ECU control method and device, equipment, storage medium and product

Abstract

The invention discloses an ECU control method, device and equipment, a storage medium and a product, and relates to the technical field of vehicle-mounted electronic and electrical architecture.The method comprises the steps that the current working mode of a vehicle is obtained, and the current working mode comprises a normal driving mode, a whole vehicle OTA mode, an after-sales flashing mode, a sentry mode, a collision mode or a low-power mode; determining a to-be-powered ECU and a non-powered ECU corresponding to the current working mode according to a preset ECU power supply demand table; and performing power supply control on the to-be-powered ECU, and performing power-off control on the non-powered ECU. Related ECUs needing power supply and ECUs not needing power supply are identified through the current working mode, so that power supply control can be accurately performed on the ECUs, the energy consumption of the vehicle is reduced, and the practicability of the vehicle is further improved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle-mounted electronic and electrical architecture, and in particular to an ECU control method, device, equipment, storage medium and product. Background Art

[0002] With the rapid development of the electric vehicle industry, as more and more new technologies and new functions are applied, our demand for a more reliable and low-energy low-voltage power supply system architecture is also increasing. In the traditional low-voltage energy management system, it is not possible to accurately control the power of the relevant electronic control units (ECU) according to the different modes of the vehicle, resulting in high vehicle energy consumption and poor vehicle practicality. Summary of the invention

[0003] The main purpose of this application is to provide an ECU control method, device, equipment, storage medium and product, aiming to solve the technical problem that in the existing low-voltage energy management system, multiple related ECUs cannot be accurately controlled.

[0004] To achieve the above object, the present application proposes an ECU control method, the method comprising:

[0005] Obtain the current working mode of the vehicle, where the current working mode includes normal driving mode, vehicle OTA mode, after-sales flashing mode, sentry mode, collision mode or low power mode;

[0006] Determine the ECU to be powered and the ECU not powered corresponding to the current working mode according to the preset ECU power supply requirement table;

[0007] The ECU to be powered is controlled to be powered, and the ECU not powered is controlled to be powered off.

[0008] In one embodiment, the step of controlling the power supply to the ECU to be powered includes:

[0009] Monitor the low-voltage system of the vehicle for faults, and obtain the hardware fault status of the ECU to be powered, the software fault status of the ECU to be powered, the abnormal communication status, and the voltage fault status;

[0010] Determining the fault level through the central computing platform of the vehicle according to the hardware fault state of the ECU to be powered, the software fault state of the ECU to be powered, the abnormal communication state and the voltage fault state;

[0011] The ECU to be powered is subjected to classified safety control according to the fault level.

[0012] In one embodiment, the step of performing classified safety control on the ECU to be powered according to the fault level includes:

[0013] Determine the importance value of the ECU to be powered in the current working mode according to a preset ECU importance table;

[0014] The control strategy of each ECU to be powered is determined according to the fault level and importance value.

[0015] In one embodiment, the step of determining the control strategy of each ECU to be powered according to the fault level and importance value includes:

[0016] When the fault level is low and the importance value is low, executing a load power limitation strategy for the ECU to be powered;

[0017] When the fault level is high and the importance value is low, a power-off strategy is executed on the ECU to be powered.

[0018] In one embodiment, before the step of obtaining the current working mode of the vehicle, the method further includes:

[0019] Obtain the current working mode set by the user for the vehicle through a hard-wire switch;

[0020] Or, obtain the current working mode set by the user for the vehicle through the soft switch on the central control screen;

[0021] Or, receiving bus signals sent by various control systems in the vehicle, and determining the current working mode of the vehicle according to the bus signals.

[0022] In one embodiment, after the step of controlling the power supply to the ECU to be powered, the method further includes:

[0023] Collecting current information, voltage information and temperature information of the on-off circuit corresponding to the ECU to be powered;

[0024] The current information, the voltage information and the temperature information are sent to a cloud server through a central computing platform of the vehicle, so that the cloud server can feedback the energy consumption of the whole vehicle corresponding to the current working mode;

[0025] Determine the protection suggestion of the on-off circuit according to the energy consumption of the whole vehicle, the protection suggestion includes wire quality suggestion, overcurrent threshold, short circuit threshold and overtemperature threshold.

