Embedded power supply self-dormancy management device based on vehicle dynamic response

Abstract

The invention belongs to the field of embedded system application, and provides an embedded power supply self-dormancy management device based on vehicle dynamic response. The device comprises a control unit, a sensor unit, a power supply unit and a spatio-temporal information acquisition unit. Based on data obtained by the sensor unit and the spatio-temporal information obtaining unit, the motion state of the vehicle is judged, and then the operation mode of the power supply unit is adjusted. When the vehicle is in a static state, the relay subunit in the power supply unit is disconnected, the vehicle enters a sleep power supply mode, and the power consumption approaches zero. When the vehicle is awakened, the power supply unit is quickly switched to a motion power supply mode. The device supports manual instruction code issuing to control the working mode of the power supply unit. The problems that a traditional railway wagon is high in power consumption and poor in endurance are effectively solved, and the power management level is improved.

Description

Technical Field

[0001] The present disclosure relates to the technical field of embedded system applications, and in particular to an embedded power self-sleep management device based on vehicle dynamic response. Background Art

[0002] With the booming freight industry, intelligent and energy-efficient vehicles are becoming a major trend. For railway freight cars, efficient management of their power systems is crucial for improving overall performance and reducing operating costs. However, existing railway freight car power management systems often fail to accurately adapt to the dynamic operating conditions of the vehicle. While the vehicle is stationary, many unnecessary devices continue to consume power, which not only exacerbates energy waste but also reduces the lifespan of the power supply, negatively impacting the long-term stable operation of the railway freight car.

[0003] While some power management devices currently on the market attempt to address these issues to some extent, most lack in-depth awareness of the vehicle's real-time motion state. These products struggle to intelligently control the power supply based on the vehicle's dynamic response. They are unable to promptly enter a dormant state to reduce power consumption when the vehicle is stationary, nor can they quickly restore power when the vehicle is started. Therefore, an embedded power supply self-sleep management solution that can adapt to the vehicle's dynamic response is urgently needed to enhance the intelligence and energy efficiency of railway freight car power management. Summary of the Invention

[0004] On the one hand, this application provides an embedded power supply self-sleep management device based on vehicle dynamic response, which can solve the problems of high power consumption and poor endurance of traditional railway freight cars. The technical solution is as follows:

[0005] A sensor unit for monitoring the vehicle's sensor information in real time;

[0006] a power supply unit for supplying power to the vehicle;

[0007] a spatiotemporal information acquisition unit, configured to acquire the spatiotemporal information of the vehicle;

[0008] A control unit is configured to control the power supply unit to supply power to the vehicle based at least on the sensing information and the spatiotemporal information.

[0009] In some embodiments, the control unit controls the power supply unit to supply power to the vehicle based on at least the sensor information and the spatiotemporal information of the vehicle, including:

[0010] determining motion state information of the vehicle based at least on the sensor information and the spatiotemporal information;

[0011] Based on the motion state information, the power supply unit is controlled to supply power to the vehicle.

[0012] In some embodiments, the spatiotemporal information acquisition unit includes:

[0013] a global positioning information subunit, configured to obtain at least one of the vehicle's position, speed, and direction information;

[0014] A time information subunit, configured to obtain accurate real-time timestamp information through satellite clock transmission, and store the information synchronously with the position information and the sensor information;

[0015] The communication subunit is used to provide data communication services for the vehicle.

[0016] In some embodiments, the sensor unit includes at least one of an inertial sensing subunit and a vibration sensing subunit, wherein:

[0017] The inertial sensor subunit is used to monitor the acceleration and angular velocity of the vehicle in real time;

[0018] The vibration sensor subunit is used to detect the vibration frequency of the vehicle.

[0019] In some embodiments, the power supply unit comprises:

[0020] A power supply unit is used to provide power to the electrical devices of the vehicle through the vehicle battery, and includes a main power supply path and a secondary power supply path; wherein the main power supply path provides power to all the electrical devices of the vehicle, and the secondary power supply path only provides power to the control unit;

[0021] The relay subunit is used to connect and disconnect the main power supply path in response to the signal of the control unit.

