that directly controls the motor's operation and can quickly respond to VCU's commands to achieve precise execution of the driver's intentions.

[0095] The MCU not only simply executes the instructions of the VCU, but also makes real-time adjustments based on the status of the motor (such as motor temperature, current, voltage, etc.) to prevent the motor from being damaged due to overload or overheating. In addition, the MCU is also responsible for adjusting the reverse torque of the motor during the energy recovery phase to achieve the recovery of braking energy, converting kinetic energy into electrical energy and feeding it back to the battery, thereby improving the energy efficiency of the entire vehicle.

[0096] The Transmission Control Unit (TCU) works in conjunction with the VCU to select and adjust gears based on various parameters such as vehicle speed, torque demand, and driving mode. The TCU receives instructions from the VCU to control the gear shifting of the transmission to achieve smooth power output and optimized transmission efficiency.

[0097] The task of TCU is not only to simply switch gears, but also to ensure the smoothness of gear switching during vehicle startup, acceleration, deceleration and braking through collaboration with VCU and MCU, to avoid a decrease in driving experience due to frequent gear shifting or unreasonable gear shifting strategies. In addition, TCU can adaptively adjust the gear shifting strategy according to road conditions and driving habits to improve the transmission efficiency of the vehicle under different working conditions.

[0098] The thermal management system (TMS) is mainly responsible for monitoring the temperature status of key components of the vehicle, including the motor, gearbox, battery and other electronic components. During the operation of the vehicle, the operating temperature of the motor and battery is crucial to the performance, life and safety of the system. Therefore, the TMS obtains the temperature data of each component in real time through sensors, and works with the VCU to control the cooling system according to the actual situation.

[0099] TMS not only monitors temperature, but also dynamically adjusts the operating status of the cooling system. For example, when the temperature of the motor or battery is too high, TMS can increase the heat dissipation effect and reduce the temperature by adjusting the flow rate of the coolant or the speed of the cooling fan. At the same time, when the vehicle temperature is within the normal range, TMS can reduce the working intensity of the cooling system to save energy and improve the overall energy efficiency of the vehicle.

[0100] TMS works with VCU to ensure a balance between temperature regulation and power output. For example, TMS can actively reduce the output torque of the motor under high temperature conditions to prevent overheating problems, thereby extending the service life of the motor. In addition, in extremely cold conditions, TMS can also preheat the motor or battery through a heating device to ensure that the system can work normally in a low temperature environment.

[0101] As can be seen from the above, the various control units set up inside the energy torque management system (ETMS) work together to form a highly integrated and intelligent system. As the core control unit of the vehicle, the VCU is responsible for converting the driver's operating signals into control instructions for the motor and gearbox, while the MCU and TCU are responsible for executing specific control operations on the motor and gearbox respectively. TMS ensures the normal operation and efficient heat dissipation of the system through real-time monitoring and adjustment of the vehicle temperature. Through the collaborative work of these control modules, the vehicle can achieve efficient and smooth power output under various working conditions while ensuring the safety and reliability of the system.

[0102] In some embodiments, the backup controller can work in conjunction with the battery management system main controller to communicate with the charging pile through the charging bus to implement charging management and fault response of the vehicle battery.

[0103] In specific implementation, the backup controller is an important component of the vehicle battery management system. It is designed to take over the control of the system when the energy torque management system (ETMS) or its related control modules fails to ensure the normal operation of the vehicle's key functions. In the charging management process involving the vehicle battery, the backup controller can work with the battery management system master (BMS master) to perform charging control, fault detection and emergency response. The existence of the backup controller provides double protection for the entire battery management system. Even if there is a problem with the BMS master or energy management system, the backup controller can take over quickly to prevent the vehicle from entering an uncontrollable state. This redundant design greatly improves the reliability and safety of the system, especially when it comes to critical operations such as charging.

[0104] As the core module of the battery management system, the BMS main control is mainly responsible for battery status monitoring, charging control and fault diagnosis. The backup controller and the BMS main control exchange information through a dedicated communication bus or protocol (such as CAN bus) to ensure that the backup controller can obtain the working status and control strategy of the battery in real time. When the BMS main control is operating normally, the backup controller is in standby mode, monitoring the working status of the BMS main control and performing auxiliary control tasks according to its instructions.