[0026] In addition, to achieve the above purpose, the present application also proposes an ECU control device, the ECU control device comprising:

[0027] A working mode acquisition module is used to acquire the current working mode of the vehicle, where the current working mode includes a normal driving mode, a vehicle OTA mode, an after-sales flashing mode, a sentinel mode, a collision mode or a low-power mode;

[0028] A power supply requirement determination module, used to determine the ECU to be powered and the ECU not powered corresponding to the current working mode according to a preset ECU power supply requirement table;

[0029] The ECU power supply control module is used to control the power supply to the ECU to be powered and to cut off the power to the ECU not powered.

[0030] In addition, to achieve the above-mentioned purpose, the present application also proposes an ECU control device, which includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program is configured to implement the steps of the ECU control method described above.

[0031] In addition, to achieve the above-mentioned purpose, the present application also proposes a storage medium, which is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by the processor, the steps of the ECU control method described above are implemented.

[0032] In addition, to achieve the above-mentioned purpose, the present application also provides a computer program product, which includes a computer program, and when the computer program is executed by a processor, the steps of the ECU control method described above are implemented.

[0033] The present application provides an ECU control method, which obtains the current working mode of the vehicle, including normal driving mode, vehicle OTA mode, after-sales flashing mode, sentinel mode, collision mode or low power mode; determines the ECU to be powered and the ECU not powered corresponding to the current working mode according to the preset ECU power supply requirement table; controls the power supply of the ECU to be powered, and controls the power off of the ECU not powered. The present application identifies the relevant ECUs that need power supply and the ECUs that do not need power supply through the current working mode, so as to accurately control the power supply of the ECU, thereby reducing the energy consumption of the vehicle and further improving the practicality of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0035] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0036] Figure 1 A flowchart of the first embodiment of the ECU control method of the present application is provided;

[0037] Figure 2 A schematic diagram for obtaining the current working mode in this application;

[0038] Figure 3 A topology diagram of the domain controller proxy service for this application;

[0039] Figure 4 This is a schematic diagram of the regional control network topology for this application;

[0040] Figure 5 A flow chart of the second embodiment of the ECU control method of the present application;

[0041] Figure 6 This is a schematic diagram of the module structure of the ECU control device of the embodiment of the present application;

[0042] Figure 7 This is a schematic diagram of the device structure of the hardware operating environment involved in the ECU control method in the embodiment of the present application.

[0043] The purpose, features and advantages of this application will be further described in conjunction with the embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0044] It should be understood that the specific embodiments described herein are only used to explain the technical solutions of the present application and are not used to limit the present application.

[0045] In order to better understand the technical solution of the present application, a detailed description will be given below in conjunction with the accompanying drawings and specific implementation methods.

[0046] The main solution of the embodiment of the present application is: obtaining the current working mode of the vehicle, the current working mode including normal driving mode, whole vehicle OTA mode, after-sales flashing mode, sentry mode, collision mode or low power mode; determining the ECU to be powered and the ECU not powered corresponding to the current working mode according to the preset ECU power supply requirement table; controlling the power supply of the ECU to be powered, and controlling the power off of the ECU not powered.

[0047] Due to the rapid development of the current electric vehicle industry, with the application of more and more new technologies and new functions, our demand for more reliable and low-energy low-voltage power supply system architecture is also increasing. In the traditional low-voltage energy management system, it is impossible to accurately control the power of each electronic control unit (Electronic Control Unit, ECU) according to the different modes of the vehicle, resulting in high vehicle energy consumption and low vehicle practicality.

[0048] The present application provides a solution, which obtains the current working mode of the vehicle, including normal driving mode, vehicle OTA mode, after-sales flashing mode, sentinel mode, collision mode or low power mode; determines the ECU to be powered and the ECU not powered corresponding to the current working mode according to the preset ECU power supply demand table; controls the power supply of the ECU to be powered, and controls the power off of the ECU not powered. The present application identifies the relevant ECUs that need power supply and the ECUs that do not need power supply through the current working mode, so as to accurately control the power supply of the ECU, thereby reducing the energy consumption of the vehicle and further improving the practicality of the vehicle.

[0049] It should be noted that the execution subject of the method of this embodiment can be a vehicle with ECU control, network communication and program running functions; it can also be an ECU control device with the same or similar functions. This embodiment and the following embodiments will be described by taking the ECU control device as an example.

