Power domain control system and vehicle

Abstract

The present disclosure relates to a power domain control system and a vehicle, the system of the present disclosure comprising 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 with the ETMS through a bus, wherein: the ETMS is configured to cooperatively control multiple power components of the vehicle; the cETMS is configured to fault-tolerantly control the multiple power components and manage a battery of the vehicle; the D-Box is configured to provide a remote cooperative control function; the LCM is configured to control on-off of a low-voltage device power supply loop, and to distribute, protect, monitor and diagnose all low-voltage electrical devices of the vehicle; and the HCM is configured to control heating, ventilation and air conditioning of the vehicle. The present disclosure can improve the safety and stability of driving the vehicle.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the field of vehicle safety control, and particularly relates to a power domain control system and a vehicle. BACKGROUND

[0002] At present, automatic driving technology needs to integrate related technologies such as perception, decision and control. In order to apply automatic 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 a vehicle control unit (VCU), a transmission control unit (TCU) and a 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 difficult software upgrade, which cannot meet the needs of future vehicle intelligentization and affect the safety and stability of vehicle automatic driving. SUMMARY

[0004] Embodiments of the present disclosure provide a power domain control system and a vehicle, which improve the accuracy of hand-off detection to at least partially solve the above technical problems.

[0005] In order to achieve the above purpose, according to a first aspect of the present disclosure, a power domain control system is provided, comprising 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 with the energy torque management system (ETMS) through a bus, wherein:

[0006] The energy torque management system (ETMS) is configured to cooperatively control a plurality of power components of a vehicle;

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

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

[0009] The low-voltage control module (LCM) is configured to control the on-off of a low-voltage device power loop, and to distribute, protect, monitor and diagnose all low-voltage electrical equipment of the vehicle;

[0010] The high-voltage control module (HCM) is configured 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 restarts the backup controller cETMS when the backup controller cETMS fails;

[0012] The backup controller cETMS is configured 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 further configured to control the on-off of the high-voltage device power loop, control the main drive motor, auxiliary drive motor, power steering motor DCAC, brake air pump motor DCAC, DC voltage reduction controller DCDC, air conditioner controller, main positive contactor, and pre-charge of electric defrosting 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 configured to receive an operation signal of a driver, and send the signal to the motor control unit and the gearbox control unit through single-chip microcomputer inter-communication to adjust the output torque of the motor and the switching of the gear of the gearbox;

[0016] The thermal management system is configured to monitor the temperature condition of the vehicle, and cooperates with the vehicle control unit to adjust the cooling system to optimize the heat dissipation effect of the vehicle.

[0017] Optionally, the backup controller cooperates with a battery management system master control to communicate with a charging pile through a charging bus for realizing charging management and fault response of the vehicle battery.

[0018] Optionally, the energy torque management system ETMS connects the instruments, anti-lock device, gear lever and other CAN accessories of the vehicle through the vehicle bus, and performs data interaction to realize comprehensive control of the vehicle.

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

[0020] Obtain the climbing state information of the vehicle; the climbing state information includes the mass of the vehicle and the real-time slope of the road surface;

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

[0022] Optionally, the energy torque management system ETMS further comprises a motor control module, configured to:

[0023] acquire current driving state information of the vehicle;

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

[0025] Optionally, the energy torque management system ETMS further comprises an energy management module, configured to:

[0026] real-time regulate the state of the battery and the motor of the vehicle;

[0027] perform power distribution and control on multiple motors of the vehicle;

[0028] recover energy when the vehicle is decelerating and braking.

[0029] Optionally, the energy torque management system ETMS and the backup controller cETMS form a double-fault-tolerant structure for providing double-layer fault-tolerant mechanism, the energy torque management system ETMS comprises 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, triggering a first-layer fault-tolerant mechanism to control the second processing core to take over the pending tasks of the first processing core;

[0031] when the second processing core fails, triggering a second-layer fault-tolerant mechanism to control the backup controller cETMS to take over the pending tasks of the second processing core.

[0032] Optionally, the double-fault-tolerant structure is further configured to:

[0033] perform mutual safety check between multiple processing cores in the energy torque management system ETMS and the backup controller cETMS, and when any one of the processing cores fails, the other processing cores perform 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 one performs hardware restart operation on the failed one.

[0035] Optionally, the energy torque management system ETMS and the backup controller cETMS adopt a vehicle-grade single-chip microcomputer chip.

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

[0037] Optionally, the high-voltage control module HCM comprises an air conditioner 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 embodiments of the present disclosure adopts a multi-core high-performance processor, which can significantly improve the computing capability of the system. The centralized architecture can optimize the data transmission path, improve the communication bandwidth and data transmission speed, and reduce the delay, thereby improving the real-time response capability of the system. The energy torque management system ETMS and the backup controller cETMS are also adopted to form a double-fault-tolerant structure, which greatly reduces the risk of system crash and downtime through multi-core mutual verification and the backup controller cETMS, and improves the stability and safety of automatic driving. BRIEF DESCRIPTION OF DRAWINGS

[0040] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure, the drawings needed to be used in the embodiments will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present disclosure, and other drawings can also be obtained according to these drawings without creative labor.

[0041] In order to more completely understand the present disclosure and its beneficial effects, the following will be described with reference to the drawings, wherein the same reference numerals in the following description represent the same parts.