[0105] When the BMS master fails or is not functioning properly, the backup controller can respond quickly and take over control of the battery management system. Specifically, the backup controller will continue to monitor the battery status, including voltage, temperature, charging current and other parameters based on the last set of operating data received from the BMS master. Based on this information, the backup controller can adjust the charging process to avoid dangerous situations such as overcharging or over-discharging the battery.

[0106] The backup controller and the BMS master not only work together to manage the working status of the battery, but also need to communicate with the external charging pile through the charging bus (usually a dedicated charging communication bus, such as the bus supported by the ISO 15118 standard). The main purpose of this communication is to coordinate the exchange of charging parameters between the charging pile and the vehicle, including voltage, current, charging mode, status feedback and other information.

[0107] When the vehicle is connected to the charging pile, the backup controller can work with the BMS master to negotiate charging parameters with the charging pile based on the current state of the battery (such as power, temperature). Through the charging bus, the vehicle can communicate information with the charging pile, such as the vehicle's current maximum charging current, charging voltage, and whether the battery is overheated or overcooled. Based on this information, the charging pile can automatically adjust the charging power to ensure the efficiency and safety of the charging process.

[0108] During the charging process, the backup controller monitors the battery status in real time. If an abnormality is detected in the battery, such as overtemperature, abnormal charging current or voltage fluctuation, the backup controller can immediately send a warning signal to the BMS main control or directly to the charging pile, requiring adjustment of charging parameters or suspension of charging. This fault response mechanism can effectively prevent the battery from being damaged during the charging process while ensuring charging safety.

[0109] During the charging process, the backup controller can dynamically adjust the charging strategy according to the real-time status of the battery. For example, when the battery temperature is too high, the backup controller can communicate with the charging pile to request a reduction in charging current or a pause in charging, and wait for the battery to cool before continuing charging. This ability to dynamically adjust the charging strategy makes the battery charging process safer and more efficient.

[0110] The backup controller can also work with the BMS master to select different charging modes according to different usage scenarios. For example, when the user is in an emergency and needs fast charging, the backup controller can select the fast charging mode with the BMS master, and provide the maximum charging power in a short time through efficient communication with the charging pile. In normal use, you can choose a more energy-saving slow charging mode to extend the battery life.

[0111] The communication between the backup controller and the charging pile is not limited to the sending and receiving of control instructions, but also includes real-time status feedback. The backup controller will feed back the battery temperature, voltage, current and other information to the charging pile in real time, and the charging pile will adjust the charging strategy based on this data. Through this two-way data interaction, it can ensure that all parameters are in the best state during the charging process.

[0112] The backup controller can adaptively adjust the charging process through intelligent charge management functions. For example, when charging is about to be completed, the backup controller can gradually reduce the charging current and enter the trickle charging mode to ensure that the battery is fully charged without being damaged by overcharging, thereby optimizing the overall life of the battery.

[0113] As can be seen from the above, the coordination of the backup controller and the battery management system master (BMS master) and the communication with the charging pile constitutes a highly integrated and intelligent charging management system. The backup controller can not only take over the control function when the BMS master fails, and restart the energy torque management system ETMS, but also optimize the charging process and improve safety through real-time communication with the charging pile, and dynamically adjust the charging strategy according to the battery status to ensure that the battery can get the best charging protection and management under various circumstances. The intelligent design of the system effectively improves the safety and efficiency of charging, while extending the service life of the battery and providing a reliable emergency response mechanism.

[0114] In some embodiments, the energy torque management system ETMS connects the vehicle's instrument panel, anti-lock braking device, shift handle and other CAN accessories through the vehicle bus, and exchanges data to achieve comprehensive control of the vehicle.