[0050] Based on this, the embodiment of the present application provides an ECU control method, referring to Figure 1 , Figure 1 This is a flow chart of the first embodiment of the ECU control method of the present application.

[0051] In this embodiment, the ECU control method includes steps S10 to S30:

[0052] Step S10, obtaining the current working mode of the vehicle, wherein the current working mode includes a normal driving mode, a vehicle OTA mode, an after-sales flashing mode, a sentinel mode, a collision mode or a low-power mode.

[0053] It is understandable that this embodiment provides a vehicle low-voltage energy management system and components to reduce vehicle energy consumption and improve vehicle practicality. The system includes a mode control platform, which can set and judge the current working mode of the vehicle, such as normal driving mode, vehicle OTA mode, after-sales flashing mode, sentinel mode, collision mode, low-power mode and other working modes. Different ECUs are required to work in different working modes.

[0054] In a feasible implementation manner, before step S10, steps S01 to S03 may also be included:

[0055] Step S01, obtaining the current working mode set by the user for the vehicle through a hard-wire switch.

[0056] You can refer to Figure 2 The method and approach for obtaining the current working mode of the vehicle in this embodiment are described. Figure 2 This is a schematic diagram of obtaining the current working mode in this application. The user can set the mode through the hard-wire switch, and the hard-wire activates the signal when a collision occurs. The system obtains the current working mode set by the user for the vehicle through the hard-wire activation signal.

[0057] Step S02, or, obtaining the current working mode set by the user for the vehicle through the soft switch on the central control screen.

[0058] It is understandable that the user can also set it through the soft switch on the central control screen, and the system obtains the current working mode set by the user for the vehicle through the soft switch on the central control screen.

[0059] Step S03, or, receiving bus signals sent by various control systems in the vehicle, and determining the current working mode of the vehicle according to the bus signals.

[0060] It should be understood that the system can also receive bus signals sent by various control systems in the vehicle. Receive bus signals related to mode settings sent by various systems, for example, bus signals related to collision sent by airbags in the event of a collision; bus signals of low voltage sent by battery sensors; bus signals of turning on OTA mode sent during OTA, etc.

[0061] Step S20, determining the ECU to be powered and the ECU not powered corresponding to the current working mode according to a preset ECU power supply requirement table.

[0062] It should be noted that the power supply requirements of each ECU in different modes are different. The power supply requirements can be counted in advance into an ECU power supply requirement table, and then the ECUs to be powered and the ECUs not powered corresponding to the current working mode are determined according to the ECU power supply requirement table. The preset ECU power supply requirement table refers to the following table 1, 1 represents power supply, and 0 represents no power supply:

[0063] Table 1 Power supply requirements of each ECU in different modes

[0064]

[0065] Step S30, controlling the power supply to the ECU to be powered, and controlling the power off of the ECU not powered.

[0066] It should be understood that the mode control platform can be intelligently programmable according to the logic set by the whole vehicle to realize multi-mode combination logic control. It can also provide customized power consumption modes according to various special power consumption requirements of electrical appliances. In this way, it can realize power supply to related ECUs and power off control of irrelevant ECUs, thereby avoiding unnecessary energy consumption and improving the practicality of the vehicle.

[0067] In a feasible implementation manner, after step S30, steps S40 to S60 may also be included:

[0068] Step S40, collecting current information, voltage information and temperature information of the on-off circuit corresponding to the ECU to be powered.

[0069] It should be noted that the system also includes a low-voltage energy management system, which includes a circuit on-off control module, an information detection module, and a low-voltage fault management and diagnosis module. The structure and interaction of the low-voltage energy management system can be referred to Figure 3 . The general vehicle network topology consists of a central computing platform, a regional controller, and ordinary ECUs. The central computing platform and the regional controller use Ethernet and CAN / CANFD dual buses for communication, and control information needs to be interacted through CAN / CANFD. Due to the development trend of the chassis, there is currently no mature chassis domain controller, and an independent CAN / CANFD controller is still used. The new energy domain controller is integrated in the central computing platform, and other ECUs such as BMS, DCDC, etc. still use stable and reliable CAN / CANFD bus signals. The low-voltage energy management system can be integrated in the central computing platform or in a regional controller. The regional control network topology can refer to Figure 4 .

