Function master device control method of vehicle, computer readable storage medium and vehicle

Abstract

The invention relates to a function master device control method of a vehicle, a computer readable storage medium and the vehicle, a function master device is connected to a controller, the controller is connected with a power source and a master controller of the vehicle, and the method comprises the steps that after a line between the controller and the master controller fails, an effective control signal sent by the master controller before the line fails is obtained; determining a last frame of effective control signal based on the effective control signal; determining a fault mode corresponding to the line failure based on the last frame of effective control signal and the voltage value of the power supply; and controlling the functional master device to work in a corresponding operation state based on the fault mode. According to the invention, the thermal management problem and the cost problem of the vehicle caused by poor control of the operation state of the functional master device under the abnormal condition of the control line in the existing scheme can be improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a method for controlling functional main components of a vehicle, a computer-readable storage medium, and a vehicle. Background Art

[0002] The vehicle cooling fan is a core component of the thermal management system, responsible for dissipating heat from key components such as the power battery, drive motor, and air conditioning condenser. Its reliable control is crucial for vehicle thermal safety, air conditioning efficiency, and battery charge and discharge performance. Currently, the fan's speed is primarily regulated by a PWM signal from the ECU.

[0003] In related technologies, there are two main ways to deal with fan control line anomalies. One is to add a fan relay to the fan power supply circuit. After the control line anomaly occurs, the fan continues to run at full speed through the relay. Although this avoids overheating caused by stalling, there is a risk of power supply to the entire vehicle. The master control node needs to actively disconnect the relay to protect the power supply, which increases system complexity and relay costs. The second is a solution without an independent fan power supply relay. To avoid power supply, the fan will stop immediately after the control line anomaly or be forced to stop after a short period of full speed operation. However, under high temperature conditions, fan stalling will cause the system to be unable to effectively dissipate heat, which may cause thermal management anomalies such as the air conditioner failing to cool or the battery being prohibited from charging, seriously affecting vehicle safety and use. Summary of the Invention

[0004] The embodiments of the present application provide a method for controlling functional main components of a vehicle, a computer-readable storage medium, and a vehicle, aiming to improve the thermal management and cost issues of the vehicle caused by poor control of the operating status of functional main components when the control line is abnormal in the existing solution.

[0005] The present application first provides a method for controlling the functional main components of a vehicle, wherein the functional main components are connected to a controller, and the controller is connected to a power supply and a main controller of the vehicle. The method includes: when the line between the controller and the main controller fails, obtaining a valid control signal sent by the main controller before the line failure; determining the last frame of valid control signal based on the valid control signal; determining a fault mode corresponding to the line failure based on the last frame of valid control signal and the voltage value of the power supply; and controlling the functional main components to operate in a corresponding operating state based on the fault mode.

[0006] The control method of the present application determines the fault mode corresponding to the line failure by obtaining the last frame of valid control signals before the failure and coordinating with the power supply voltage status after the line between the controller and the main controller fails. Finally, the operating status of the functional main component is accurately controlled according to the fault mode. This can reduce the use of relays and accurately control the operation of the functional main component after the line fails to reduce vehicle functional abnormalities caused by blind full-speed operation or blind stop of operation (such as heat dissipation problems of key components such as power batteries, drive motors and air-conditioning condensers, or power feeding problems of the entire vehicle). In other words, the present application can improve the vehicle's thermal management problems and cost issues caused by poor control of the operating status of the functional main component in the event of control line abnormalities in existing solutions.

[0007] In some embodiments, determining a fault mode corresponding to a line failure based on a valid control signal in the last frame and a power supply voltage value includes determining the fault mode as a first fault mode when the power supply voltage value is less than a first preset threshold. Correspondingly, controlling the functional component to operate in a corresponding operating state based on the fault mode includes controlling the functional component to operate in a first operating state based on the first fault mode, where the first operating state is controlling the functional component to cease operation.

[0008] In some embodiments, the last frame valid control signal includes a power signal and / or a function request signal, the power signal is used to represent the power-on status of the vehicle, and the function request signal is used to represent the operating requirements of the functional main component. Determining the fault mode corresponding to the line failure based on the last frame valid control signal and the voltage value of the power supply includes: determining the fault mode as the second fault mode when the voltage value of the power supply is greater than a first preset threshold, a power signal is present, and no function request signal is present. Correspondingly, controlling the functional main component to operate in a corresponding operating state based on the fault mode includes: controlling the functional main component to operate in a second operating state based on the second fault mode, wherein the second operating state is controlling the functional main component from full speed operation to when the voltage value of the power supply is less than a first preset threshold.