[0115] In specific implementation, the Energy Torque Management System (ETMS) is the core system that controls the power distribution, energy management and comprehensive vehicle control of the vehicle. The system is not only responsible for the control of the motor and gearbox, but also communicates and exchanges data with other important components of the vehicle to ensure the coordinated work of various functions of the vehicle and optimize the driving experience and safety.

[0116] The core mechanism of bus communication: ETMS communicates with multiple vehicle systems through inter-core communication. CAN bus is a communication protocol used between various electronic control units (ECUs) inside the vehicle, with the advantages of strong real-time performance, fast data transmission, and high reliability. Through the CAN bus, ETMS can receive data from each module and send instructions to achieve comprehensive control of the entire vehicle.

[0117] The vehicle instrument panel unit (IPU) is the main way for drivers to obtain vehicle information, including various vehicle data such as speed, torque, battery status, gear information, etc. ETMS exchanges data with the instrument panel through inter-core communication and can update the key status information of the vehicle in real time.

[0118] During actual driving, ETMS sends various real-time data to the instrument panel via the CAN bus. For example, when the driver operates the accelerator or brake, ETMS calculates and sends the corresponding status data to the instrument panel based on the motor's output power, torque requirements, and remaining battery power. The instrument panel displays this information to the driver, allowing the driver to keep abreast of the vehicle's current status.

[0119] By interacting with the instrument, ETMS can provide the driver with key information such as remaining battery power, current energy consumption, power output status, etc., to help the driver make real-time judgments and optimize driving habits. At the same time, ETMS can also analyze the driver's operating instructions based on the information displayed on the instrument to optimize the power distribution strategy.

[0120] Anti-lock braking system (ABS) is an important part of the automobile safety system. It is mainly used to prevent the tires from locking in emergency braking or slippery road conditions, ensuring the vehicle's maneuverability during braking. As an important part of the vehicle safety system, the working efficiency of ABS is crucial to the coordination with the vehicle power system.

[0121] ETMS exchanges data with ABS through inter-core communication. For example, when the driver brakes suddenly, ABS will feedback the current wheel speed and brake pressure to ETMS. ETMS adjusts the torque output of the motor based on this data to prevent the power system from causing excessive torque on the wheels and affecting the braking effect of the vehicle. Through this collaborative work, ETMS can ensure the best performance of ABS during braking and improve the overall safety of the vehicle.

[0122] The interaction between ETMS and ABS can not only prevent the vehicle from losing control in an emergency, but also improve braking efficiency and ensure the stability of the vehicle under various complex road conditions. ETMS can further adjust the power output strategy based on the wheel speed, vehicle speed and other data fed back by ABS to make the power distribution more balanced and ensure the smooth operation of the vehicle.

[0123] In electric or hybrid vehicles, the shift control unit (SCU) is used to adjust the gear position of the transmission to achieve the power output requirements under different working conditions. Electric vehicles usually have D gear (forward), N gear (neutral), R gear (reverse) and other modes.

[0124] ETMS is connected to the shift handle via the CAN bus and receives instructions from the shift handle. When the driver switches gears using the shift handle, the shift handle sends a signal to ETMS, indicating the gear that needs to be changed. ETMS adjusts the output power and torque of the motor according to the gear selected by the driver to meet different driving needs. For example, when the driver selects reverse (R gear), ETMS will instruct the motor to reverse to achieve the vehicle's reverse action.

[0125] By interacting with the shift handle, ETMS can flexibly adjust the output power of the motor and the gearbox gear to achieve precise power control. This not only ensures smooth driving of the vehicle in different gears, but also optimizes energy utilization and improves driving comfort.

[0126] Other CAN accessories refer to other on-board electronic devices connected to ETMS through inter-core communication, such as tire pressure monitoring system (TPMS), on-board entertainment system, headlight control unit, etc. These devices exchange data with ETMS through the CAN bus and together constitute the electronic control network of the entire vehicle.

[0127] By connecting with these CAN accessories, ETMS can receive real-time data from other modules of the vehicle and perform comprehensive control of the vehicle based on this data. For example, when the tire pressure monitoring system detects abnormal tire pressure, TPMS will send a warning signal to ETMS through the CAN bus. ETMS will remind the driver based on this signal and adjust the power output if necessary to ensure driving safety.