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

[0043] Figure 2 FIG. 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 FIG. 3 is a structural schematic diagram of a double-fault-tolerant structure provided in an exemplary embodiment of the present disclosure;

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

[0046] With reference to the accompanying drawings, the technical solutions in the embodiments of the present disclosure will be described clearly and completely. Obviously, the described embodiments are only a part of the embodiments of the present disclosure, rather than all the embodiments. Based on the embodiments in the present disclosure, all other embodiments obtained by those skilled in the art without creative effort belong to the protection scope of the present disclosure.

[0047] The intelligent degree of vehicles is getting higher and higher, and intelligence has become an important direction for the development of the future vehicle industry. The existing automatic driving technology needs to integrate perception, decision-making and control and other related technologies, and high-precision road condition perception and rapid and accurate decision-making control need the cooperation of powerful vehicle-mounted controllers. However, the traditional distributed vehicle electronic and electrical architecture currently adopted 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 control unit (VCU), the transmission control unit (TCU) and the moter control unit (MCU), each of which independently performs specific control tasks and communicates data through a bus system.

[0048] However, with the continuous improvement of the intelligent degree of vehicles, the traditional distributed vehicle electronic and electrical architecture has significant shortcomings. First, the computing power of the distributed architecture is limited, making it difficult to meet the large amount of data processing and complex algorithm operations required by automatic driving and advanced driver assistance systems (ADAS). Second, the communication bandwidth of the traditional architecture is insufficient, which cannot support the high-bandwidth, low-latency data transmission requirements, resulting in slow system response speed and affecting the real-time control of the vehicle. In addition, the traditional architecture also has the problem of difficult software upgrade, and the existence of multiple independent control units makes software maintenance and upgrade complex and time-consuming, making it difficult to quickly respond to market and technological change requirements.

[0049] In the present scheme, the power domain control system integrates transmission control, motor control, vehicle accessory control and other functions through the energy torque management system (ETMS), improving the system integration and enhancing the intelligent and automated control level of the vehicle, thereby significantly improving the safety and stability of vehicle driving.

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

[0051] Figure 1 is a structural schematic diagram of a power domain control system provided by an embodiment of the present disclosure, as Figure 1As shown, the power domain control system includes 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 with the energy torque management system ETMS through a bus, wherein:

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

[0053] The backup controller cETMS is used for fault-tolerant control of the multiple power components and management of the battery of the vehicle;

[0054] The intelligent data terminal D-Box is used for providing remote cooperative control function for the energy torque management system ETMS;

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

[0056] The bus is a controller area network bus, such as a CAN bus, through which the above components communicate with each other.

[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, which communicate with each other through the communication bus.

[0058] In a specific implementation, the communication bus serves as a communication bridge between modules in the system, responsible for transmitting and exchanging information. It ensures real-time interconnection and information sharing among modules, improving the overall coordination and response speed of the system. It has high bandwidth, low delay, 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 state information of the vehicle, such as speed, position, acceleration, battery status, temperature, etc. It also obtains 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 accurately collect various operating parameters of the vehicle in real time, providing basic data for system decision and control.

[0060] The processing unit can use pre-set programs and algorithms to process and analyze the data provided by the information acquisition module. The processing unit can analyze the received real-time state information and working mode to generate corresponding control strategies. Then these control strategies are sent to the execution module through the communication bus. Through complex algorithms and programs, the control strategy is quickly and accurately formulated, improving the intelligent control level of the vehicle.

[0061] The execution unit can receive the control strategy output by the processing module and execute the corresponding action. According to the control strategy, control the various subsystems and components of the vehicle, such as the gearbox, motor, battery, etc., to ensure that the vehicle operates in the expected manner. Efficient and accurate execution of control commands ensures 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", including air conditioner controller, PTC controller, battery thermal management controller, cooling fan controller, used for heating, ventilation and air conditioning control of the vehicle.

[0063] The power domain control system of the present disclosure can also be equipped with an intelligent data terminal D-Box, also known as "intelligent T-Box terminal", used to provide remote collaborative regulation and management of the energy torque management system ETMS and software upgrade function. Through the wireless communication network, the intelligent T-Box terminal can realize the remote monitoring, fault diagnosis and software update of the energy torque management system ETMS. Make the system can receive the latest software upgrade and optimization at any time, improve the overall performance and user experience of the vehicle. Improve the flexibility and maintainability of the system, reduce the downtime of the vehicle, and ensure that the system is always in the best state.

[0064] The power domain control system of the present disclosure can realize real-time monitoring, intelligent decision-making and efficient execution of the vehicle state 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 operations and analysis, the execution unit quickly responds to the control strategy, and the intelligent T-Box terminal ensures the remote management and timely upgrade 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, and meets the development needs of future intelligent vehicles.