[0022] In some embodiments, the control unit comprises:

[0023] an embedded control subunit, configured based on the embedded controller, for controlling the power supply unit to supply power to the vehicle based on a predetermined power management strategy;

[0024] The bus interface control subunit is configured based on the bus interface and is used to receive user control instructions and control the power supply unit to supply power to the vehicle.

[0025] In some embodiments, the control unit determines the motion state information of the vehicle based at least on the sensor information and the spatiotemporal information, including:

[0026] Based on one or more of the following: the acceleration is continuously less than a preset acceleration threshold value within a predetermined time period, the vibration frequency is continuously less than a preset vibration frequency threshold value within the predetermined time period, the position information indicates that the position change of the vehicle within the predetermined time period is less than a preset position change threshold value, the speed information indicates that the speed of the vehicle within the predetermined time period is less than a preset speed threshold value, and the direction information indicates that the direction change of the vehicle within the predetermined time period is less than a preset direction change threshold value, the motion state information of the vehicle is determined, and the motion state information indicates that the vehicle is in a stationary state or a moving state.

[0027] In some embodiments, the control unit controls the power supply unit to supply power to the vehicle based on the motion state information, including:

[0028] When it is determined that the vehicle is in the moving state, the control unit sends a conduction signal to the relay subunit to control the relay subunit to conduct the main power path;

[0029] When it is determined that the vehicle is in the stationary state, the control unit starts timing, and when the vehicle stationary time reaches a preset sleep time threshold, a disconnect signal is sent to the relay subunit to control the relay subunit to cut off the main power path, and the secondary power path only supplies power to the control unit.

[0030] On the other hand, the present application provides a power management method based on vehicle dynamic response, comprising:

[0031] Real-time monitoring of sensor information of the vehicle;

[0032] Acquiring spatiotemporal information of the vehicle;

[0033] Based at least on the sensing information and the spatiotemporal information, power supply to the vehicle is controlled.

[0034] On the other hand, the present application provides a computer program product, including a computer program, which implements the aforementioned power management method based on vehicle dynamic response when executed by a processor.

[0035] Compared with the prior art, one or more embodiments of the above solutions may have the following advantages or beneficial effects:

[0036] This application provides an embedded power self-sleep management device based on vehicle dynamic response. The device includes: a control unit for executing power management strategies; a power supply unit for providing continuous power to the device; a sensor unit for real-time monitoring of the vehicle's motion state; and a spatiotemporal information acquisition unit for providing information on the vehicle's position, speed, and direction. This technical solution enables energy-efficient intelligent control of the vehicle's power supply. When the sensor module and spatiotemporal information acquisition module detect that the vehicle is stationary, the control unit controls the relay subunit in the power supply unit to disconnect the main power path. At this point, the secondary power path only supplies power to the control unit, reducing energy consumption and placing the vehicle in a low-power sleep mode, thereby reducing unnecessary energy consumption. When the sensor unit and spatiotemporal information acquisition unit detect that the vehicle is in motion, the control unit controls the relay subunit to connect the main power path, providing power to the vehicle's electrical devices. This application provides a low-power mode and self-sleep and self-wakeup functions for the vehicle's power supply, further optimizing energy consumption while maintaining efficient operation. The technical solution described in this application significantly reduces the energy consumption of the vehicle's power supply and improves its endurance. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Hereinafter, the present disclosure will be described in more detail based on embodiments and with reference to the accompanying drawings:

[0038] Figure 1 A system architecture diagram of an embedded power self-sleep management device based on vehicle dynamic response provided by an embodiment of the present disclosure;

[0039] Figure 2 A flowchart of a stationary state determination of an embedded power self-sleep management device based on vehicle dynamic response provided by an embodiment of the present disclosure;

[0040] Figure 3 A flow chart of motion state determination of an embedded power self-sleep management device based on vehicle dynamic response provided by an embodiment of the present disclosure;

[0041] Figure 4 A flowchart of setting a motion power supply mode for an embedded power self-sleep management device based on vehicle dynamic response provided by an embodiment of the present disclosure;