[0128] By interacting with various CAN accessories, ETMS can monitor the status of each component of the vehicle in real time and optimize the operating efficiency of the vehicle by adjusting the power system and energy distribution. This comprehensive control not only improves the safety and intelligence level of the vehicle, but also improves the overall performance of the vehicle.

[0129] As can be seen from the above, this application realizes the comprehensive control of the whole vehicle by exchanging data with the vehicle's instrument, anti-lock braking system (ABS), shift handle and other CAN accessories through the vehicle bus. In this way, ETMS can not only dynamically adjust the output torque of the motor and the gearbox gear, but also coordinate with other vehicle subsystems to ensure the safety, stability and comfort of the vehicle during driving. This multi-system collaborative design improves the intelligence of the vehicle, optimizes the energy management and control process of the vehicle, and improves the user's driving experience and the overall performance of the vehicle.

[0130] The energy torque management system ETMS is referred to as PDCU. In some embodiments, the energy torque management system ETMS can be used to coordinately control multiple power components of the vehicle, which may include motors, batteries, gearboxes, etc. Figure 2 As shown, the energy torque management system ETMS may include a vehicle control module, a motor control module, a transmission control module, an energy management module, a fault warning module, and a slope and mass estimation module.

[0131] In some embodiments, the slope and mass estimation module may be used to:

[0132] Acquiring climbing status information of the vehicle; the climbing status information includes the mass of the vehicle and the real-time slope of the road on which the vehicle is located;

[0133] According to the climbing state information, the original control strategy of the transmission control module is updated to a target control strategy, so that the transmission control module controls the gear shifting timing of the vehicle and the operation of the clutch during gear shifting based on the target control strategy.

[0134] In a specific implementation, the real-time slope of the road on which the vehicle is currently traveling can be detected by sensors, the current load of the vehicle can be obtained through system calculation or sensors to obtain the mass of the vehicle, and other real-time status information can be detected, such as speed, acceleration, battery power, motor status, etc.

[0135] In some embodiments, the slope and mass estimation module of the energy torque management system ETMS can dynamically adjust the original control strategy of the transmission control module for the transmission according to the real-time slope and vehicle mass, and update it to a target control strategy that is more in line with the current scene changes. For example, when going uphill, the target control strategy can be to select a lower gear based on the gear of the original control strategy to provide greater traction. When going downhill, the target control strategy can select a higher gear based on the gear of the original control strategy to improve fuel efficiency and reduce braking loss. Then, based on different working condition information, such as vehicle speed, motor speed, driving mode, etc., the cutoff point of the gear shifting speed can be formulated, and it can be determined at what speed the vehicle shifts gears to achieve the best power output and fuel efficiency. When shifting gears, the operation of the clutch can be accurately controlled according to the updated control strategy to ensure a smooth shifting process, reduce power loss and mechanical wear, and improve driving comfort and vehicle life.

[0136] In some embodiments, the energy torque management system ETMS may further include a motor control module for:

[0137] Obtaining current driving status information of the vehicle;

[0138] The speed and power of the motor of the vehicle are controlled according to the difference between the driving state information and the preset target driving state information.

[0139] In some embodiments, the vehicle can collect real-time driving data through various sensors, such as the vehicle's speed, acceleration, battery power, load, road conditions and other information. Then, the current driving state of the vehicle can also be obtained in real time, such as driving mode (e.g., economy mode, sports mode), driver's operation (e.g., acceleration, deceleration), etc. The target state of the vehicle can be determined based on the driver's input and the preset driving mode. For example, the driver wants to accelerate quickly (sports mode) or wants to save energy (economy mode). The intelligent algorithm and control strategy run by the motor control module can determine the target speed and power that the motor needs to achieve to meet the current driving needs and the vehicle's target state.

[0140] In some embodiments, the motor control module can adjust the motor speed according to the target state. For example, when rapid acceleration is required, the motor control module increases the motor speed; when deceleration or maintaining the current speed is required, the motor speed is reduced or maintained.