[0070] Among them, the loop on-off control module controls the loop on-off according to the result of the mode control platform software logic processing, so that the relevant ECU is powered and the irrelevant ECU is powered off. The information detection module includes current detection, voltage detection, temperature detection and other modules. The current detection module is used to collect the current information of each on-off loop and diagnose the fault; the voltage detection module is used to collect the voltage information of each on-off loop and diagnose the fault; the temperature detection module can collect the temperature status information of each loop and diagnose the fault.

[0071] Step S50, sending the current information, the voltage information and the temperature information to a cloud server through the central computing platform of the vehicle, so that the cloud server can feed back the energy consumption of the whole vehicle corresponding to the current working mode.

[0072] It should be understood that the information detection module detects the current information, voltage information and temperature information of the on-off circuit, sends this information to the vehicle's central computing platform, and then the central computing platform sends it to the cloud server for further analysis and processing.

[0073] Step S60, determining a protection suggestion for the on-off circuit according to the energy consumption of the entire vehicle, the protection suggestion including a wire quality suggestion, an overcurrent threshold, a short circuit threshold and an overtemperature threshold.

[0074] It is understandable that the cloud server can accurately calculate the energy consumption of the entire vehicle in each different mode through this information and the current mode status of the vehicle, and form digital management. Specifically, it can be determined according to the energy consumption of the entire vehicle. Protection recommendations for the on-off circuit, including wire quality recommendations, overcurrent thresholds, short-circuit thresholds, and over-temperature thresholds. This enables more accurate wire diameter selection, thereby reducing wire weight and cost. Users can set corresponding overcurrent, short-circuit, and over-temperature protection functions for each circuit according to protection recommendations. After a related fault occurs, it can also be reported to the central computing platform system for analysis and warning processing.

[0075] This embodiment provides an ECU control method, which obtains the current working mode of the vehicle, including normal driving mode, vehicle OTA mode, after-sales flashing mode, sentinel mode, collision mode or low power mode; determines the ECU to be powered and the ECU not powered corresponding to the current working mode according to the preset ECU power supply requirement table; controls the power supply of the ECU to be powered, and controls the power off of the ECU not powered. This embodiment identifies the relevant ECUs that need power supply and the ECUs that do not need power supply through the current working mode, so that the power supply of the ECU can be accurately controlled, thereby reducing the energy consumption of the vehicle and further improving the practicality of the vehicle.

[0076] Based on the first embodiment of the present application, in the second embodiment of the present application, the same or similar contents as those in the above-mentioned embodiment 1 can refer to the above introduction, and will not be repeated later. Figure 5 , step S30, the ECU control method further includes steps S301 to S303:

[0077] Step S301 , performing fault monitoring on the low voltage system of the vehicle, obtaining the hardware fault status of the ECU to be powered, the software fault status of the ECU to be powered, the abnormal communication status and the voltage fault status.

[0078] It can be understood that the low-voltage system can be fault-monitored through the low-voltage fault management and diagnosis module in the low-voltage energy management system, specifically including the hardware fault status of each ECU to be powered, the software fault status of each ECU to be powered, communication abnormality monitoring, voltage fault monitoring, etc.

[0079] Step S302, determining the fault level through the central computing platform of the vehicle according to the hardware fault state of the ECU to be powered, the software fault state of the ECU to be powered, the abnormal communication state and the voltage fault state.

[0080] It should be understood that the low voltage fault management and diagnosis module sends the fault status to the central computing platform of the vehicle. After the central computing platform analyzes the fault status, on the one hand, it performs a pop-up window or voice alarm on the HMI. On the other hand, it determines the fault level according to the hardware fault status of the ECU to be powered, the software fault status of the ECU to be powered, the abnormal communication status and the voltage fault status.

[0081] Step S303: performing classified safety control on the ECU to be powered according to the fault level.

[0082] It is understandable that the central computing platform performs classified safety controls such as power off, function degradation or load power limitation on the powered ECUs of related subsystems according to the fault level, so as to rationalize and balance the operation and energy consumption of the vehicle to the greatest extent.

[0083] In a feasible implementation, step S303 may include steps S3031 to S3032:

[0084] Step S3031, determining the importance value of the ECU to be powered in the current working mode according to a preset ECU importance table.

[0085] It is understandable that different ECUs have different importance in different working modes. For example, in normal driving mode, all defined ECUs require power. Among them, the importance of ECUs corresponding to functions such as entertainment systems, audio systems, and wireless charging systems is relatively low, while the importance of ECUs corresponding to driving-related functions is relatively high. The importance of different ECUs in different working modes can be pre-integrated, and then the importance value of the ECU to be powered in the current working mode can be determined by looking up the table.