[0065] In some embodiments, the power domain control system can employ a dual-motor system and improve the efficiency and performance of the power system through cooperative control technology. Among them, the dual-motor system refers to the installation of two motors in the power system of the vehicle, and the two motors can drive different wheels or axles respectively or work together to drive the same axle. Through the cooperative work of the dual-motor, the efficiency of power output and the overall performance of the vehicle can be improved. Cooperative control refers to using intelligent algorithms and control strategies to make the two motors work together in different working conditions, ensuring that each motor works in its highest efficiency interval. According to the real-time collected vehicle state information (such as speed, load, road conditions, etc.), the output power and speed of the two motors can be dynamically adjusted to achieve the best efficiency and performance in different working conditions. Through cooperative control, the two motors can work in their highest efficiency interval. For example, when driving at low speed, one motor is responsible for driving the vehicle, and 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 motors work in the highest efficiency interval, energy loss can be reduced, thereby reducing the overall energy consumption of the system.

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

[0067] As shown in Figure 1 The energy torque management system ETMS can be connected with 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. It is also connected with other components and accessories through the CAN bus. Other components can include the instrument ICU, the anti-lock braking system ABS, the shift handle SCU, other CAN accessories, motor 1, motor 2, gearbox 1, gearbox 2, and the battery. The backup controller cETMS can also be connected with 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 with the power battery pack to manage the battery of 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 for energy management, vehicle control, and drive control of 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 the energy torque management system fails, and restart the energy torque management system.

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

[0071] In specific implementation, the energy torque management system ETMS can be used as the core control unit of the system, responsible for managing and coordinating the work of the high-voltage and low-voltage devices of the vehicle, ensuring that the vehicle can perform reasonable energy allocation and control under different working conditions. The energy torque management system ETMS and each subsystem (including the energy torque management system, backup controller, high-voltage control module HCM and low-voltage control module LCM) exchange data through the vehicle bus, real-time acquire and issue control instructions to realize the overall control of the vehicle.

[0072] The energy torque management system ETMS is a key subsystem of the energy torque management system, responsible for the energy distribution and torque management of the vehicle. It communicates with other control modules of the vehicle (such as motor control unit, gearbox control unit, etc.) through inter-core communication. ETMS calculates and optimizes power output in real time according to the driver's operation input (such as acceleration, braking, etc.), combined with the current driving conditions, vehicle battery state and other information, so that the electric vehicle can run with the highest energy efficiency under various driving conditions. Mainly through the torque distribution and adjustment of the motor and gearbox, to ensure that the power output of the vehicle meets the driving demand. 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 vehicle.

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

[0074] It is noted that when the controller fails, the energy torque management system will initiate a restart procedure, similar to a computer system reboot process, first cutting off part of the backup controller cETMS non-critical power supply, and then cleaning up some of its internal key registers and cache, clearing the error data that may cause failure. Next, the energy torque management system ETMS can reinitialize the software program of the backup controller cETMS, restore it to an initial state or a known stable state. For example, reload the operating system or core part of the control program of the backup controller cETMS, and make basic parameter configuration, so that the backup controller cETMS can start working normally again.

[0075] The high-voltage control module HCM can be responsible for controlling the on-off of the high-voltage circuit in the vehicle, ensuring that the high-voltage power supply can correctly and safely supply power to various critical high-voltage devices. These devices usually work at high voltage (such as 300V, 400V or higher), such as electric motors, air conditioning systems, etc. The main drive motor is the core power source of the electric vehicle, responsible for driving the vehicle forward. The high-voltage control module HCM adjusts the operating state of the electric 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 certain 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: motor in the power steering system (such as electric power steering system), the high-voltage control module HCM controls its power on-off and power output.

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

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

[0080] The air conditioning system usually needs high-voltage power supply (especially electric air conditioning), and the high-voltage control module HCM controls the power switch of the air conditioning controller and ensures that the air conditioner can start and run normally when needed.

[0081] The main positive contactor is a key switching component of the high-voltage power circuit, responsible for connecting or disconnecting the high-voltage battery to 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, ensuring the safety and efficient operation of the system.

[0082] The electric defrosting (PTC heater) is used to quickly remove frost or ice from the electric windows, ensuring the driver's clear vision. The high-voltage control module HCM controls the power supply of the electric defrosting heater and performs pre-charge processing to ensure rapid start-up and heat provision in cold weather.

[0083] The high-voltage control module HCM of the present application is responsible for managing and coordinating the power supply and control of all high-voltage electrical equipment in the electric vehicle. By controlling the power state of various electric 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 provide protection in the event of a fault, 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 / off of the low-voltage circuit (usually 12V or 24V system) in the vehicle. For example, controlling the power switch of devices such as headlights, in-vehicle entertainment systems, air conditioners, etc. The low-voltage control module LCM can also distribute the power provided by the battery to various low-voltage devices such as interior lighting, air conditioning, power windows, audio, etc. These devices all require low-voltage power in the daily operation of the vehicle.

[0085] The low-voltage control module LCM can also monitor parameters such as current and voltage of the low-voltage power supply, and when the system encounters abnormalities such as short circuits, overloads, etc., the low-voltage control module LCM can take measures to protect the low-voltage circuit and avoid damage to the circuit or battery loss. The low-voltage control module LCM can also monitor the operating state of the low-voltage system in real time, including voltage, current, power consumption, etc., to ensure 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 the low-voltage system fails, the low-voltage control module LCM can also perform fault diagnosis and provide error codes or warnings to help technicians identify problems and perform maintenance in a timely manner.