[0141] In some embodiments, the motor control module can also adjust the output power of the motor according to the target state. For example, when the vehicle is heavily loaded or climbing a slope, the motor output power is increased; when driving on a flat road or under light load, the motor output power is reduced to save energy.

[0142] In some embodiments, the energy torque management system ETMS may further include an energy management module for:

[0143] Real-time control of the status of the battery and motor of the vehicle;

[0144] Distributing and controlling power for multiple motors of the vehicle;

[0145] Energy is recovered during deceleration and braking of the vehicle.

[0146] In specific implementations, complex algorithms such as artificial intelligence and machine learning can be used to predict and optimize energy use. Energy allocation strategies can be dynamically adjusted to achieve optimal efficiency based on the vehicle's historical data, real-time status, and environmental conditions. Energy allocation can be managed using preset rules and logic. For example, the working status of the motor and battery can be automatically adjusted based on preset conditions such as battery power, vehicle speed, and driving mode.

[0147] In some embodiments, the battery's power (SOC, State of Charge), voltage, temperature and other parameters can be monitored in real time to ensure that the battery operates in a safe and efficient state. The motor's speed, power output and temperature and other parameters can also be monitored in real time to ensure that the motor operates within the optimal working range.

[0148] In some embodiments, decisions can be made based on information such as the actual vehicle status, required power, and battery charge status, and power distribution and regulation of the dual-motor power system can be performed, and energy recovery management can be considered. Among them, the actual vehicle status may include information such as the vehicle's current speed, acceleration, road conditions, and load. The power required for the vehicle can be determined based on the driver's operation (such as acceleration, deceleration), driving mode (such as economy mode, sports mode), and current driving conditions. The current battery power level can be referenced, and it is necessary to consider how to optimally use the battery power to meet driving needs.

[0149] In the dual motor system of the power domain control system disclosed in the present invention, power can be allocated to the two motors according to the current demand and system status. For example, under high load conditions, the two motors work together; under low load conditions, only one motor can be used to improve efficiency. The output power of the motor can be dynamically adjusted according to the results of real-time calculations to ensure that the vehicle can obtain the best power output and energy efficiency under different working conditions.

[0150] When the vehicle decelerates or brakes, the energy management module can control the motor to convert kinetic energy into electrical energy and recover it into the battery, which can improve energy efficiency and extend battery life. Intelligent optimization or rule-based strategies will ensure that the energy recovery process is efficient and safe and maximize the recovered energy.

[0151] In some embodiments, the energy torque management system ETMS and the backup controller cETMS may form a dual anti-downtime structure for providing a dual-layer anti-downtime mechanism, wherein the energy torque management system ETMS includes a first processing core for processing control tasks and a second processing core reserved for performing emergency tasks, wherein:

[0152] When the first processing core fails, the first layer anti-downtime mechanism is triggered to control the second processing core to take over the pending tasks of the first processing core;

[0153] When the second processing core fails, the second layer anti-downtime mechanism is triggered to control the backup controller cET MS to take over the pending tasks of the second processing core.

[0154] In the specific implementation, the energy torque management system ETMS can be used as the main controller, and a multi-core single-chip microcomputer can be used. Each core does not interfere with each other, which can significantly reduce the use of hardware resources. Just as an example, assuming that it includes core zero, core one, core two and core three, core zero can be used for gearbox control, core one can be used for motor control, core two can be used for the control of vehicle-related accessories, and core three can be reserved as the control of configuration functions for anti-downtime. Core zero, core one, and core two can be used as the first processing cores for daily task processing, and a second processing core is reserved, for example, core three is reserved for anti-downtime. When other first processing cores fail, the reserved second processing core can immediately take over the task to ensure the normal operation of the energy torque management system ETMS.

[0155] The backup controller cETMS is used to provide a second layer of anti-downtime protection. When the reserved second processing core also crashes, the backup controller cETMS can take over the control task to ensure that the system continues to operate normally. The mechanism of the dual anti-downtime structure can significantly reduce the possibility of downtime in the power domain control system.