[0086] Step S3032: determining a control strategy for each of the ECUs to be powered according to the fault level and importance value.

[0087] It is understandable that when a fault occurs, the control strategy of each ECU to be powered can be determined according to the fault level combined with the importance value. For example, when a battery fault occurs, the fault level of the battery fault is high, and the ECUs with importance values ​​lower than the preset threshold can be powered off, or some functions can be turned off to ensure safe driving of the vehicle.

[0088] In a feasible implementation, step S3032 may include steps A10 to A20:

[0089] Step A10: When the fault level is low and the importance value is low, a load power limitation strategy is executed on the ECU to be powered.

[0090] It should be noted that after receiving the fault diagnosis results sent by the low-voltage energy management system, the central computing platform divides the faults into different levels according to the diagnosis results. Assuming that it is divided into 3 levels, the ECU is powered off or downgraded to different levels according to these 3 levels. The central computing platform uses CAN / CANFD bus signals to transmit to each ECU. The frame format of the CAN / CANFD bus is similar. Here, the CAN bus is taken as an example to illustrate the signal transmission strategy. Taking the CAN bus as an example, the CAN message of the ECU downgrade command has 8 bytes, namely byte0 to byte7. Every 2 bits define an ECU downgrade command, where 0: no input, indicating that no downgrade is required.

[0091] It is understood that the following table shows an example of a degradation handling strategy in the case of a fault without power failure in normal driving mode:

[0092] Table 2 Power supply requirements of each ECU in different modes

[0093]

[0094] Among them, in the mode power supply requirement, 1 indicates power supply, and 0 indicates no power supply. In the normal driving mode, whether the power is cut off when a fault occurs, 1 indicates power off, and 0 indicates no power off.

[0095] It is understandable that if the fault level of the fault is low, it is not necessary to forcibly adopt the strategy of disconnecting or shutting down the function, and only the load power limitation is performed on the power supply ECU to reduce the vehicle's energy consumption without affecting the overall vehicle experience.

[0096] Step A20: When the fault level is high and the importance value is low, a power-off strategy is executed on the ECU to be powered.

[0097] It should be noted that if the fault level is high, for example, a low battery fault occurs, electrical components that are not related to vehicle driving can be forcibly disconnected, such as entertainment systems, audio systems, wireless charging systems, and other functions with lower importance values. It is even possible to disconnect auxiliary driving systems such as automatic parking controllers, reduce the functions of chassis comfort adjustable systems, and only realize basic chassis functions. The purpose of such a strategy is to reduce vehicle energy consumption and ensure the basic operating functions of the vehicle, so as to ensure that a suitable parking position can be found as soon as possible when the battery is low and cannot be restored. Otherwise, the vehicle suddenly stops at an inappropriate position, which will bring personal safety.

[0098] In this embodiment, by monitoring the low-voltage system of the vehicle for faults, determining the fault level based on the detected fault information through the vehicle's central computing platform, and then classifying and safely controlling the ECU to be powered according to the fault level, the vehicle's energy consumption can be reduced, the basic operating functions of the vehicle can be guaranteed, and the vehicle's safety and driving experience can be improved.

[0099] It should be noted that the above examples are only used to understand the present application and do not constitute a limitation on the ECU control method of the present application. More simple transformations based on this technical concept are all within the protection scope of the present application.

[0100] This application also provides an ECU control device, please refer to Figure 6 , the ECU control device comprises:

[0101] The working mode acquisition module 10 is used to acquire the current working mode of the vehicle, wherein the current working mode includes a normal driving mode, a vehicle OTA mode, an after-sales flashing mode, a sentinel mode, a collision mode or a low-power mode;

[0102] A power supply requirement determination module 20, used to determine the ECU to be powered and the ECU not powered corresponding to the current working mode according to a preset ECU power supply requirement table;

[0103] The ECU power supply control module 30 is used to control the power supply to the ECU to be powered and to cut off the power to the ECU not powered.

[0104] The ECU control device provided by the present application adopts the ECU control method in the above embodiment to solve the technical problem. Compared with the prior art, the beneficial effects of the ECU control device provided by the present application are the same as the beneficial effects of the ECU control method provided by the above embodiment, and the other technical features in the ECU control device are the same as the features disclosed in the above embodiment method, which will not be repeated here.