[0087] As can be seen from the above, the energy torque management system ETMS of the present application integrates the energy torque management system ETMS, the backup controller cETMS, the high-voltage control module HCM, and the low-voltage control module LCM to form a highly integrated, redundant, and energy-efficient system architecture. This system can control and coordinate the high-voltage and low-voltage devices of the vehicle in real time, ensuring the safety and energy efficiency of the vehicle under various operating conditions, while the backup controller cETMS provides redundancy protection, enhancing the overall safety and reliability of the vehicle.

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

[0089] The vehicle control unit is used to receive the driver's operation signal, and the signal is controlled by the unit and the gearbox control unit through single-chip inter-communication to adjust the output torque of the motor and the switching of the gear of the gearbox;

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

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

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

[0093] VCU interacts with multiple subsystems (MCU, TCU, etc.), not only realizes the control of motor torque output and gear adjustment, but also dynamically adjusts the strategy according to the actual driving condition, such as increasing the proportion of energy recovery during braking, switching to the best gear under different working conditions, to improve energy efficiency and driving comfort.

[0094] The motor control unit (MCU) receives the target torque instruction from VCU, and adjusts the working current and voltage of the motor to realize accurate torque output according to the actual working condition of the vehicle. MCU is a key module that directly controls the operation of the motor, which can quickly respond to the instructions of VCU to realize the accurate execution of the driver's intention.

[0095] The MCU not only simply executes the instructions of the VCU, but also adjusts in real time according to the state 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 stage, realizing the recovery of braking energy, converting kinetic energy into electrical energy and feeding back to the battery, thereby improving the energy efficiency of the whole vehicle.

[0096] The transmission control unit (TCU) works with the VCU to select and adjust the gear according to various parameters such as vehicle speed, torque demand and driving mode. The TCU controls the gear shift of the transmission by receiving instructions from the VCU, to achieve smooth power output and optimize transmission efficiency.

[0097] The task of the TCU is not only simple gear shifting, but also through cooperation with the VCU and MCU, to ensure the smoothness of gear shifting during vehicle starting, acceleration, deceleration and braking, and to avoid the decline of driving experience caused by frequent gear shifting or unreasonable gear shifting strategy. In addition, the 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 state of each key component of the vehicle, including the motor, transmission, battery and other electronic components. The working temperature of the motor and battery is crucial to the performance, life and safety of the system during vehicle operation. 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 state of the cooling system. For example, when the temperature of the motor or battery is too high, the TMS can increase the heat dissipation effect by adjusting the flow rate of the cooling liquid or adjusting the speed of the cooling fan to reduce the temperature. At the same time, when the temperature of the vehicle is within the normal range, the 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 in high temperature conditions to prevent overheating problems and prolong the service life of the motor. In addition, in extremely cold conditions, TMS can also preheat the motor or battery through heating devices to ensure that the system can work normally in low temperature environment.

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

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

[0103] In specific implementations, the backup controller is an important component of the vehicle battery management system, and the design purpose is to take over the control function of the system when the energy torque management system (ETMS) or its related control modules fail, ensuring the normal operation of the vehicle's key functions. In the process of charging management 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 the BMS master or the energy management system fails, the backup controller can quickly take over 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] The BMS master, as the core module of the battery management system, is mainly responsible for the state monitoring, charging control and fault diagnosis of the battery. The backup controller and the BMS master exchange information through a dedicated communication bus or protocol (such as CAN bus), ensuring that the backup controller can obtain the working status and control strategy of the battery in real time. When the BMS master is operating normally, the backup controller is in standby state, monitoring the working condition of the BMS master and executing auxiliary control tasks according to its instructions.

[0105] When the BMS master fails or cannot work normally, the backup controller can quickly respond and take over the control of the battery management system. Specifically, the backup controller will take the last set of running data received from the BMS master as the basis to continue monitoring the state of the battery, including voltage, temperature, charging current and other parameters. Based on this information, the backup controller can adjust the charging process to avoid dangerous situations such as overcharging or overdischarging of the battery.

[0106] The backup controller not only cooperates with the BMS master to manage the working state of the battery, but also communicates 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, state feedback, etc.

[0107] When the vehicle is connected to the charging pile, the backup controller can negotiate the charging parameters with the BMS master according to the current state of the battery (such as the power, temperature) and the charging pile. Through the charging bus, the vehicle can exchange information with the charging pile, such as the maximum charging current of the current battery, the charging voltage, and whether the battery is overheated or overcooled. According to 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 state of the battery in real time. If it detects that the battery is abnormal, such as high temperature, abnormal charging current or voltage fluctuation, the backup controller can immediately send a warning signal to the BMS master or directly to the charging pile, requiring adjustment of the charging parameters or suspension of charging. This fault response mechanism can effectively prevent the battery from being damaged during charging, while ensuring charging safety.

[0109] During the charging process, the backup controller can dynamically adjust the charging strategy according to the real-time state 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 suspension of charging, and wait for the battery to cool down before continuing charging. This ability to dynamically adjust the charging strategy makes the battery charging process more safe and efficient.

[0110] The backup controller can also select different charging modes in cooperation with the BMS master according to different use scenarios. For example, when the user is in an emergency and needs to charge quickly, the backup controller can select a fast charging mode with the BMS master, and through efficient communication with the charging pile, it can provide maximum charging power in a short time. In normal use, a more energy-saving slow charging mode can be selected to prolong the service life of the battery.