[0156] In some embodiments, in addition to providing redundant control, the backup controller cETMS can also assume battery management functions in the absence of a battery management system (BMS). The battery management functions may include: Battery information collection: such as the collection of data such as voltage, current, and temperature. Battery state estimation: such as evaluating the health status and charging status of the battery. Battery balancing: such as ensuring the balance of power between battery cells to extend battery life. Fault diagnosis: such as detecting and diagnosing battery faults. Charge and discharge control: such as managing the battery charging and discharging process to ensure battery safety and efficiency.

[0157] In the above manner, the dual anti-downtime structure at the hardware level is introduced into the structure of the present disclosure, which can improve the safety and reliability of the system. Even in the event of a hardware failure, the system can still maintain normal operation through the redundancy mechanism. In addition, the additional functions of the backup controller cETMS further enhance the versatility and practicality of the system, especially in the absence of a battery management system, which can effectively manage the battery and ensure the overall performance and safety of the vehicle.

[0158] In some embodiments, the dual anti-downtime structure can also be used to:

[0159] When a mutual safety check is performed between multiple processing cores in the energy torque management system ETMS and the backup controller cETMS, when any processing core fails, the other processing cores perform a software restart on the failed processing core;

[0160] When one of the energy torque management system ETMS and the backup controller cETMS fails, the other performs a hardware restart operation on the failed party.

[0161] It can be understood that the energy torque management system ETMS and the backup controller cETMS can be viewed as a whole. The energy torque management system ETMS is equivalent to the energy torque management system ETMS (PDC U), and the backup controller cETMS is equivalent to the power domain sub-controller (cPDCU). In a specific implementation, the energy torque management system ETMS can have n computing cores (Cores) responsible for controlling key components of the power system. The backup controller cETMS, that is, the power domain sub-controller, can have m computing cores (Cores), which are responsible for redundant control and serve as a backup for the main controller.

[0162] like Figure 3 As shown, in some embodiments, the processing cores in each controller can check each other to ensure the running status of other processing cores. If an error is detected in a processing core, other processing cores can perform a software restart on it. Specifically, each core can have a corresponding startup function, where Figure 3 The startup function of Core 0 in the ETMS includes the function of starting other processing cores. The startup functions of other processing cores are independent and run separately. The software restart mechanism can be defined as: Core 0 in the energy torque management system ETMS and the power domain sub-controller can restart other processing cores by software, and other processing cores can restart each other, but cannot restart Core 0.

[0163] In some embodiments, the energy torque management system ETMS and the power domain sub-controller can perform mutual safety checks to detect whether the other party is operating normally. In addition, when the energy torque management system ETMS fails, the power domain sub-controller can also perform a hardware restart of the energy torque management system ETMS, and immediately take over the control of key components of the power system and continue to execute the program. Correspondingly, when the power domain sub-controller fails, the energy torque management system ETMS can perform a hardware restart of the sub-controller.

[0164] Just as an example, suppose that a core of the energy torque management system ETMS fails while the vehicle is driving. The mutual verification operation between the processing cores can be performed first. When other processing cores detect that a processing core has failed, they immediately trigger a software restart of the processing core. It should be noted that, for example, when the Core 0 of the energy torque management system ETMS and the backup controller cETMS finds that other cores have failed, they can directly restart the core. Furthermore, mutual verification operations can also be performed between the energy torque management system ETMS and the main control and power domain sub-controllers. If the energy torque management system ETMS fails, the power domain sub-controller detects the problem through verification, immediately performs a hardware restart, and takes over the current control task of the energy torque management system ETMS. If the power domain sub-controller fails, the energy torque management system ETMS can perform a hardware restart on the power domain sub-controller after detecting the problem.

[0165] Through the above-mentioned multi-core safety verification and restart mechanism, the power domain control system can quickly recover and continue to operate when any single core or controller fails, ensuring the stability and safety of the vehicle. The present disclosure uses a multi-core safety verification and restart mechanism to ensure that the system can recover in time when a core fails to avoid system crashes. The energy torque management system ETMS and the power domain sub-controller back up each other, and the reliability of the system is further enhanced through a hardware restart mechanism. When the energy torque management system ETMS fails, the power domain sub-controller can quickly take over the control task and maintain the normal operation of the vehicle.