[0042] Figure 5 A flowchart of setting a sleep power supply mode of an embedded power supply self-sleep management device based on vehicle dynamic response provided by an embodiment of the present disclosure;

[0043] Figure 6 A manual sleep flow chart of an embedded power self-sleep management device based on vehicle dynamic response provided by an embodiment of the present disclosure;

[0044] Figure 7A manual wake-up flow chart of an embedded power self-sleep management device based on vehicle dynamic response provided by an embodiment of the present disclosure;

[0045] Figure 8 An exemplary block diagram of a computer program product of an embedded power self-sleep management device based on vehicle dynamic response provided by an embodiment of the present disclosure.

[0046] In the figure: 1. Control unit; 2. Sensor unit; 3. Power supply unit; 4. Spatiotemporal information acquisition unit; 5. Embedded control subunit; 6. Bus interface control subunit; 7. Inertial sensor subunit; 8. Vibration sensor subunit; 9. Power supply subunit; 10. Relay subunit; 11. Global positioning information subunit; 12. Time information subunit; 13. Communication subunit; 14. Computer program. DETAILED DESCRIPTION

[0047] In order to enable those skilled in the art to better understand the technical solutions of the present disclosure, and to fully understand and implement how the present disclosure applies technical means to solve technical problems and achieve the corresponding technical effects, the technical solutions in the embodiments of the present disclosure will be clearly and completely described below in conjunction with the drawings in the embodiments of the present disclosure. Obviously, the described embodiments are only part of the embodiments of the present disclosure, not all of the embodiments. The embodiments of the present disclosure and the various features in the embodiments can be combined with each other without conflict, and the technical solutions formed are all within the scope of protection of the present disclosure. Based on the embodiments in the present disclosure, all other embodiments obtained by ordinary technicians in this field without making creative work should fall within the scope of protection of the present disclosure.

[0048] It should be noted that the terms "first", "second", etc. in the specification and claims of the present disclosure and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate, so that the embodiments of the present disclosure described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0049] It should be noted that the steps shown in the flowcharts of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and that, although a logical order is shown in the flowcharts, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0050] The information or names of the information exchanged between multiple modules in the embodiments of the present disclosure are only used for illustrative purposes and are not used to limit the scope of these messages or information.

[0051] Vehicle power management has a significant impact on the vehicle's battery life and endurance. Currently, existing technologies primarily rely on manual power management, which relies on the driver's experience and subjective judgment, making it difficult to achieve precise power management and regulation. In practice, this leads to unavoidable power waste.

[0052] To address these issues, embodiments of the present invention provide an embedded power supply auto-sleep management device based on vehicle dynamic response, enabling auto-sleep management of the vehicle's power supply. This effectively addresses existing issues with manual vehicle power management, such as the difficulty in precise control and the resulting power waste. This provides an innovative solution for improving the efficiency and lifespan of vehicle power supplies.

[0053] The present disclosure will be described in detail below with reference to the accompanying drawings and in conjunction with embodiments.

[0054] Figure 1 1 is a system architecture diagram of an embedded power self-sleep management device based on vehicle dynamic response according to some embodiments of the present disclosure. Figure 1 The system architecture of the embedded power self-sleep management device is shown, which includes a control unit 1, a sensor unit 2, a power supply unit 3, and a spatiotemporal information acquisition unit 4.

[0055] When the vehicle is in actual operation, the inertial sensor subunit in sensor unit 2 continuously monitors the vehicle's acceleration and angular velocity. The inertial sensor subunit integrates an accelerometer and a gyroscope. The accelerometer is used to measure the vehicle's acceleration value in real time, and the gyroscope is used to measure the vehicle's angular velocity value in real time.

[0056] When the vehicle starts, the accelerometer value in the inertial sensor subunit rapidly increases from an initial zero, reflecting the vehicle's transition from a stationary state to a moving state. As the vehicle decelerates, the accelerometer detects negative acceleration, which gradually decreases until it returns to zero, reflecting the vehicle's transition from a moving state to a stationary state. When the vehicle turns while in motion, the gyroscope measures the vehicle's angular velocity. The acceleration and angular velocity measured by the inertial sensor subunit provide important information for the control unit 1 to determine the vehicle's motion state.