[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 state feedback. The backup controller will feed back the temperature, voltage, current, etc. of the battery to the charging pile in real time, and the charging pile will adjust the charging strategy according to these 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 charging management functions. For example, when the charging is about to be completed, the backup controller can gradually reduce the charging current and enter a trickle charging mode to ensure that the battery is not damaged by overcharging while being fully charged, thereby optimizing the overall life of the battery.

[0113] As can be seen from the above, the backup controller cooperates with the battery management system master (BMS master) and communicates with the charging pile to form a highly integrated and intelligent charging management system. The backup controller not only takes over the control function when the BMS master fails and restarts the energy torque management system ETMS, but also optimizes the charging process, improves safety, and dynamically adjusts the charging strategy according to the battery state through real-time communication with the charging pile to ensure that the battery is optimally protected and managed in various situations. The intelligent design of the system effectively improves the safety and efficiency of charging, prolongs the service life of the battery, and provides a reliable emergency response mechanism.

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

[0115] In specific implementations, the energy torque management system (ETMS) is the core system for controlling the vehicle's power distribution, energy management, and comprehensive vehicle control. This system not only controls the electric motor and transmission but also communicates with other important components of the vehicle to ensure the coordinated work of various functions of the vehicle, optimize the driving experience, and improve 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 electronic control units (ECUs) in vehicles, with 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 vehicle control.

[0117] The vehicle instrument (IPU, Instrument Panel Unit) is the main way for the driver to obtain vehicle information, including speed, torque, battery status, gear information, and various vehicle data. ETMS communicates with the instrument through inter-core communication to exchange data and update the key status information of the vehicle in real time.

[0118] During actual driving, the ETMS sends various types of real-time data to the instrument via the CAN bus. For example, when the driver operates the accelerator or brake, the ETMS calculates and sends the corresponding state data to the instrument according to the output power of the motor, torque demand, and remaining battery capacity. The instrument displays this information to the driver, allowing the driver to promptly grasp the current state of the vehicle.

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

[0120] The anti-lock braking system (ABS) is an important part of the vehicle safety system, mainly used to prevent tire locking in emergency braking or wet road conditions, ensuring the controllability of the vehicle during braking. As an important part of the vehicle safety system, the efficiency of the ABS is crucial to the coordination of the vehicle power system.

[0121] The ETMS interacts with the ABS through inter-core communication. For example, when the driver brakes in an emergency, the ABS feeds back the current wheel speed and brake pressure to the ETMS, which adjusts the torque output of the motor to prevent the power system from causing excessive torque to the wheels, affecting the braking effect of the vehicle. Through such cooperative work, the ETMS can ensure the best performance of the ABS during braking and improve the overall safety of the vehicle.

[0122] The interaction between the ETMS and the ABS not only prevents the vehicle from losing control in emergency situations, but also improves braking efficiency and ensures the stability of the vehicle in various complex road conditions. The ETMS can further adjust the power output strategy based on the wheel speed, vehicle speed, and other data feedback from the ABS, making power distribution more balanced and ensuring the smooth operation of the vehicle.

[0123] In electric or hybrid vehicles, the shift handle (SCU, Shift Control Unit) is used to adjust the gear of the transmission to meet the power output demand in different working conditions. Electric vehicles usually have D (forward), N (neutral), and R (reverse) modes.

[0124] The ETMS is connected with the gear handle through the CAN bus and receives instructions from the gear handle. When the driver switches the gear through the gear handle, the gear handle sends a signal to the ETMS, indicating the current gear that needs to be shifted. The ETMS adjusts the output power and torque of the electric motor according to the gear selected by the driver to adapt to different driving needs. For example, when the driver selects reverse (R), the ETMS instructs the electric motor to reverse to realize the reversing action of the vehicle.

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

[0126] Other CAN accessories refer to other vehicle electronic devices connected with the ETMS through inter-core communication, such as tire pressure monitoring system (TPMS), vehicle entertainment system, and vehicle light control unit. These devices interact with the ETMS through the CAN bus to form the vehicle's electronic control network.

[0127] Through connection with these CAN accessories, the ETMS can receive real-time data from other modules of the vehicle and comprehensively control the vehicle according to these data. For example, when the TPMS detects abnormal tire pressure, it sends a warning signal to the ETMS through the CAN bus, and the ETMS reminds the driver and adjusts the power output if necessary to ensure driving safety.

[0128] Through interaction with various CAN accessories, the ETMS can monitor the status of each component of the vehicle in real time and optimize the running 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, the present application interacts with the vehicle's instruments, anti-lock braking system (ABS), gear handle, and other CAN accessories through the vehicle bus to achieve comprehensive control of the vehicle. Through this way, the ETMS can not only dynamically adjust the output torque of the electric motor and the gear position of the gearbox, 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 level of the vehicle and optimizes the energy management and control process of the vehicle, improving the user's driving experience and the overall performance of the vehicle.

[0130] Among them, the energy torque management system ETMS is abbreviated as PDCU. In some embodiments, the energy torque management system ETMS can be used to cooperatively control multiple power components of the vehicle, which can include motors, batteries, gearboxes, etc. For example,Figure 2 As shown, the energy torque management system ETMS can include a vehicle control module, a motor control module, a gearbox control module, an energy management module, a fault early warning module, and a slope and mass estimation module.