[0166] It should be noted that the power domain control system provided by the present disclosure also has the following advantages:

[0167] The communication rate of the power domain control system disclosed in the present invention is significantly improved. The power domain control system disclosed in the present invention can increase the communication rate of the traditional system from 10 milliseconds to 80 milliseconds, and the speed and efficiency of data transmission are improved by 100,000 times, which is crucial for the real-time control of smart cars and the efficient operation of distributed drive systems, ensuring that the system can respond to various operations and instructions in a timely manner.

[0168] The power domain control system disclosed in the present invention reduces the compatibility issues within the system and improves the stability and reliability of the overall system through the unified design and implementation of software and hardware. The hardware cost is significantly reduced due to the optimization of the hardware design and production process of the controller. The unified interface, protocol and control logic simplifies the development process and greatly shortens the development cycle, which not only speeds up the development of the new vehicle electrical system, but also significantly reduces the development cost.

[0169] The power domain control system disclosed in the present invention utilizes vehicle-cloud combined intelligent energy management technology to dynamically adjust energy distribution according to actual conditions, thereby improving the energy efficiency of the entire vehicle and reducing energy consumption.

[0170] The power domain control system disclosed in the present invention adopts remote OTA (Over-the-Air) service, which can directly update the software and system remotely without the vehicle going to the store, thus reducing the cost of after-sales maintenance. Especially for commercial vehicles such as heavy trucks, a large amount of maintenance costs can be saved every year. The solution of a single supplier reduces the complexity and cost of supply chain management and improves management efficiency.

[0171] In summary, the power domain control system disclosed in the present invention can provide an efficient, reliable and economical power domain control system by optimizing and improving communication speed, reliability, cost, development cycle, vehicle energy efficiency, OTA service and management cost, which can significantly improve the overall performance and operational efficiency of the vehicle.

[0172] Figure 4 is a block diagram of a vehicle provided in an embodiment of the present disclosure, such as Figure 4 As shown, the vehicle includes the above-mentioned power domain control system, that is, the vehicle is equipped with the above-mentioned power domain control system. The vehicle can utilize the multi-core computing technology of the power domain control system to process multiple tasks at the same time, ensuring the efficient operation of different functional modules. The dual anti-downtime structure design provides dual protection of hardware and software, effectively reducing the risk of system freeze or failure, and ensuring the stability and reliability of the vehicle under various working conditions. In addition, the system also adopts an efficient energy management strategy to intelligently allocate the energy use of the battery and motor according to the real-time vehicle status, required power and battery charge state, thereby improving the overall efficiency and performance of the power system. Through these technical means, the system achieves precise control and efficient operation of the vehicle power system.

[0173] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings; however, the present disclosure is not limited to the specific details in the above embodiments. Within the technical concept of the present disclosure, a variety of simple modifications can be made to the technical solution of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0174] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0175] In addition, various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims

1. A power domain control system, characterized in that: It includes an energy torque management system ETMS, a backup controller cETMS, an intelligent data terminal D-Box, a low voltage control module LCM and a high voltage control module HCM connected to the energy torque management system ETMS via a bus, wherein: The energy torque management system ETMS is used to coordinately control multiple power components of the vehicle; The backup controller cETMS is used to perform fault-tolerant control on the plurality of power components and manage the battery of the vehicle; The intelligent data terminal D-Box is used to provide remote collaborative control function for the energy torque management system ETMS; The low voltage control module LCM is used to control the on and off of the low voltage equipment power supply circuit, and to distribute power, protect, monitor and diagnose all low voltage electrical equipment in the vehicle; The high-voltage control module HCM is used to control heating, ventilation and air conditioning of the vehicle.