[0105] The present application provides an ECU control device, which includes: at least one processor; and a memory that is communicatively connected to the at least one processor; wherein the memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the ECU control method in the above-mentioned embodiment one.

[0106] Reference below Figure 7 , which shows a schematic diagram of the structure of an ECU control device suitable for implementing an embodiment of the present application. The ECU control device in the embodiment of the present application may include, but is not limited to, mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Descriptions), PMPs (Portable Media Players), vehicle-mounted terminals (such as vehicle-mounted navigation terminals), etc., and fixed terminals such as digital TVs, desktop computers, etc. Figure 7 The ECU control device shown is merely an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0107] like Figure 7 As shown, the ECU control device may include a processing device 1001 (such as a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM: Read Only Memory) 1002 or a program loaded from a storage device 1003 to a random access memory (RAM: Random Access Memory) 1004. In RAM1004, various programs and data required for the operation of the ECU control device are also stored. The processing device 1001, ROM1002 and RAM1004 are connected to each other through a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Generally, the following systems can be connected to the I / O interface 1006: an input device 1007 including, for example, a touch screen, a touch pad, a keyboard, a mouse, an image sensor, a microphone, an accelerometer, a gyroscope, etc.; an output device 1008 including, for example, a liquid crystal display (LCD: Liquid Crystal Display), a speaker, a vibrator, etc.; a storage device 1003 including, for example, a magnetic tape, a hard disk, etc.; and a communication device 1009. The communication device 1009 can allow the ECU control device to communicate with other devices wirelessly or by wire to exchange data. Although the ECU control device with various systems is shown in the figure, it should be understood that it is not required to implement or have all the systems shown. More or fewer systems can be implemented or have alternatively.

[0108] In particular, according to the embodiments disclosed in the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, the embodiments disclosed in the present application include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through a communication device, or installed from a storage device 1003, or installed from a ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment disclosed in the present application are executed.

[0109] The ECU control device provided by the present application adopts the ECU control method in the above embodiment, which can solve the technical problem of ECU control. Compared with the prior art, the beneficial effects of the ECU control device provided by the present application are the same as the beneficial effects of the ECU control method provided by the above embodiment, and other technical features in the ECU control device are the same as the features disclosed in the method of the previous embodiment, which will not be repeated here.

[0110] It should be understood that the various parts disclosed in this application can be implemented by hardware, software, firmware or a combination thereof. In the description of the above embodiments, specific features, structures, materials or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0111] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

[0112] The present application provides a computer-readable storage medium having computer-readable program instructions (ie, computer programs) stored thereon, and the computer-readable program instructions are used to execute the ECU control method in the above-mentioned embodiment.

[0113] The computer-readable storage medium provided in the present application may be, for example, a USB flash drive, but is not limited to electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, systems or devices, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in combination with an instruction execution system, system or device. The program code contained on the computer-readable storage medium may be transmitted using any appropriate medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination of the above.

[0114] The computer-readable storage medium may be included in the ECU control device; or may exist independently without being assembled into the ECU control device.

[0115] The above-mentioned computer-readable storage medium carries one or more programs. When the above-mentioned one or more programs are executed by the ECU control device, the ECU control device: obtains the current working mode of the vehicle, and the current working mode includes normal driving mode, whole vehicle OTA mode, after-sales flashing mode, sentry mode, collision mode or low power mode; determines the ECU to be powered and the ECU not powered corresponding to the current working mode according to the preset ECU power supply requirement table; controls the power supply of the ECU to be powered, and controls the power off of the ECU not powered.

[0116] Computer program code for performing the operations of the present application may be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0117] The flow chart and block diagram in the accompanying drawings illustrate the possible architecture, function and operation of the system, method and computer program product according to various embodiments of the present application. In this regard, each square box in the flow chart or block diagram can represent a module, a program segment or a part of a code, and the module, the program segment or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the square box can also occur in a sequence different from that marked in the accompanying drawings. For example, two square boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each square box in the block diagram and / or flow chart, and the combination of the square boxes in the block diagram and / or flow chart can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0118] The modules involved in the embodiments described in this application may be implemented by software or hardware, wherein the name of the module does not constitute a limitation on the unit itself in some cases.

