Vehicle, electronic control unit for a vehicle, and method for implementing the same

Abstract

A vehicle, an electronic control unit for a vehicle, and a method of implementing the same are provided. An electronic control unit for a vehicle includes: a power management chip connected to a battery via a KL15 signal line and a first switch, and connected to the battery via a KL30 signal line and a second switch; the microcontroller unit is configured to judge whether the KL15 signal line is in an enabled state or a disabled state under the condition that the electronic control unit is in a normal mode, and generate a KL30 control signal based on a judgment result; the logic or operation unit is configured to control the on and off of the second switch based on an engine ignition signal on the KL15 signal line under the condition that the electronic control unit is in a power-off mode; and when the electronic control unit is in a normal mode, on and off of the second switch are controlled based on an engine ignition signal and a KL30 control signal.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control, and more particularly to a vehicle, an electronic control unit for a vehicle, and a method implemented thereby. Background Art

[0002] With the continuous development and integration of automotive technology and electronic technology, more and more electronic control units (ECUs) are used in vehicles. Among them, in addition to anti-theft systems such as vehicle security alarm systems (VSAS) and body control modules (BCM), original equipment manufacturers (OEMs) require other ECUs to maintain a very small low static current after the vehicle is turned off so as to remain in the standby state. Summary of the Invention

[0003] An electronic control unit for a vehicle according to an embodiment of the present invention includes a power management chip, a microcontroller unit, and a logical OR operation unit. When the electronic control unit is used in a vehicle: the power management chip is connected to the battery via a KL15 signal line and a first switch, and is connected to the battery via a KL30 signal line and a second switch. The KL15 signal line is enabled when the first switch is in the on state and is disabled when the first switch is in the off state. The KL30 signal line is enabled when the second switch is in the on state and is disabled when the second switch is in the off state. The microcontroller unit is configured to determine whether the KL15 signal line is enabled or disabled when the electronic control unit is in the normal mode, and generate a KL30 control signal based on the determination result of whether the KL15 signal line is enabled or disabled. The logical OR operation unit is configured to control the conduction and cutoff of the second switch based on the engine ignition signal on the KL15 signal line when the electronic control unit is in the power-off mode, and control the conduction and cutoff of the second switch based on the engine ignition signal and the KL30 control signal when the electronic control unit is in the normal mode.

[0004] A method implemented by an electronic control unit for a vehicle according to an embodiment of the present invention, wherein when the electronic control unit is used in a vehicle, it is connected to a battery via a KL15 signal line and a first switch and connected to the battery via a KL30 signal line and a second switch. The KL15 signal line is in an enabled state when the first switch is in a conducting state and in a disabled state when the first switch is in a non-conducting state. The KL30 signal line is in an enabled state when the second switch is in a conducting state and in a disabled state when the second switch is in a non-conducting state. The method includes: when the electronic control unit is in a power-off mode, controlling the conduction and non-conduction of the second switch based on an engine ignition signal on the KL15 signal line; and when the electronic control unit is in a normal mode, determining whether the KL15 signal line is in an enabled state or a disabled state, generating a KL30 control signal based on the determination result of whether the KL15 signal line is in an enabled state or a disabled state, and controlling the conduction and non-conduction of the second switch based on the engine ignition signal and the KL30 control signal.

[0005] A vehicle according to an embodiment of the present invention includes the above-mentioned electronic control unit for a vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0006] The present invention can be better understood from the following description of specific embodiments in conjunction with the accompanying drawings, wherein:

[0007] Figure 1 A schematic block diagram of a conventional ECU for a vehicle is shown.

[0008] Figure 2 Shows Figure 1 A schematic diagram of the working modes of the shown ECU and the transitions between them.

[0009] Figure 3 Shows Figure 1 A flowchart of the power-on / power-off process of the shown ECU.

[0010] Figure 4 A schematic block diagram of an ECU for a vehicle according to an embodiment of the present invention is shown.

[0011] Figure 5 Shows Figure 4 A schematic diagram of the working modes of the shown ECU and the transitions between them.

[0012] Figure 6 Shows Figure 4 A flowchart of the power-on / power-off process of the shown ECU.

[0013] Figure 7 Shows Figure 4 A flowchart of the method implemented by the shown ECU.

[0014] Figure 8 A schematic block diagram of an electronic device used in a vehicle according to an embodiment of the present invention is shown. Detailed implementation manners

[0015] The features and exemplary embodiments of various aspects of the present invention will be described in detail below. In the following detailed description, numerous specific details are set forth in order to provide a comprehensive understanding of the present invention. However, it will be apparent to those skilled in the art that the present invention may be practiced without some of these specific details. The following description of the embodiments is only provided to better understand the present invention by showing examples of the present invention. The present invention is in no way limited to any specific configuration and algorithm set forth below, but covers any modification, replacement, and improvement of elements, components, and algorithms without departing from the spirit of the present invention. Well-known structures and technologies are not shown in the drawings and the following description in order to avoid unnecessarily obscuring the present invention. Additionally, it should be noted that the term "A is connected to B" used herein may mean "A is directly connected to B" or "A is indirectly connected to B via one or more other elements."

[0016] Figure 1 A schematic block diagram of a conventional ECU for a vehicle is shown. As Figure 1As shown, the ECU 100 includes a Microcontroller Unit (MCU) 102 and a Power Management Integrated Circuit (PMIC) 104, where: The MCU 102 includes a Serial Peripheral Interface (SPI) 1022, an internal power supply module 1024, and a KL15 sampling module 1026 (implemented by, for example, an Analog-to-Digital Converter (ADC)); The PMIC 104 includes an SPI 1042, a voltage regulator 1044 (implemented by, for example, a Low Drop-Out Regulator (LDO)), a wake-up input module 1046, and a power input module 1048; The MCU 102 and the PMIC 104 communicate with each other via the SPI 1022 and the SPI 1042; The internal power supply module 1024 supplies power to the internal circuits of the MCU 102 based on the electrical energy provided by the voltage regulator 1044; The KL15 sampling module 1026 determines whether the KL15 signal line is in an enabled state or a disabled state by sampling the signal on the KL15 signal line; The wake-up input module 1046 is connected to the battery via the KL15 signal line and a switch K1, determines whether the KL15 signal line is in an enabled state or a disabled state, and receives an engine ignition signal via the KL15 signal line when the KL15 signal line is in an enabled state; The power input module 1048 is connected to the battery via the KL30 signal line and supplies power to the internal circuits of the PMIC 104 based on the electrical energy provided by the battery.

[0017] As Figure 1 shown, the ECU 100 is permanently connected to the battery via the KL30 signal line and is woken up when it receives an engine ignition signal via the KL15 signal line. When there is electrical energy stored in the battery, the KL30 signal line is always in an enabled state, and the KL15 signal line is in an enabled state when the switch K1 is in a conducting state and in a disabled state when the switch K1 is in a non-conducting state. When there is no electrical energy stored in the battery, both the KL30 signal line and the KL15 signal line are in a disabled state (regardless of whether the switch K1 is in a conducting state or a non-conducting state).

[0018] Figure 2 shows Figure 1 a schematic diagram of the operating modes of the ECU 100 shown above and the transitions between them.

[0019] As Figure 2 shown, Figure 1 the operating modes of the ECU 100 shown above include:

[0020] · Power-off mode: Neither the MCU 102 nor the PMIC 104 is powered on, and the ECU 100 does not work;

[0021] · Initial mode: The KL30 signal line is enabled, the KL15 signal line has just changed from the disabled state to the enabled state, the PMIC 104 is initialized, and the MCU 102 sends a "go to normal mode" command to the PMIC

[0022] 104;

[0023] · Normal mode: Both the KL30 signal line and the KL15 signal line are enabled, and the ECU

[0024] 100 works normally;

[0025] · Standby mode: The KL30 signal line is enabled, the KL15 signal line is disabled, and the ECU 100 is in a low-power state and waits to be woken up.

[0026] Figure 3 shows Figure 1 the flowchart of the power-on / power-off process of the ECU 100 shown. As Figure 3 shown, when the KL30 signal line is enabled, the power-on / power-off process of the ECU 100 includes: S302, the ECU 100 is in standby mode; S304, the PMIC 104 determines whether the KL15 signal line is enabled or disabled. If the KL15 signal line is enabled, it enters S306. If the KL15 signal line is disabled, it returns to S302; S306, the PMIC 104 is initialized and provides power to the MCU 102, and the MCU 102 sends a "go to normal mode" command to the PMIC 104 via SPI; S308, the ECU 100 is in normal mode (if the KL15 signal line remains enabled); S310, the MCU 102 determines whether the KL15 signal line is enabled or disabled. If the KL15 signal line is disabled, it enters S312. If the KL15 signal line is enabled, it returns to S308; and S312, the MCU 102 sends a "go to standby mode" command to the PMIC104 via SPI, causing the ECU 100 to return to standby mode.

[0027] From the above description in combination with Figures 1 to 3 it can be seen that the ECU 100 usually remains in standby mode when the vehicle is in the off state (where the wake-up input module 1046 determines whether the KL15 signal line is enabled or disabled), and its static current and static power consumption are relatively large (for example, the static current is not less than 100 uA), which results in a short overall vehicle standby time.

[0028] In view of the above, an ECU according to an embodiment of the present invention and a method for implementing the same are proposed. When the vehicle is in an off state, the ECU remains in a power-off mode, thereby reducing its static current and static power consumption and extending the vehicle's overall standby time.

[0029] Figure 4 A schematic block diagram of an ECU for a vehicle according to an embodiment of the present invention is shown. As Figure 4 shown, the ECU 400 includes an MCU 402, a PMIC 404, and a logical OR operation unit 406. When the ECU 400 is used in a vehicle: the PMIC 404 is connected to the battery via the KL15 signal line and the switch K1, and is connected to the battery via the KL30 signal line and the switch K2. When the battery stores electrical energy, the KL15 signal line is enabled when the switch K1 is in the on state and is disabled when the switch K1 is in the off state. The KL30 signal line is enabled when the switch K2 is in the on state and is disabled when the switch K2 is in the off state; the MCU 402 is configured to determine whether the KL15 signal line is in the enabled state or the disabled state when the ECU 400 is in the normal mode, and generate a KL30 control signal based on the determination result of whether the KL15 signal line is in the enabled state or the disabled state; and the logical OR operation unit 406 is configured to control the on and off of the switch K2 based on the engine ignition signal on the KL15 signal line when the ECU 400 is in the power-off mode, and control the on and off of the switch K2 based on the engine ignition signal and the KL30 control signal when the ECU 400 is in the normal mode.

[0030] In some embodiments, the logical OR operation unit 406 is further configured to control the switch K2 to be in the on state when the engine ignition signal is at a logical high level and control the switch K2 to be in the off state when the engine ignition signal is at a logical low level when the ECU 400 is in the power-off mode.

[0031] In some embodiments, the MCU 402 is further configured to determine whether the KL15 signal line is in the enabled state or the disabled state by sampling the engine ignition signal when the ECU 400 is in the normal mode.

[0032] In some embodiments, the MCU 402 is further configured to determine that the KL15 signal line is in the enabled state when the engine ignition signal is at a logical high level and determine that the KL15 signal line is in the disabled state when the engine ignition signal is at a logical low level when the ECU 400 is in the normal mode.

[0033] In some embodiments, the MCU 402 is further configured to set the KL30 control signal to a logic high level when the KL15 signal line is enabled and to set the KL30 control signal to a logic high level when the KL15 signal line is disabled, provided that the ECU 400 is in the normal mode.

[0034] In some embodiments, the logical OR operation unit 406 is further configured to control the switch K2 to be in the off state when both the engine ignition signal and the KL30 control signal are at a logic low level, provided that the ECU 400 is in the normal mode.

[0035] In some embodiments, as Figure 4 shown, the MCU 402 includes an SPI 4022, an internal power supply module 4024, a KL15 sampling module 4026 (implemented by an ADC, for example), and a KL30 control module 4028. The PMIC 404 includes an SPI 4042, a voltage regulator 4044 (implemented by an LDO, for example), a wake-up input module 4046, and a power input module 4048. The MCU 402 and the PMIC 404 communicate with each other via the SPI 4022 and the SPI 4042. The internal power supply module 4024 supplies power to the internal circuits of the MCU 402 based on the electrical energy provided by the voltage regulator 4044. The KL15 sampling module 4026 determines whether the KL15 signal line is enabled or disabled by sampling the engine ignition signal. The KL30 control module 4028 generates the KL30 control signal based on whether the KL15 signal line is enabled or disabled. The wake-up input module 4046 is connected to the battery via the KL15 signal line and the switch K1, determines whether the KL15 signal line is enabled or disabled, and receives the engine ignition signal via the KL15 signal line when the KL15 signal line is enabled. The power input module 4048 is connected to the battery via the KL30 signal line and the switch K2, and supplies power to the internal circuits of the PMIC 404 based on the electrical energy provided by the battery.

[0036] It should be understood that since the ECU 400 is connected to the battery via the KL30 signal line and the switch K2 rather than being permanently connected to the battery, the ECU 400 is in the power-off mode rather than the standby mode when the switch K2 is in the off state. Compared with Figure 1 the static current and static power consumption of the ECU 100 in the standby mode as shown, the static current and static power consumption of the ECU 400 in the power-off mode are significantly reduced, thereby extending the overall vehicle standby time.

[0037] Figure 5 As shown Figure 4Schematic diagram of the operating modes of the ECU 400 shown and the transitions between them.

[0038] As Figure 5 shown, Figure 4 the operating modes of the ECU 400 shown include:

[0039] · Power-off mode: Both the KL30 signal line and the KL15 signal line are in the disabled state, and neither the MCU

[0040] 402 nor the PMIC 404 is powered on;

[0041] · Initial mode: Both the KL30 signal line and the KL15 signal line have just changed from the disabled state to the enabled state. The PMIC404 is initialized, and the MCU 402 sends a "go to normal mode" command to the PMIC 404;

[0042] · Normal mode: Both the KL30 signal line and the KL15 signal line are in the enabled state, and the ECU

[0043] 400 operates normally.

[0044] Figure 6 Shows Figure 4 the flowchart of the power-on / power-off process of the ECU 400 shown. As Figure 6As shown, the power-on / power-off process of the ECU 400 includes: S602, the ECU 400 is in the power-off mode; S604, the logical OR operation unit 406 determines whether the KL15 signal line is in the enabled state or the disabled state by judging whether the engine ignition signal on the KL15 signal line is at the logical high level or the logical low level. If the KL15 signal line is in the enabled state, it enters S606. If the KL15 signal line is in the disabled state, it returns to 602; S606, the logical OR operation unit 406 controls the switch K2 to change from the off state to the on state, so that the KL30 signal line changes from the disabled state to the enabled state, thereby causing the ECU 400 to switch from the power-off mode to the initial mode; S608, the PMIC 404 is initialized and provides electrical energy to the MCU 402, and the MCU 402 sends a "switch to normal mode" command to the PMIC 404 via SPI; S610, the ECU 400 is in the normal mode (if the KL15 signal line remains in the enabled state), where the MCU 402 sets the KL30 control signal to the logical high level; S612, the MCU 402 determines whether the KL15 signal line is in the enabled state or the disabled state. If the KL15 signal line is in the disabled state, it enters S614. If the KL15 signal line is in the enabled state, it returns to S610; and S614, the MCU 402 sets the SL30 control signal to the logical low level, so that the logical OR operation unit 406 controls the switch K2 to be in the off state, thereby causing the ECU 400 to switch to the power-off state.

[0045] Figure 7 illustrates the Figure 4 flowchart of the method implemented by the ECU shown. As Figure 7 shown, the method 700 implemented by the ECU 400 includes: S702, when the ECU 400 is in the power-off mode, controlling the conduction and cutoff of the switch K2 based on the engine ignition signal on the KL15 signal line; and S704, when the ECU 400 is in the normal mode, determining whether the KL15 signal line is in the enabled state or the disabled state, generating the KL30 control signal based on the determination result of whether the KL15 signal line is in the enabled state or the disabled state, and controlling the conduction and cutoff of the switch K2 based on the engine ignition signal and the KL30 control signal.

[0046] In some embodiments, when the ECU 400 is in the power-off mode, the switch K2 is controlled to be in the on state when the engine ignition signal is at the logical high level, and the switch K2 is controlled to be in the off state when the engine ignition signal is at the logical low level.

[0047] In some embodiments, when the ECU 400 is in the normal mode, the KL15 signal line is determined to be in the enabled state or the disabled state by sampling the engine ignition signal. For example, when the engine ignition signal is at the logic high level, it is determined that the KL15 signal line is in the enabled state; when the engine ignition signal is at the logic low level, it is determined that the KL15 signal line is in the disabled state.

[0048] In some embodiments, when the ECU 400 is in the normal mode, the KL30 control signal is set to the logic high level when the KL15 signal line is in the enabled state, and the KL30 control signal is set to the logic low level when the KL15 signal line is in the disabled state.

[0049] In some embodiments, when the ECU 400 is in the normal mode, when both the engine ignition signal and the KL30 control signal are at the logic low level, the switch K2 is controlled to be in the off state, so that the ECU 400 switches from the normal mode to the power-off mode.

[0050] Figure 8 A schematic block diagram of an electronic device 800 used in a vehicle according to an embodiment of the present invention is shown. As Figure 8As shown, in some embodiments, an electronic device 800 used in a vehicle may include a processor 802, a communication module 804, and a memory 806, which are electrically connected directly or indirectly between any two of them to achieve data transmission or interaction. For example, these components may be electrically connected to each other through one or more communication buses or signal lines. The processor 802 may include, but is not limited to, a general-purpose processor (e.g., a central processing unit (CPU), a graphics processing unit (GPU), a network processor (NP), etc.), a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The communication module 804 is used for wired or wireless communication with relevant devices outside the vehicle 800, and / or wired or wireless communication with other devices in the vehicle. The memory 806 may include, but is not limited to, a random access memory, a read-only memory, a programmable read-only memory, an erasable programmable read-only memory, an electrically erasable programmable read-only memory, etc., and may be used to store various programs for the processor 802 to execute and various intermediate variables and final results generated when the processor 802 processes the programs, etc.

[0051] It can be understood that Figure 8 The structure shown is only a schematic diagram of one structure of the electronic device 800, and the electronic device 800 may also include more or fewer components than Figure 8 shown. Figure 8 The various components shown may be implemented by hardware, software, or a combination thereof. All or part of the ECU 100 / 400 may be implemented by the electronic device 800.

[0052] The present invention may be implemented in other specific forms without departing from its spirit and essential characteristics. For example, the algorithms described in specific embodiments may be modified without the system architecture departing from the basic spirit of the present invention. Therefore, the current embodiments are regarded as exemplary in all aspects rather than restrictive, and the scope of the present invention is defined by the appended claims rather than the above description, and all changes falling within the meaning and equivalents of the claims are thus included in the scope of the present invention.

[0053] The following paragraphs describe examples of various embodiments.

[0054] Example 1 includes an electronic control unit for a vehicle, including a power management chip, a microcontroller unit, and a logical OR operation unit. When the electronic control unit is used in a vehicle: the power management chip is connected to a battery via a KL15 signal line and a first switch, and is connected to the battery via a KL30 signal line and a second switch. Wherein, the KL15 signal line is in an enabled state when the first switch is in a conducting state and is in a disabled state when the first switch is in a non-conducting state; the KL30 signal line is in an enabled state when the second switch is in a conducting state and is in a disabled state when the second switch is in a non-conducting state; the microcontroller unit is configured to determine whether the KL15 signal line is in an enabled state or a disabled state when the electronic control unit is in a normal mode, and generate a KL30 control signal based on the determination result regarding whether the KL15 signal line is in an enabled state or a disabled state; and the logical OR operation unit is configured to control the conduction and non-conduction of the second switch based on an engine ignition signal on the KL15 signal line when the electronic control unit is in a power-off mode, and control the conduction and non-conduction of the second switch based on the engine ignition signal and the KL30 control signal when the electronic control unit is in a normal mode.

[0055] Example 2 includes the electronic control unit described in Example 1. Wherein, the logical OR operation unit is further configured to control the second switch to be in a conducting state when the engine ignition signal is at a logical high level and control the second switch to be in a non-conducting state when the engine ignition signal is at a logical low level when the electronic control unit is in a power-off mode.

[0056] Example 3 includes the electronic control unit described in Example 1. Wherein, the microcontroller unit is further configured to determine whether the KL15 signal line is in an enabled state or a disabled state by sampling the engine ignition signal when the electronic control unit is in a normal mode.

[0057] Example 4 includes the electronic control unit described in Example 1. Wherein, the microcontroller unit is further configured to determine that the KL15 signal line is in an enabled state when the engine ignition signal is at a logical high level and determine that the KL15 signal line is in a disabled state when the engine ignition signal is at a logical low level when the electronic control unit is in a normal mode.

[0058] Example 5 includes the electronic control unit described in Example 1, wherein the microcontroller unit is further configured to set the KL30 control signal to a logic high level when the KL15 signal line is in an enabled state and set the KL30 control signal to a logic low level when the KL15 signal line is in a disabled state when the electronic control unit is in a normal mode.

[0059] Example 6 includes the electronic control unit described in Example 1, wherein the logical OR operation unit is further configured to control the second switch to be in an off state when both the engine ignition signal and the KL30 control signal are in a logic low level when the electronic control unit is in a normal mode.

[0060] Example 7 includes a method implemented by an electronic control unit for a vehicle, wherein when the electronic control unit is used in a vehicle, it is connected to a battery via a KL15 signal line and a first switch and connected to the battery via a KL30 signal line and a second switch. The KL15 signal line is in an enabled state when the first switch is in a conducting state and in a disabled state when the first switch is in an off state. The KL30 signal line is in an enabled state when the second switch is in a conducting state and in a disabled state when the second switch is in an off state. The method includes: when the electronic control unit is in a power-off mode, controlling the conduction and cutoff of the second switch based on the engine ignition signal on the KL15 signal line; and when the electronic control unit is in a normal mode, determining whether the KL15 signal line is in an enabled state or a disabled state, generating a KL30 control signal based on the determination result of whether the KL15 signal line is in an enabled state or a disabled state, and controlling the conduction and cutoff of the second switch based on the engine ignition signal and the KL30 control signal.

[0061] Example 8 includes the method described in Example 7, wherein when the electronic control unit is in a power-off mode, controlling the second switch to be in a conducting state when the engine ignition signal is in a logic high level and controlling the second switch to be in an off state when the engine ignition signal is in a logic low level.

[0062] Example 9 includes the method described in Example 7, wherein when the electronic control unit is in a normal mode, determining whether the KL15 signal line is in an enabled state or a disabled state by sampling the engine ignition signal.

[0063] Example 10 includes the method described in Example 7, wherein, when the electronic control unit is in the normal mode, it is determined that the KL15 signal line is in the enabled state when the engine ignition signal is at a logic high level, and it is determined that the KL15 signal line is in the disabled state when the engine ignition signal is at a logic low level.

[0064] Example 11 includes the method described in Example 7, wherein, when the electronic control unit is in the normal mode, the KL30 control signal is set to a logic high level when the KL15 signal line is in the enabled state, and the KL30 control signal is set to a logic low level when the KL15 signal line is in the disabled state.

[0065] Example 12 includes the method described in Example 7, wherein, when the electronic control unit is in the normal mode, the second switch is controlled to be in the off state when both the engine ignition signal and the KL30 control signal are at a logic low level.

[0066] Example 13 includes a vehicle, including the electronic control unit according to any one of Examples 1 to 6.

[0067] Example 14 includes a computer program product, including computer-executable instructions, wherein, when the computer-executable instructions are executed by a processor circuit of an electronic control unit for a vehicle, the electronic control unit is caused to implement the method according to any one of Examples 7 to 12.

[0068] Example 15 includes a computer-readable storage medium, on which computer-executable instructions are stored, wherein, when the computer-executable instructions are executed by a processor circuit of an electronic control unit for a vehicle, the electronic control unit is caused to implement the method according to any one of Examples 7 to 12.

Claims

1. An electronic control unit for a vehicle, comprising a power management chip, a microcontroller unit, and a logical OR operation unit, wherein, When the electronic control unit is used in a vehicle: The power management chip is connected to the battery via the KL15 signal line and the first switch, and is connected to the battery via the KL30 signal line and the second switch. Wherein, the KL15 signal line is enabled when the first switch is in the on state and is disabled when the first switch is in the off state; the KL30 signal line is enabled when the second switch is in the on state and is disabled when the second switch is in the off state; The microcontroller unit is configured to determine whether the KL15 signal line is enabled or disabled when the electronic control unit is in the normal mode, and generate a KL30 control signal based on the determination result of whether the KL15 signal line is enabled or disabled; and The logic OR operation unit is configured to control the conduction and cutoff of the second switch based on the engine ignition signal on the KL15 signal line when the electronic control unit is in the power-off mode, and control the conduction and cutoff of the second switch based on the engine ignition signal and the KL30 control signal when the electronic control unit is in the normal mode.

2. The electronic control unit according to claim 1, wherein, The logic OR operation unit is further configured to, when the electronic control unit is in the power-off mode, control the second switch to be in the on state when the engine ignition signal is at a logic high level, and control the second switch to be in the off state when the engine ignition signal is at a logic low level.

3. The electronic control unit according to claim 1, wherein, The microcontroller unit is further configured to determine whether the KL15 signal line is enabled or disabled by sampling the engine ignition signal when the electronic control unit is in the normal mode.

4. The electronic control unit according to claim 1, wherein, The microcontroller unit is further configured to, when the electronic control unit is in the normal mode, determine that the KL15 signal line is enabled when the engine ignition signal is at a logic high level, and determine that the KL15 signal line is disabled when the engine ignition signal is at a logic low level.

5. The electronic control unit according to claim 1, wherein, The microcontroller unit is further configured to, when the electronic control unit is in the normal mode, set the KL30 control signal to a logic high level when the KL15 signal line is enabled, and set the KL30 control signal to a logic low level when the KL15 signal line is disabled.

6. The electronic control unit according to claim 1, wherein, The logic OR operation unit is further configured to, when the electronic control unit is in the normal mode, control the second switch to be in the off state when both the engine ignition signal and the KL30 control signal are at a logic low level.

7. A method implemented by an electronic control unit for a vehicle, wherein, When the electronic control unit is used in a vehicle, it is connected to a battery via a KL15 signal line and a first switch and to the battery via a KL30 signal line and a second switch. The KL15 signal line is enabled when the first switch is in the on state and disabled when the first switch is in the off state. The KL30 signal line is enabled when the second switch is in the on state and disabled when the second switch is in the off state. The method includes: When the electronic control unit is in the power-off mode, controlling the conduction and cut-off of the second switch based on an engine ignition signal on the KL15 signal line; and When the electronic control unit is in the normal mode, determining whether the KL15 signal line is in the enabled state or the disabled state, generating a KL30 control signal based on the determination result of whether the KL15 signal line is in the enabled state or the disabled state, and controlling the conduction and cut-off of the second switch based on the engine ignition signal and the KL30 control signal.

8. The method according to claim 7, wherein, When the electronic control unit is in the power-off mode, controlling the second switch to be in the on state when the engine ignition signal is at a logic high level, and controlling the second switch to be in the off state when the engine ignition signal is at a logic low level.

9. The method according to claim 7, wherein, When the electronic control unit is in the normal mode, determining whether the KL15 signal line is in the enabled state or the disabled state by sampling the engine ignition signal.

10. A vehicle, comprising the electronic control unit according to any one of claims 1 to 6.

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