[0057] The vibration sensor subunit uses a piezoelectric or capacitive sensor to detect the vehicle's vibration frequency. When the vehicle is in motion, the vibration frequency is high, exceeding a preset threshold. When the vehicle is stationary, the vibration frequency is low, falling below the preset threshold.

[0058] The global positioning information subunit within the spatiotemporal information acquisition unit 4 receives satellite signals to obtain the vehicle's position, speed, and direction. Using satellite positioning technology, the vehicle's coordinate position on Earth can be accurately determined, and its speed and direction of travel can be calculated. The time information subunit utilizes satellite clock transmission to obtain precise real-time timestamp information and synchronizes it with the location information and sensor information transmitted from the sensor unit. The communication subunit ensures data communication between the vehicle and the outside world, uploading the vehicle's sensor information and spatiotemporal information to a cloud server and also receiving remote control commands.

[0059] The power supply subunit within the power supply unit 3 is responsible for providing power to the vehicle's electrical devices. This subunit includes a primary power path and a secondary power path. The primary power path powers all of the vehicle's electrical devices, such as the vehicle's lighting system, onboard entertainment systems, and various sensors, all of which rely on the primary power path for power. The secondary power path, on the other hand, only provides power to the control unit 1 described herein.

[0060] The power supply unit 3 also includes a relay subunit that responds to signals from the control unit 1 to open and close the main power path. When the vehicle is awake, the main power path is open, providing power to the vehicle's electrical devices. When the vehicle is dormant, the main power path is disconnected, while the secondary power path continues to power the control unit 1, ensuring that the vehicle can be quickly awakened.

[0061] The embedded control subunit in control unit 1 controls power supply unit 3 based on a preset power management strategy. Upon receiving information from sensor unit 2 and spatiotemporal information acquisition unit 4, it first determines the vehicle's motion state based on one or more of the following: whether the acceleration remains below a preset acceleration threshold over a predetermined period of time; whether the vibration frequency threshold remains below a preset position change threshold; whether the position information indicates that the vehicle's position change within the predetermined period of time is below a preset position change threshold; whether the speed information indicates that the vehicle's speed within the predetermined period of time is below a preset speed threshold; and whether the direction information indicates that the vehicle's direction change within the predetermined period of time is below a preset direction change threshold.

[0062] If it is determined that the vehicle is in motion, the control unit 1 will send a conduction signal to the relay subunit in the power supply unit 3 to turn on the main power path, supplying power to all electrical devices in the vehicle to meet various power needs during the vehicle's driving process.

[0063] When it is determined that the vehicle is in a stationary state, the control unit 1 starts timing. Once the vehicle's stationary time reaches the preset sleep time threshold, the control unit 1 sends a disconnect signal to the relay sub-unit to cut off the main power supply path. At this time, the secondary power supply path only supplies power to the control unit 1, greatly reducing the vehicle's energy consumption when it is stationary.

[0064] The control unit 1 also includes a bus interface subunit, which is used to receive user control commands and, based on these commands, control the power supply unit 3 to supply power to the vehicle. When a user issues a sleep command code, the bus protocol stack parsing module decodes the command and, based on this command, controls the relay subunit to disconnect the main power path. At this point, the main power path stops supplying power to the vehicle's electrical devices, leaving only the secondary power path to power the control unit 1. When a user issues a wake-up command code, the bus protocol stack parsing module decodes the command and, based on this command, controls the relay subunit to connect the main power path, which then supplies power to the vehicle's electrical devices.

[0065] In some embodiments, please refer to Figure 2 , which shows a flowchart of the static state determination of the embedded power self-sleep management device.

[0066] In step S201, the inertial sensor subunit detects that the vehicle acceleration is continuously less than a preset threshold value within a predetermined time period. In actual application, the preset threshold value will be reasonably set according to the type of vehicle and the usage scenario.