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

[0132] obtain the climbing state information of the vehicle, wherein the climbing state information comprises the mass of the vehicle and the real-time slope of the road on which the vehicle is located;

[0133] update the original control strategy of the gearbox control module to a target control strategy according to the climbing state information, so that the gearbox control module controls the shifting timing and the operation of the clutch at the shifting timing of the vehicle based on the target control strategy.

[0134] In specific implementations, the real-time slope of the road on which the vehicle is currently traveling can be detected by a sensor, the current load of the vehicle can be obtained by system calculation or sensor, the mass of the vehicle can be obtained, and other real-time state information can be detected, such as speed, acceleration, battery power, motor state, 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 gearbox control module for the gearbox according to the real-time slope and the mass of the vehicle, and update it to a target control strategy that is more suitable for the current scene. For example, when climbing, the target control strategy can select a lower gear based on the gear of the original control strategy to provide more traction, and when descending, the target control strategy can select a higher gear based on the gear of the original control strategy to improve fuel efficiency and reduce brake loss. Then, based on different working condition information, such as vehicle speed, motor speed, driving mode, etc., the shifting speed cut-off point can be determined to determine the speed at which the vehicle shifts to achieve the best power output and fuel efficiency. When shifting, 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 can further include a motor control module configured to:

[0137] obtain the current driving state information of the vehicle;

[0138] control the speed and power of the motor of the vehicle 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 level, load, road conditions, etc. Then, the current driving state of the vehicle can also be obtained in real time, such as driving mode (e.g. economy mode, sport mode), driver's operation (e.g. acceleration, deceleration), etc. The target state of the vehicle can be determined according to the driver's input and the preset driving mode. For example, the driver wants to accelerate quickly (sport mode) or wants to save energy (economy mode). The target speed and power of the motor that the motor needs to reach can be determined through the intelligent algorithm and control strategy run by the motor control module to meet the current driving demand and the target state of the vehicle.

[0140] In some embodiments, the motor control module can adjust the speed of the motor according to the target state. For example, when fast acceleration is needed, the motor control module will increase the motor speed; when deceleration or maintaining the current speed is needed, the motor speed will be lowered 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 load is large or climbing, the output power of the motor is increased; when driving on flat roads or under light load, the output power of the motor is reduced to save energy.

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

[0143] real-time regulation of the state of the vehicle's battery and motor;

[0144] power distribution and control of multiple motors of the vehicle;

[0145] recycling energy when the vehicle decelerates and brakes.

[0146] In specific implementations, complex algorithms such as artificial intelligence and machine learning can be used to predict and optimize energy use, and energy distribution strategies can be dynamically adjusted according to the vehicle's historical data, real-time state and environmental conditions to achieve optimal efficiency. Pre-set rules and logic can be used to manage energy distribution. For example, according to the pre-set conditions such as battery level, vehicle speed and driving mode, the working state of the motor and battery is automatically adjusted.

[0147] In some embodiments, the battery's parameters such as state of charge (SOC), voltage, temperature, etc. can be monitored in real time to ensure that the battery operates in a safe and efficient state, and the motor's parameters such as speed, power output and temperature, etc. 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 considering information such as real vehicle state, required power, and battery state of charge, etc. to allocate and regulate power to the dual-motor powertrain system, and to consider regenerative energy management. The real vehicle state can include information such as the current speed, acceleration, road conditions, load, etc. of the vehicle. The required power of the vehicle can be determined according to the driver's operation (such as acceleration, deceleration), driving mode (such as economy mode, sports mode), and current driving conditions. The current battery level can be referred to, and how to optimally use the battery power to meet the driving demand needs to be considered.

[0149] In the dual-motor system of the power domain control system of the present disclosure, power can be allocated to the two motors according to the current demand and system state. For example, in high load conditions, the two motors work together; in 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 real-time calculation results to ensure that the vehicle can obtain the best power output and energy efficiency under different working conditions.

[0150] When the vehicle is decelerating or braking, 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 use efficiency and extend battery range. Intelligent optimization or rule-based strategies will ensure that the energy recovery process is efficient, safe, and maximizes the recovered energy.

[0151] In some embodiments, the energy torque management system ETMS and the backup controller cETMS can constitute a double-fault-tolerant structure for providing a double-fault-tolerant mechanism, the energy torque management system ETMS including 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, triggering the first layer of fault-tolerant mechanism, controlling the second processing core to take over the pending tasks of the first processing core;

[0153] When the second processing core fails, triggering the second layer of fault-tolerant mechanism, controlling the backup controller cETMS to take over the pending tasks of the second processing core.

[0154] In a specific implementation, the energy torque management system ETMS can serve as a 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. For 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 control of vehicle-related accessories, and core three can be reserved for configuration function control for anti-downtime. The core zero, core one and core two can be used as 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 second-level anti-downtime protection. When the reserved second processing core also fails, the backup controller cETMS can take over the control task to ensure the system continues to operate normally. Through the mechanism of the double anti-downtime structure, the occurrence of downtime of the power domain control system can be significantly reduced.