[0119] The readable storage medium provided in this application is a computer-readable storage medium, which stores computer-readable program instructions (i.e., computer programs) for executing the above-mentioned ECU control method, and can solve technical problems. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as the beneficial effects of the ECU control method provided in the above-mentioned embodiment, and will not be repeated here.

[0120] The present application also provides a computer program product, including a computer program, which implements the steps of the above-mentioned ECU control method when executed by a processor.

[0121] The computer program product provided by the present application can solve the technical problem. Compared with the prior art, the beneficial effects of the computer program product provided by the present application are the same as the beneficial effects of the ECU control method provided by the above embodiment, which will not be described in detail here.

[0122] The above descriptions are only some embodiments of the present application, and are not intended to limit the patent scope of the present application. All equivalent structural changes made using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect applications in other related technical fields are included in the patent protection scope of the present application.

Claims

1. An ECU control method, characterized in that: The method includes: Obtain the current working mode of the vehicle, where the current working mode includes normal driving mode, vehicle OTA mode, after-sales flashing mode, sentry mode, collision mode or low power mode; Determine the ECU to be powered and the ECU not powered corresponding to the current working mode according to the preset ECU power supply requirement table; The ECU to be powered is controlled to be powered, and the ECU not powered is controlled to be powered off.

2. The method according to claim 1, characterized in that The step of controlling the power supply to the ECU to be powered includes: Monitor the low-voltage system of the vehicle for faults, and obtain the hardware fault status of the ECU to be powered, the software fault status of the ECU to be powered, the abnormal communication status, and the voltage fault status; Determining the fault level through the central computing platform of the vehicle according to the hardware fault state of the ECU to be powered, the software fault state of the ECU to be powered, the abnormal communication state and the voltage fault state; The ECU to be powered is subjected to classified safety control according to the fault level.

3. The method according to claim 2, characterized in that The step of performing classified safety control on the ECU to be powered according to the fault level comprises: Determine the importance value of the ECU to be powered in the current working mode according to a preset ECU importance table; The control strategy of each ECU to be powered is determined according to the fault level and importance value.

4. The method according to claim 3, characterized in that The step of determining the control strategy of each ECU to be powered according to the fault level and importance value comprises: When the fault level is low and the importance value is low, executing a load power limitation strategy for the ECU to be powered; When the fault level is high and the importance value is low, a power-off strategy is executed on the ECU to be powered.

5. The method according to claim 1, characterized in that Before the step of obtaining the current working mode of the vehicle, the method further includes: Obtain the current working mode set by the user for the vehicle through a hard-wire switch; Or, obtain the current working mode set by the user for the vehicle through the soft switch on the central control screen; Or, receiving bus signals sent by various control systems in the vehicle, and determining the current working mode of the vehicle according to the bus signals.

6. The method according to claim 1, characterized in that After the step of controlling the power supply to the ECU to be powered, the method further includes: Collecting current information, voltage information and temperature information of the on-off circuit corresponding to the ECU to be powered; The current information, the voltage information and the temperature information are sent to a cloud server through a central computing platform of the vehicle, so that the cloud server can feedback the energy consumption of the whole vehicle corresponding to the current working mode; Determine the protection suggestion of the on-off circuit according to the energy consumption of the whole vehicle, the protection suggestion includes wire quality suggestion, overcurrent threshold, short circuit threshold and overtemperature threshold.

7. An ECU control device, characterized in that: The ECU control device comprises: A working mode acquisition module is used to acquire the current working mode of the vehicle, where the current working mode includes a normal driving mode, a vehicle OTA mode, an after-sales flashing mode, a sentinel mode, a collision mode or a low-power mode; A power supply requirement determination module, used to determine the ECU to be powered and the ECU not powered corresponding to the current working mode according to a preset ECU power supply requirement table; The ECU power supply control module is used to control the power supply to the ECU to be powered and to cut off the power to the ECU not powered.

8. An ECU control device, characterized in that: The device comprises: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program is configured to implement the steps of the ECU control method according to any one of claims 1 to 6.

9. A storage medium, characterized in that: The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, the steps of the ECU control method according to any one of claims 1 to 6 are implemented.

10. A computer program product, characterized in that The computer program product comprises a computer program, and when the computer program is executed by a processor, the steps of the ECU control method according to any one of claims 1 to 6 are implemented.

Images