2. The power domain control system according to claim 1, characterized in that: The energy torque management system ETMS communicates with multiple control modules of the energy torque management system ETMS through the vehicle bus to perform energy management, vehicle control and drive control on the vehicle, and restart the backup controller cETMS when the backup controller cETMS fails; The backup controller cETMS is used to take over the control function when the energy torque management system ETMS fails, and restart the energy torque management system ETMS; The high-voltage control module HCM is also used to control the on and off of the power supply circuit of the high-voltage equipment, control the main drive motor, auxiliary drive motor, power steering motor DCAC, brake air pump motor DCAC, DC step-down controller DCDC, air conditioning controller, main positive contactor, and pre-charging of the electric defrost PTC.

3. The power domain control system according to claim 2, characterized in that: The energy torque management system ETMS is internally provided with a vehicle control unit, a motor control unit, a gearbox control unit and a thermal management system, wherein: The vehicle control unit is used to receive the driver's operation signal and send the signal to the motor control unit and the gearbox control unit through inter-core communication to adjust the motor output torque and the gear shift of the gearbox; The thermal management system is used to monitor the temperature condition of the vehicle and, by working in conjunction with the vehicle control unit, adjust the cooling system to optimize the heat dissipation effect of the vehicle.

4. The power domain control system according to claim 2, characterized in that: The backup controller works in coordination with the main control of the battery management system and communicates with the charging pile via the charging bus to implement charging management and fault response of the vehicle battery.

5. The power domain control system according to any one of claims 2 to 4, characterized in that: The energy torque management system ETMS is connected to the vehicle's instrument panel, anti-lock braking device, shift handle and other CAN accessories through the vehicle bus, and performs data exchange to achieve comprehensive control of the vehicle.

6. The power domain control system according to claim 1, characterized in that: The energy torque management system ETMS includes a slope and mass estimation module for: Acquiring climbing status information of the vehicle; the climbing status information includes the mass of the vehicle and the real-time slope of the road on which the vehicle is located; According to the climbing state information, the original control strategy of the transmission control module is updated to the target control strategy, so that the transmission control module controls the gear shifting timing of the vehicle and the operation of the clutch during gear shifting based on the target control strategy.

7. The power domain control system according to claim 6, characterized in that: The energy torque management system ETMS further includes a motor control module for: Obtaining current driving status information of the vehicle; The speed and power of the motor of the vehicle are controlled according to the difference between the driving state information and the preset target driving state information.

8. The power domain control system according to claim 6, characterized in that: The energy torque management system ETMS further comprises an energy management module for: Real-time control of the status of the battery and motor of the vehicle; Distributing and controlling power for multiple motors of the vehicle; Energy is recovered during deceleration and braking of the vehicle.

9. The power domain control system according to claim 6, characterized in that: The energy torque management system ETMS and the backup controller cETMS form a dual anti-downtime structure for providing a dual-layer anti-downtime mechanism. The energy torque management system ETMS includes a first processing core for processing control tasks and a second processing core reserved for executing emergency tasks, wherein: When the first processing core fails, the first layer anti-downtime mechanism is triggered to control the second processing core to take over the pending tasks of the first processing core; When the second processing core fails, the second layer anti-downtime mechanism is triggered to control the backup controller cETMS to take over the pending tasks of the second processing core.

10. The power domain control system according to claim 6, characterized in that: The dual anti-downtime structure is also used for: When a mutual safety check is performed between the multiple processing cores in the energy torque management system ETMS and the backup controller cETMS, when any one of the processing cores fails, the other processing cores perform a software restart on the failed processing core; When one of the energy torque management system ETMS and the backup controller cETMS fails, the other performs a hardware restart operation on the failed one.

11. The power domain control system according to claim 10, characterized in that: The energy torque management system ETMS and the backup controller cETMS use automotive-grade single-chip microcomputer chips.

12. The power domain control system according to any one of claims 6 to 11, characterized in that: The bus is a controller area network bus.

13. The power domain control system according to claim 10, characterized in that: The high voltage control module HCM includes an air conditioning controller, a PTC controller, a battery thermal management controller, and a cooling fan controller.

14. A vehicle, characterized in that: A power domain control system comprising any one of claims 1 to 13 above.

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