[0156] In some embodiments, in addition to providing redundant control, the backup controller cETMS can also assume battery management functions without a battery management system (BMS). The battery management functions can include: battery information acquisition, such as acquisition of voltage, current, temperature and other data. Battery state estimation, such as evaluating the health state and state of charge 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 charging and discharging process of the battery to ensure the safety and efficiency of the battery.

[0157] In the above manner, the double 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 case of hardware failure, the system can still operate normally through the redundant 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, the battery can be effectively managed to ensure the overall performance and safety of the vehicle.

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

[0159] When mutual security checks are performed between multiple processing cores in the energy torque management system ETMS and the backup controller cETMS, when any one processing core fails, the other processing cores restart the failed processing core through software;

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

[0161] It can be understood that the energy torque management system ETMS and the backup controller cETMS can be regarded 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 secondary controller (cPDCU). In a specific implementation, the energy torque management system ETMS can have n computing cores (Core) responsible for the control of key components of the power system. The backup controller cETMS, i.e., the power domain secondary controller, can have m computing cores (Core) responsible for redundant control as a backup of the main controller.

[0162] As shown in FIG. 1, Figure 3 In some embodiments, the processing cores in each controller can check each other to ensure the running state of the other processing cores. If an error is detected in a processing core, the other processing cores can perform a software restart on it. Specifically, each core can have a corresponding start function, wherein the start function of Core 0 in Figure 3 contains the function of starting other processing cores, and the start functions of other processing cores are independent and run separately. The software restart mechanism can be defined as follows: Core 0 in the energy torque management system ETMS and the power domain secondary controller can restart other processing cores, and each processing core can restart other processing cores, but cannot restart Core 0.

[0163] In some embodiments, the energy torque management system ETMS and the power domain secondary controller can perform security checks on each other to detect whether the other one is running normally. In addition, when the energy torque management system ETMS fails, the power domain secondary controller can also perform a hardware restart on the energy torque management system ETMS, and immediately take over the control of the key components of the power system to continue the program. Correspondingly, when the power domain secondary controller fails, the energy torque management system ETMS can perform a hardware restart on the secondary controller.

[0164] For example, assuming that a core of the energy torque management system ETMS fails during driving, the mutual checking operation between the processing cores can be performed first, and when a processing core fails, the other processing cores trigger a software restart of the core. It should be noted that, for example, when Core 0 of the energy torque management system ETMS and the backup controller cETMS detects that another core fails, the core can be directly restarted. Further, the mutual checking operation between the energy torque management system ETMS and the master and power domain secondary controller can also be performed, and if the energy torque management system ETMS fails, the power domain secondary controller detects the problem through checking and immediately performs a hardware restart and takes over the current control task of the energy torque management system ETMS. If the power domain secondary controller fails, the energy torque management system ETMS detects the problem and can perform a hardware restart of the power domain secondary controller.

[0165] Through the above multi-core safety checking and restart mechanism, the power domain control system can quickly recover and continue to run when any single core or controller fails, ensuring the stability and safety of the vehicle. The multi-core safety checking and restart mechanism ensures that the system can recover in time when a core fails, avoiding system crashes. The energy torque management system ETMS and the power domain secondary controller back up each other, and the hardware restart mechanism further enhances the reliability of the system. When the energy torque management system ETMS fails, the power domain secondary controller can quickly take over the control task and maintain 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 of the present disclosure is significantly improved. The power domain control system of the present disclosure can improve the communication rate of the traditional system from 10 milliseconds to 80 nanoseconds, and the speed and efficiency of data transmission are improved by 100,000 times, which is crucial for real-time control of intelligent vehicles and efficient operation of distributed drive systems, and ensures that the system can respond to various operations and instructions in time.

[0168] The power domain control system of the present disclosure reduces compatibility problems within the system through unified design and implementation of software and hardware, and improves the stability and reliability of the overall system. Due to the optimization of the hardware design and production process of the controller, the hardware cost is significantly reduced. Through unified interfaces, protocols and control logic, the development process is simplified, and the development cycle is greatly shortened, not only speeding up the development speed of new vehicle electrical systems, but also greatly reducing the development cost.

[0169] The power domain control system of the present disclosure uses intelligent energy management technology combining vehicle and cloud, dynamically adjusts energy distribution according to actual conditions, improves the energy efficiency of the vehicle, and reduces energy consumption.

[0170] The power domain control system disclosed herein utilizes remote OTA (Over-the-Air) service, enabling software and system updates remotely without requiring the vehicle to be brought to a service center, thus reducing after-sales maintenance costs. This is particularly beneficial for commercial vehicles such as heavy-duty trucks, resulting in significant annual maintenance savings. Employing a single supplier solution reduces the complexity and cost of supply chain management, thereby improving management efficiency.

[0171] In summary, the power domain control system disclosed herein, through optimization and improvement in communication speed, reliability, cost, development cycle, vehicle energy efficiency, OTA service and management costs, can provide a highly efficient, reliable and economical power domain control system that can significantly improve the overall performance and operational efficiency of the vehicle.