[0009] In some embodiments, the last valid control signal in a frame includes a power signal and / or a function request signal. The power signal is used to indicate the vehicle's power-on status, and the function request signal is used to indicate the operating requirements of the functional main component. Determining the fault mode corresponding to the line failure based on the last valid control signal in a frame and the power voltage value includes: determining the fault mode as a third fault mode when the power voltage value is greater than a first preset threshold and both the power signal and the function request signal are present. Correspondingly, controlling the functional main component to operate in a corresponding operating state based on the fault mode includes: controlling the functional main component to operate in a third operating state based on the third fault mode, wherein the third operating state is from full speed operation to when the power voltage value is less than a first preset threshold.

[0010] In some embodiments, the last valid control signal in a frame includes a power signal and / or a function request signal. The power signal is used to indicate the vehicle's power-on status, and the function request signal is used to indicate the operating requirements of the functional main component. Determining the fault mode corresponding to the line failure based on the last valid control signal in a frame and the power voltage value includes: determining the fault mode as a fourth fault mode when the power voltage value is greater than a first preset threshold and neither the power signal nor the function request signal is present. Correspondingly, controlling the functional main component to operate in a corresponding operating state based on the fault mode includes: controlling the functional main component to operate in a fourth operating state based on the fourth fault mode, wherein the fourth operating state is stopped.

[0011] In some embodiments, the last frame of valid control signals includes a power signal and / or a function request signal, wherein the power signal is used to indicate the vehicle's power-on status, and the function request signal is used to indicate the operating requirements of the functional main component. Determining the fault mode corresponding to the line failure based on the last frame of valid control signals and the power supply voltage value includes: determining the fault mode as the fifth fault mode when the power supply voltage value is greater than a first preset threshold, the power signal is absent, and the function request signal is present. Correspondingly, controlling the functional main component to operate in a corresponding operating state based on the fault mode includes: controlling the functional main component to operate in a fifth operating state based on the fifth fault mode, wherein the fifth operating state is from full speed operation to when the power supply voltage value is less than the first preset threshold.

[0012] In some embodiments, the last valid control signal of the frame includes a control request signal, wherein the control request signal is used to control the operating state of the functional main component. The vehicle functional main component control method further includes: controlling the operating state of the functional main component using the control request signal when the voltage value of the power supply is greater than a second preset threshold and the control request signal is present. In some embodiments, the last valid control signal of the frame includes a control request signal, wherein the control request signal is used to control the operating state of the functional main component. The vehicle functional main component control method further includes: controlling the operating state of the functional main component using the control request signal when the control request signal exists. The present application also provides a computer-readable storage medium, in which a computer program is stored. When the computer program is executed by a processor, the method for controlling the functional main components of a vehicle according to any of the above embodiments of the present application is implemented.

[0013] The computer-readable storage medium of the present application can solidify the control method into a computer program and store it in the medium, providing standardized execution logic for the on-board processor, thereby enabling rapid deployment and iteration of the control method and ensuring the consistency and traceability of the fault response logic.

[0014] The present application also provides a vehicle, comprising at least a main controller, a functional device and a power supply, wherein the functional device comprises a controller and a functional main component connected to the controller, the controller is connected to the main controller and the power supply, and the controller is used to execute the control method of the functional main component of the vehicle of any of the above embodiments of the present application.

[0015] In the vehicle of the present application, through the three-level architecture of main controller-controller of functional device-functional main component, the controller can autonomously perform multi-mode control when the line fails, thereby reducing dependence on the main control node of the main controller, reducing program complexity and hardware costs while ensuring thermal management safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a structural diagram of a fan power supply circuit in an embodiment of the related art.

[0017] Figure 2 It is a structural diagram of a fan power supply circuit of another embodiment in the related art.

[0018] Figure 3 It is a schematic diagram of the connection relationship between the functional main components, controller, power supply and the main controller of the vehicle in an embodiment of the present application.

[0019] