ECU control methods, devices, equipment, storage media and products

Abstract

This application discloses an ECU control method, device, equipment, storage medium, and product, relating to the field of vehicle electronic and electrical architecture technology. The method includes: acquiring the vehicle's current operating mode, including normal driving mode, vehicle OTA mode, after-sales flashing mode, sentry mode, collision mode, or low battery mode; determining the ECUs to be powered and those not powered corresponding to the current operating mode based on a preset ECU power supply demand table; controlling the power supply to the ECUs to be powered and controlling the power off of the ECUs not powered. This application identifies the relevant ECUs that need power and the ECUs that do not need power by using the current operating mode, thereby enabling precise power supply control of the ECUs, reducing vehicle energy consumption, and further improving vehicle practicality.

Description

Technical Field

[0001] This application relates to the field of automotive electronic and electrical architecture technology, and in particular to an ECU control method, device, equipment, storage medium, and product. Background Technology

[0002] With the rapid development of the electric vehicle industry and the application of more and more new technologies and functions, our demand for more reliable and energy-efficient low-voltage power supply system architectures is increasing. Traditional low-voltage energy management systems cannot precisely control the power supply of various electronic control units (ECUs) according to different vehicle modes, leading to high vehicle energy consumption and reduced vehicle usability. Summary of the Invention

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

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

[0005] Obtain the vehicle's current operating mode, which includes normal driving mode, vehicle OTA mode, after-sales flashing mode, sentry mode, collision mode, or low battery mode.

[0006] The ECUs to be powered and the ECUs not powered are determined according to the preset ECU power demand table for the current working mode.

[0007] Power supply control is performed on the ECU to be powered, and power-off control is performed on the ECU that is not powered.

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

[0009] The vehicle's low-voltage system is monitored for faults to obtain the hardware fault status, software fault status, communication abnormality status, and voltage fault status of the ECU to be powered.

[0010] The vehicle's central computing platform determines the fault level based on the hardware fault status of the ECU to be powered, the software fault status of the ECU to be powered, the communication abnormality status, and the voltage fault status.

[0011] The ECU to be powered is classified and controlled for safety based on the fault level.

[0012] In one embodiment, the step of classifying and controlling the ECU to be powered according to the fault level includes:

[0013] The importance value of the ECU to be powered is determined according to the preset ECU importance table in the current working mode;

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

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

[0016] When the fault level is low and the importance value is low, a load power limiting strategy is implemented 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, prior to the step of obtaining the vehicle's current operating mode, the method further includes:

[0019] The current operating mode of the vehicle set by the user is obtained through a hard-wired switch;

[0020] Alternatively, the current operating mode of the vehicle can be obtained from the user's settings via a soft switch on the central control screen;

[0021] Alternatively, it can receive bus signals sent by various control systems in the vehicle and determine the current operating mode of the vehicle based on 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] Collect current, voltage, and temperature information of the on / off circuit corresponding to the ECU to be powered;

[0024] The vehicle's central computing platform sends the current information, voltage information, and temperature information to the cloud server, so that the cloud server can provide feedback on the vehicle's energy consumption corresponding to the current operating mode.

[0025] Based on the energy consumption of the entire vehicle, protection recommendations for the on / off circuit are determined. These protection recommendations include recommendations for wire quality, overcurrent thresholds, short-circuit thresholds, and overtemperature thresholds.

[0026] Furthermore, to achieve the above objectives, this application also proposes an ECU control device, the ECU control device comprising:

[0027] The working mode acquisition module is used to acquire the current working mode of the vehicle, which includes normal driving mode, vehicle OTA mode, after-sales flashing mode, sentry mode, collision mode or low battery mode.

[0028] The power supply demand determination module is used to determine the ECUs that need to be powered and the ECUs that do not need to be powered according to the preset ECU power supply demand table;

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

[0030] In addition, to achieve the above objectives, this application also proposes an ECU control device, the device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the ECU control method as described above.