[0172] Figure 4 This is a block diagram of a vehicle provided in an embodiment of this disclosure, such as... Figure 4 As shown, the vehicle includes the aforementioned power domain control system, meaning it is equipped with this system. Utilizing the multi-core computing technology of this power domain control system, the vehicle can simultaneously handle multiple tasks, ensuring the efficient operation of different functional modules. The dual anti-downtime structure design provides both hardware and software protection, effectively reducing the risk of system crashes or malfunctions and ensuring the vehicle's stability and reliability under various operating conditions. Furthermore, the system employs an efficient energy management strategy, intelligently allocating energy usage between the battery and motor based on real-time vehicle status, required power, and battery state of charge, improving the overall efficiency and performance of the power system. Through these technologies, the system achieves precise control and efficient operation of the vehicle's power system.

[0173] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this 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, this disclosure will not describe the various possible combinations separately.

[0175] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A dynamic domain control system, characterized in that, It includes an Energy Torque Management System (ETMS), and a backup controller (cETMS), a smart data terminal (D-Box), a low-voltage control module (LCM), and a high-voltage control module (HCM) connected to the ETMS via a bus, wherein: The Energy Torque Management System (ETMS) is used to coordinate the control of multiple power components of the vehicle. The backup controller cETMS is used for fault-tolerant control of multiple power components and for managing the vehicle's battery. The intelligent data terminal D-Box is used to provide remote collaborative control functions for the Energy Torque Management System (ETMS). The low-voltage control module (LCM) is used to control the on / off of the power circuit of the low-voltage equipment, as well as to distribute, protect, monitor and diagnose all low-voltage electrical equipment in the vehicle. The high-voltage control module (HCM) is used to control the vehicle's heating, ventilation, and air conditioning. The Energy Torque Management System (ETMS) and the Backup Controller (cETMS) form a dual-downtime protection structure to provide a two-layer downtime protection mechanism. The Energy Torque Management System (ETMS) includes a first processing core for handling control tasks and a second processing core reserved for executing emergency tasks, wherein: When the first processing core fails, the first-level anti-shutdown mechanism is triggered, and the second processing core is controlled to take over the pending tasks of the first processing core. When the second processing core fails, the second-layer anti-shutdown mechanism is triggered, and the backup controller cETMS is controlled to take over the pending tasks of the second processing core. The dual anti-downtime structure is also used for: When multiple processing cores in the Energy Torque Management System (ETMS) and the Backup Controller (cETMS) perform mutual security checks, if any one processing core fails, the other processing cores will perform a software restart on the failed processing core. If either the Energy Torque Management System (ETMS) or the Backup Controller (cETMS) fails, the other controller performs a hardware reboot operation on the failed component.

2. The dynamic domain control system according to claim 1, characterized in that, The Energy Torque Management System (ETMS) communicates with multiple control modules of the ETMS via the vehicle bus for energy management, vehicle control, and drive control of the vehicle, as well as restarting the backup controller cETMS when it fails. The backup controller cETMS is used to take over the control functions when the energy torque management system ETMS fails, and to restart the energy torque management system ETMS. The high-voltage control module HCM is also used to control the on / off state of the power circuit of the high-voltage equipment, and to control the pre-charging of 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 electric defrost PTC.

3. The dynamic domain control system according to claim 2, characterized in that, The Energy Torque Management System (ETMS) internally includes a vehicle control unit, a motor control unit, a transmission 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 transmission control unit through microcontroller inter-core communication to adjust the output torque of the motor and the gear shifting of the transmission. The thermal management system is used to monitor the temperature of the vehicle and, by working in conjunction with the vehicle control unit, adjusts the cooling system to optimize the vehicle's heat dissipation.

4. The dynamic domain control system according to claim 2, characterized in that, The backup controller cETMS works in conjunction with the main controller of the battery management system and communicates with the charging pile through the charging bus to realize the charging management and fault response of the vehicle battery.

5. The dynamic domain control system according to any one of claims 2-4, characterized in that, The Energy Torque Management System (ETMS) connects to the vehicle's instrument panel, anti-lock braking system, gear shift lever, and other CAN accessories via the vehicle bus, and performs data exchange to achieve comprehensive vehicle control.

6. The dynamic domain control system according to claim 1, characterized in that, The Energy Torque Management System (ETMS) includes a slope and mass estimation module, used for: Obtain the vehicle's climbing status information; the climbing status information includes the vehicle's mass and the real-time slope of the road surface. Based on the hill-climbing status 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 vehicle's shift timing and clutch operation during shifting based on the target control strategy.

7. The dynamic domain control system according to claim 6, characterized in that, The Energy Torque Management System (ETMS) also includes a motor control module for: Obtain the current driving status information of the vehicle; Based on the difference between the driving status information and the preset target driving status information, the speed and power of the vehicle's motor are controlled.

8. The dynamic domain control system according to claim 6, characterized in that, The Energy Torque Management System (ETMS) also includes an energy management module for: The status of the vehicle's battery and motor is controlled in real time; Power distribution and control are performed on the multiple motors of the vehicle; Energy is recovered during vehicle deceleration and braking.

9. The dynamic domain control system according to claim 1, characterized in that, The Energy Torque Management System (ETMS) and the Backup Controller (cETMS) employ automotive-grade microcontroller chips.

10. The dynamic domain control system according to any one of claims 6-9, characterized in that, The bus is a controller area network bus.

11. The dynamic domain control system according to claim 1, 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.

12. A vehicle, characterized in that, The power domain control system includes any one of claims 1-11 above.

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