[0067] In step S202, the vibration sensor subunit detects that the vehicle vibration frequency is continuously less than a preset threshold value within a predetermined time period. The preset threshold value of the vibration frequency is also adjusted according to the characteristics of the vehicle and the actual operating environment.

[0068] In step S203, the spatiotemporal information acquisition unit determines that the position change, speed, and direction change of the vehicle obtained within the predetermined time period are less than a preset threshold. The position change threshold, speed threshold, and direction change threshold here also need to be precisely set based on actual conditions.

[0069] Step S204: If one or more of the above conditions are met, it is determined that the vehicle is stationary.

[0070] In some embodiments, please refer to Figure 3 , which shows a flow chart of motion state determination of an embedded power self-sleep management device.

[0071] In step S301 , the inertial sensor subunit continuously measures the acceleration of the vehicle within a predetermined time period.

[0072] In step S302, the vibration sensor subunit continuously measures the vehicle's vibration frequency over a predetermined period of time. During the measurement process, the vibration sensor subunit performs real-time filtering on the collected vibration data to remove noise and improve measurement accuracy. It also analyzes the changing trends of the vibration frequency to more accurately determine the vehicle's motion state.

[0073] Step S303: The spatiotemporal information acquisition unit continuously acquires the vehicle position, speed, and direction information within a predetermined time period.

[0074] In step S304, if one or more of the above-obtained measurement data exceeds a preset threshold, the vehicle is determined to be in motion. In practice, as long as any one of the acceleration, vibration frequency, position change, speed, or direction change exceeds the preset threshold, the vehicle can be determined to be in motion. These thresholds can be adjusted according to actual needs.

[0075] In some embodiments, please refer to Figure 4 , which shows a flow chart of setting the motion power supply mode of the embedded power self-sleep management device.

[0076] Step S401: The embedded control subunit determines that the vehicle is in motion and sends a conduction signal to the relay subunit.

[0077] Step S402: The relay sub-unit receives the signal and turns on the main power supply path.

[0078] Step S403: The power supply sub-unit provides power supply support for electrical equipment in the vehicle.

[0079] In some embodiments, please refer to Figure 5 , which shows a flowchart of the sleep power mode setting of the embedded power self-sleep management device.

[0080] In step S501 , the embedded control subunit determines that the vehicle is in a stationary state, and the embedded control subunit starts timing.

[0081] Step S502: When the inactivity time of the embedded control subunit reaches a preset sleep time threshold, the embedded control subunit sends a disconnection signal to the relay subunit.

[0082] In step S503, the relay sub-unit receives the signal and quickly cuts off the main power supply path, and the auxiliary power supply only supplies power to the control unit to reduce energy consumption.

[0083] In some embodiments, please refer to Figure 6 , which shows a manual sleep flow chart of an embedded power self-sleep management device.

[0084] Step S601 : manually sending a sleep instruction code based on the bus interface control subunit.

[0085] Step S602: The relay sub-unit receives the disconnection signal and immediately disconnects the main power supply path.

[0086] In step S603 , the secondary power supply path only supplies power to the control unit, and the vehicle enters an extremely low power consumption mode.

[0087] In some embodiments, please refer to Figure 7 , which shows a manual wake-up flow chart of an embedded power self-sleep management device.

[0088] Step S701: manually sending a wake-up instruction code based on the bus interface control subunit.

[0089] Step S702: The relay sub-unit receives the on-state signal and immediately turns on the main power supply path.

[0090] Step S703: The main power supply path is turned on, and power supply to the vehicle's electrical equipment is restored.

[0091] In some embodiments, please refer to Figure 8 , which shows an exemplary block diagram of a computer program product of an embedded power self-sleep management device. The computer program product stores a computer program 14, which, when executed by a processor, implements the power management method provided by any embodiment of the present disclosure.

[0092] In summary, the embedded power self-sleep management device based on vehicle dynamic response provided in this application effectively solves the problems of high energy consumption and poor endurance of traditional railway freight car power supplies through the coordinated work of various functional units, significantly improves the power management level of railway freight cars, and has manual control function, which enhances the flexibility of operation. It brings innovative solutions to the field of railway freight car power management and promotes the intelligent and energy-saving development of railway freight car power supplies.

Claims

1. An embedded power management device based on vehicle dynamic response, characterized in that: include: A sensor unit for monitoring the vehicle's sensor information in real time; a power supply unit for supplying power to the vehicle; a spatiotemporal information acquisition unit, configured to acquire the spatiotemporal information of the vehicle; A control unit is configured to control the power supply unit to supply power to the vehicle based at least on the sensing information and the spatiotemporal information.

2. The power management device according to claim 1, wherein: The control unit controls the power supply unit to supply power to the vehicle based at least on the sensing information of the vehicle and the spatiotemporal information, including: determining motion state information of the vehicle based at least on the sensor information and the spatiotemporal information; Based on the motion state information, the power supply unit is controlled to supply power to the vehicle.

3. The power management device according to claim 1, wherein: The spatiotemporal information acquisition unit includes: a global positioning information subunit, configured to obtain at least one of the vehicle's position information, speed information, and direction information; A time information subunit, configured to obtain accurate real-time timestamp information through satellite clock transmission, and store the information synchronously with the position information and the sensor information; The communication subunit is used to provide data communication services for the vehicle.

4. The power management device according to claim 1, wherein: The sensor unit includes at least one of an inertial sensor subunit and a vibration sensor subunit, wherein: The inertial sensor subunit is used to monitor the acceleration and angular velocity of the vehicle in real time; The vibration sensor subunit is used to detect the vibration frequency of the vehicle.

5. The power management device according to claim 4, wherein: The power supply unit comprises: a power supply unit for providing power to the electrical devices of the vehicle via the vehicle battery, comprising a main power supply path and a secondary power supply path; wherein the main power supply path provides power to all the electrical devices of the vehicle, and the secondary power supply path only provides power to the control unit; The relay subunit is used to connect and disconnect the main power supply path in response to the signal of the control unit.

6. The power management device according to claim 1, wherein: The control unit further comprises: an embedded control subunit, configured based on the embedded controller, for controlling the power supply unit to supply power to the vehicle based on a predetermined power management strategy; The bus interface control subunit is configured based on the bus interface and is used to receive user control instructions and control the power supply unit to supply power to the vehicle.

7. The power management device according to claim 5, wherein: The control unit determines the motion state information of the vehicle based at least on the sensing information and the spatiotemporal information, including: Based on one or more of the following: the acceleration is continuously less than a preset acceleration threshold within a predetermined time period, the vibration frequency is continuously less than a preset vibration frequency threshold within the predetermined time period, the position information indicates that the position change of the vehicle within the predetermined time period is less than a preset position change threshold, the speed information indicates that the speed of the vehicle within the predetermined time period is less than a preset speed threshold, and the direction information indicates that the direction change of the vehicle within the predetermined time period is less than a preset direction change threshold, the motion state information of the vehicle is determined, and the motion state information indicates that the vehicle is in a stationary state or a moving state.

8. The power management device according to claim 7, wherein: The control unit controls the power supply unit to supply power to the vehicle based on the motion state information, including: When it is determined that the vehicle is in a moving state, the control unit sends a conduction signal to the relay subunit to control the relay subunit to conduct the main power path; When it is determined that the vehicle is in a stationary state, the control unit starts timing, and when the vehicle stationary time reaches a preset sleep time threshold, a disconnect signal is sent to the relay subunit to control the relay subunit to cut off the main power path, and the secondary power path only supplies power to the control unit.

9. A power management method based on vehicle dynamic response, characterized in that: include: Real-time monitoring of sensor information of the vehicle; Acquiring spatiotemporal information of the vehicle; Based at least on the sensing information and the spatiotemporal information, power supply to the vehicle is controlled.

10. A computer program product comprising a computer program, characterized in that When the computer program is executed by a processor, the power management method based on vehicle dynamic response as claimed in claim 9 is implemented.

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