[0031] In addition, to achieve the above objectives, this application also proposes a storage medium, which is a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the steps of the ECU control method described above.

[0032] In addition, to achieve the above objectives, this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the steps of the ECU control method described above.

[0033] This application provides an ECU control method that acquires the vehicle's current operating mode, including normal driving mode, over-the-air (OTA) mode, after-sales flashing mode, sentry mode, collision mode, or low battery mode; determines the ECUs requiring power and those not requiring power according to a preset ECU power demand table; controls the power supply to the ECUs requiring power and cuts off power to the ECUs not requiring power. This application identifies the relevant ECUs requiring power and those not requiring power by using the current operating mode, thereby enabling precise power supply control for the ECUs, reducing vehicle energy consumption, and further improving vehicle usability. Attached Figure Description

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

[0035] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0036] Figure 1 This is a flowchart illustrating an embodiment of the ECU control method of this application.

[0037] Figure 2 This is a schematic diagram illustrating the acquisition of the current working mode in this application;

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

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

[0040] Figure 5 This is a flowchart illustrating Embodiment 2 of the ECU control method of this application;

[0041] Figure 6 This is a schematic diagram of the module structure of the ECU control device according to an embodiment of this 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 embodiments of this application.

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

[0044] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0045] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0046] The main solution of this application embodiment is: to obtain the current working mode of the vehicle, which includes normal driving mode, vehicle OTA mode, after-sales flashing mode, sentry mode, collision mode or low battery mode; to determine 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; to control the power supply of the ECU to be powered and to control the power off of the ECU not powered.

[0047] Due to the rapid development of the electric vehicle industry and the application of more and more new technologies and functions, our demand for more reliable and energy-efficient low-voltage power supply system architectures is increasing. Traditional low-voltage energy management systems cannot precisely control the power supply of each Electronic Control Unit (ECU) according to different vehicle modes, leading to high vehicle energy consumption and reduced vehicle usability.

[0048] This application provides a solution that acquires the vehicle's current operating mode, including normal driving mode, over-the-air (OTA) mode, after-sales flashing mode, sentry mode, collision mode, or low battery mode; determines the ECUs requiring power and those not requiring power according to a preset ECU power demand table; controls the power supply to the ECUs requiring power and cuts off power to the ECUs not requiring power. This application identifies the relevant ECUs that need power and those that do not by using the current operating mode, thereby enabling precise power supply control for the ECUs, reducing vehicle energy consumption, and further improving vehicle usability.

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

[0050] Based on this, the embodiments of this application provide an ECU control method, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the ECU control method of this application.

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

[0052] Step S10: Obtain the vehicle's current operating mode, which includes normal driving mode, vehicle OTA mode, after-sales flashing mode, sentry mode, collision mode, or low battery mode.

[0053] It is understood that this embodiment provides a vehicle low-voltage energy management system and components to reduce vehicle energy consumption and improve vehicle usability. This system includes a mode control platform, which can set and determine the vehicle's current operating mode, such as normal driving mode, vehicle OTA mode, after-sales flashing mode, sentry mode, collision mode, low battery mode, etc. Different ECUs are required to operate in different operating modes.

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

[0055] Step S01: Obtain the current operating mode set by the user for the vehicle through a hard-wired switch.

[0056] You can refer to this. Figure 2 The method and means of obtaining the current operating mode of the vehicle in this embodiment are described. Figure 2 This is a schematic diagram illustrating the acquisition of the current operating mode in this application. The user can set the mode via a hard-wired switch. Upon collision, the hard-wired activation signal is received, and the system obtains the user's current operating mode setting for the vehicle through this signal.

[0057] Step S02, or, obtain the current operating mode of the vehicle set by the user through the soft switch on the central control screen.

[0058] Understandably, users can also set the vehicle's current operating mode through the soft switch on the central control screen.

[0059] Step S03, or, receive bus signals sent by various control systems in the vehicle, and determine the current operating mode of the vehicle based on the bus signals.

[0060] It should be understood that the system can also receive bus signals sent by various control systems in the vehicle. This includes bus signals related to mode settings from these systems, such as collision-related bus signals from the airbags, low voltage bus signals from the battery sensors, and bus signals indicating the activation of OTA (Over-The-Air) mode.

[0061] Step S20: Determine the ECUs to be powered and the ECUs not powered according to the preset ECU power supply requirement table for the current working mode.

[0062] It should be noted that the power supply requirements of each ECU differ in different modes. These power supply requirements can be pre-calculated into an ECU power supply requirement table. Then, based on this table, the ECUs requiring power and those not requiring power for the current operating mode can be determined. A sample ECU power supply requirement table is shown in Table 1 below, where 1 represents power supply and 0 represents no power supply.

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

[0064]

[0065] Step S30: Power supply control is performed on the ECU to be powered, and power-off control is performed on the ECU that is 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, realizing multi-mode combination logic control. It can also provide customized power consumption modes according to the various special power consumption needs of electrical appliances. This allows for power supply to relevant ECUs and power-off control to unrelated ECUs, thereby avoiding unnecessary energy consumption and improving the practicality of the vehicle.

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

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

[0069] It should be noted that this system also includes a low-voltage energy management system, which comprises 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 found by referring to [reference needed]. Figure 3 A typical vehicle network topology consists of a central computing platform, area controllers, and general-purpose ECUs. The central computing platform and area controllers communicate via Ethernet and CAN / CANFD dual buses, with control-related information exchanged through CAN / CANFD. Due to chassis development trends, there are currently no mature chassis domain controllers; independent CAN / CANFD controllers are still used. New energy vehicle domain controllers are integrated into the central computing platform, while other ECUs, such as BMS and DC-DC converters, still use stable and reliable CAN / CANFD bus signals. The low-voltage energy management system can be integrated into the central computing platform or into a specific area controller. The area controller network topology can be found in [reference needed]. Figure 4 .

[0070] The circuit on / off control module controls the circuit on / off state according to the logic processing results of the mode control platform software, ensuring that relevant ECUs are powered on and unrelated ECUs are powered off. The information detection module includes current detection, voltage detection, and temperature detection modules. The current detection module collects current information for each on / off circuit and diagnoses faults; the voltage detection module collects voltage information for each on / off circuit and diagnoses faults; the temperature detection module collects temperature status information for each circuit and diagnoses faults.

[0071] Step S50: The current information, voltage information and temperature information are sent to the cloud server through the vehicle's central computing platform, so that the cloud server can provide feedback on the vehicle's energy consumption corresponding to the current operating mode.

[0072] It should be understood that the information detection module detects current, voltage, 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: Determine the protection recommendations for the on / off circuit based on the total vehicle energy consumption. The protection recommendations include wire quality recommendations, overcurrent thresholds, short-circuit thresholds, and over-temperature thresholds.

[0074] Understandably, cloud servers, using this information and the vehicle's current mode status, can accurately calculate the vehicle's energy consumption in each different mode and form a digital management system. Specifically, this can involve determining protection recommendations for circuit switching based on the vehicle's energy consumption, including recommendations for wire quality, overcurrent thresholds, short-circuit thresholds, and overtemperature thresholds. This allows for more precise wire gauge selection, reducing wire weight and cost. Users can then set corresponding overcurrent, short-circuit, and overtemperature protection functions for each circuit according to the protection recommendations. Related faults can also be reported to the central computing platform system for analysis and alert processing.

[0075] This embodiment provides an ECU control method that acquires the vehicle's current operating mode, including normal driving mode, over-the-air (OTA) mode, after-sales flashing mode, sentry mode, collision mode, or low battery mode; determines the ECUs requiring power and those not requiring power according to a preset ECU power demand table; controls the power supply to the ECUs requiring power and cuts off power to the ECUs not requiring power. This embodiment identifies the relevant ECUs that need power and those that do not by using the current operating mode, thereby enabling precise power supply control for the ECUs, reducing vehicle energy consumption, and further improving vehicle practicality.

[0076] Based on the first embodiment of this application, in the second embodiment of this application, the content that is the same as or similar to that in Embodiment 1 above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 5 In step S30, the ECU control method further includes steps S301 to S303:

[0077] Step S301: Perform fault monitoring on the vehicle's low-voltage system to obtain the hardware fault status, software fault status, communication abnormality status, and voltage fault status of the ECU to be powered.

[0078] Understandably, the low-voltage system can be monitored for faults through the low-voltage fault management and diagnostic module in the low-voltage energy management system. Specifically, this includes monitoring the hardware fault status of each ECU to be powered, the software fault status of each ECU to be powered, communication anomaly monitoring, voltage fault monitoring, etc.

[0079] Step S302: The vehicle's central computing platform determines the fault level based on the hardware fault status of the ECU to be powered, the software fault status of the ECU to be powered, the communication abnormality status, and the voltage fault status.

[0080] It should be understood that the low-voltage fault management and diagnostic module sends the fault status to the vehicle's central computing platform. After analyzing the fault status, the central computing platform will, on the one hand, issue a pop-up window or voice alarm on the HMI. On the other hand, it will determine the fault level based on the hardware fault status, software fault status, communication abnormality status, and voltage fault status of the ECU to be powered.

[0081] Step S303: Classify and implement safety control for the ECU to be powered according to the fault level.

[0082] Understandably, the central computing platform performs safety controls on the ECUs of the relevant subsystems based on the fault level, such as power-off, function degradation, or load power limitation, in order to rationally balance the vehicle's operation and energy consumption to the greatest extent possible.

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

[0084] Step S3031: Determine the importance value of the ECU to be powered under the current working mode according to the preset ECU importance table.

[0085] It's understandable that different ECUs have varying degrees of importance in different operating modes. For example, in normal driving mode, all defined ECUs require power. However, the ECUs for functions like the entertainment system, audio system, and wireless charging system have lower importance, while those for driving-related functions have higher importance. The importance of different ECUs under different operating modes can be pre-aggregated, and then a lookup table can be used to determine the importance value of the ECU requiring power in the current operating mode.

[0086] Step S3032: Determine the control strategy for each of the ECUs to be powered based on the fault level and importance value.

[0087] Understandably, when a fault occurs, the control strategy for each ECU to be powered can be determined based on the fault level and its importance value. For example, in the event of a battery fault, which has a high fault level, ECUs with importance values ​​below a preset threshold can be powered off or have some functions disabled to ensure safe driving of the vehicle.

[0088] In one 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 limiting strategy is implemented for the ECU to be powered.

[0090] It should be noted that after receiving the fault diagnosis results from the low-voltage energy management system, the central computing platform classifies the faults into different levels based on the diagnosis results. Assuming there are three levels, the ECU is either powered off or subjected to a different level of degradation mode based on these three levels. The central computing platform uses CAN / CANFD bus signals to transmit data to each ECU. The frame formats of the CAN / CANFD buses are similar. Here, we will use the CAN bus as an example to illustrate the signal transmission strategy. Taking the CAN bus as an example, the CAN message for the ECU degradation command has 8 bytes, from byte 0 to byte 7. Every 2 bits define one ECU degradation command, where 0: no input, indicating that degradation is not required.

[0091] Understandably, the table below shows an example of a downgraded handling strategy in the event of a malfunction without power interruption during normal driving mode:

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

[0093]

[0094] In the power supply requirement section, 1 indicates power supply and 0 indicates no power supply. In the case of a malfunction in normal driving mode, 1 indicates power cut-off and 0 indicates no power supply.

[0095] Understandably, if the fault level is low, it is not necessary to force the disconnection or shutdown of the function. Instead, load power limitation can be applied to the ECU that is being powered to reduce vehicle energy consumption without affecting the overall driving 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 is of a higher severity, such as a low battery fault, non-vehicle electrical components can be forcibly disconnected, such as the entertainment system, audio system, and wireless charging system—functions of lower importance. Even driver assistance systems like the automatic parking controller can be disconnected, and the functionality of the chassis comfort adjustment system can be reduced, allowing only basic chassis functions to operate. This strategy aims to reduce vehicle energy consumption while ensuring basic vehicle operation, guaranteeing a quick and suitable parking spot should the battery level remain low and unrecoverable. Otherwise, the vehicle suddenly stopping in an unsuitable location could pose a safety hazard.

[0098] In this embodiment, by monitoring the low-voltage system of the vehicle and determining the fault level based on the detected fault information through the vehicle's central computing platform, the ECU to be powered is then classified and controlled according to the fault level. This can reduce vehicle energy consumption, ensure the basic operation of the vehicle, and improve vehicle safety and driving experience.

[0099] It should be noted that the above examples are only for understanding this application and do not constitute a limitation on the ECU control method of this application. Any simple modifications based on this technical concept are within the protection scope of this application.

[0100] This application also provides an ECU control device, please refer to... Figure 6 The ECU control device includes:

[0101] The working mode acquisition module 10 is used to acquire the current working mode of the vehicle, which includes normal driving mode, vehicle OTA mode, after-sales flashing mode, sentry mode, collision mode or low battery mode.

[0102] The power supply demand determination module 20 is used to determine the ECUs to be powered and the ECUs not powered corresponding to the current working mode according to the preset ECU power supply demand table.

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

[0104] The ECU control device provided in this application, employing the ECU control method in the above embodiments, can solve the technical problem. Compared with the prior art, the beneficial effects of the ECU control device provided in this application are the same as those of the ECU control method provided in the above embodiments, and other technical features in the ECU control device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0105] This application provides an ECU control device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, which are executed by the at least one processor to enable the at least one processor to perform the ECU control method in Embodiment 1 above.

[0106] The following is for reference. Figure 7 The diagram illustrates a structural schematic of an ECU control device suitable for implementing embodiments of this application. The ECU control device in these embodiments may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), and in-vehicle terminals (e.g., in-vehicle navigation terminals), as well as fixed terminals such as digital TVs and desktop computers. Figure 7 The ECU control device shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0107] like Figure 7 As shown, the ECU control device may include a processing unit 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage device 1003 into a random access memory (RAM) 1004. The RAM 1004 also stores various programs and data required for the operation of the ECU control device. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to the I / O interface 1006: input devices 1007 including, for example, a touchscreen, touchpad, keyboard, mouse, image sensor, microphone, accelerometer, gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), speaker, vibrator, etc.; storage devices 1003 including, for example, magnetic tape, hard disk, etc.; and communication devices 1009. Communication device 1009 allows the ECU control device to communicate wirelessly or wiredly with other devices to exchange data. Although the figures show ECU control devices with various systems, it should be understood that implementation or possession of all the systems shown is not required. More or fewer systems may be implemented alternatively.

[0108] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0109] The ECU control device provided in this application, employing the ECU control method described in the above embodiments, can solve the technical problems of ECU control. Compared with the prior art, the beneficial effects of the ECU control device provided in this application are the same as those of the ECU control method provided in the above embodiments, and other technical features of the ECU control device are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0110] It should be understood that the various parts disclosed in this application can be implemented using 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 suitable manner in one or more embodiments or examples.

[0111] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0112] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the ECU control method in the above embodiments.

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

[0114] The aforementioned computer-readable storage medium may be included in the ECU control device; or it may exist independently and not be assembled into the ECU control device.

[0115] The aforementioned computer-readable storage medium carries one or more programs. When the aforementioned one or more programs are executed by the ECU control device, the ECU control device causes the ECU to: acquire the current operating mode of the vehicle, including normal driving mode, vehicle OTA mode, after-sales flashing mode, sentry mode, collision mode, or low battery mode; determine the ECU to be powered and the ECU not powered corresponding to the current operating mode according to a preset ECU power supply requirement table; perform power supply control on the ECU to be powered and power-off control on the ECU not powered.

[0116] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a Local Area Network (LAN) or a Wide Area Network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0117] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0118] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0119] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described ECU control method, thereby solving the technical problem. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the ECU control method provided in the above embodiments, and will not be repeated here.

[0120] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the ECU control method described above.

[0121] The computer program product provided in this application can solve the technical problem. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as the beneficial effects of the ECU control method provided in the above embodiments, and will not be repeated here.

[0122] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. An ECU control method, characterized in that, The method includes: Obtain the vehicle's current operating mode, which includes normal driving mode, vehicle OTA mode, after-sales flashing mode, sentry mode, collision mode, or low battery mode. The ECUs to be powered and the ECUs not powered are determined according to the preset ECU power demand table for the current working mode. Power supply control is performed on the ECU to be powered, and power-off control is performed on the ECU that is not powered; The step of controlling the power supply to the ECU to be powered includes: The vehicle's low-voltage system is monitored for faults to obtain the hardware fault status, software fault status, communication abnormality status, and voltage fault status of the ECU to be powered. The vehicle's central computing platform determines the fault level based on the hardware fault status of the ECU to be powered, the software fault status of the ECU to be powered, the communication abnormality status, and the voltage fault status. The importance value of the ECU to be powered is determined according to the preset ECU importance table in the current working mode; The control strategy for each ECU to be powered is determined based on the fault level and importance value.

2. The method as described in claim 1, characterized in that, The step of determining the control strategy for each ECU to be powered based on the fault level and importance value includes: When the fault level is low and the importance value is low, a load power limiting strategy is implemented 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.

3. The method as described in claim 1, characterized in that, Before the step of obtaining the vehicle's current operating mode, the method further includes: The current operating mode of the vehicle set by the user is obtained through a hard-wired switch; Alternatively, the current operating mode of the vehicle can be obtained from the user's settings via a soft switch on the central control screen; Alternatively, it can receive bus signals sent by various control systems in the vehicle and determine the current operating mode of the vehicle based on the bus signals.

4. The method as described in claim 1, characterized in that, After the step of controlling the power supply to the ECU to be powered, the method further includes: Collect current, voltage, and temperature information of the on / off circuit corresponding to the ECU to be powered; The vehicle's central computing platform sends the current information, voltage information, and temperature information to the cloud server, so that the cloud server can provide feedback on the vehicle's energy consumption corresponding to the current operating mode. Based on the energy consumption of the entire vehicle, protection recommendations for the on / off circuit are determined. These protection recommendations include recommendations for wire quality, overcurrent thresholds, short-circuit thresholds, and overtemperature thresholds.

5. An ECU control device, characterized in that, The ECU control device includes: The working mode acquisition module is used to acquire the current working mode of the vehicle, which includes normal driving mode, vehicle OTA mode, after-sales flashing mode, sentry mode, collision mode or low battery mode. The power supply demand determination module is used to determine the ECUs that need to be powered and the ECUs that do not need to be powered according to the preset ECU power supply demand table; The ECU power supply control module is used to control the power supply to the ECU to be powered and to control the power off of the ECU that is not powered. The ECU power supply control module is also used to monitor the low-voltage system of the vehicle and obtain the hardware fault status, software fault status, communication abnormal status and voltage fault status of the ECU to be powered. The ECU power supply control module is also used to determine the fault level based on the hardware fault status of the ECU to be powered, the software fault status of the ECU to be powered, the communication abnormality status, and the voltage fault status through the vehicle's central computing platform. The ECU power supply control module is also used to determine the importance value of the ECU to be powered under the current working mode according to a preset ECU importance table; The ECU power supply control module is also used to determine the control strategy for each of the ECUs to be powered based on the fault level and importance value.

6. An ECU control device, characterized in that, The device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the ECU control method as described in any one of claims 1 to 4.

7. 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, it implements the steps of the ECU control method as described in any one of claims 1 to 4.

8. A computer program product, characterized in that, The computer program product includes a computer program that, when executed by a processor, implements the steps of the ECU control method as described in any one of claims 1 to 4.

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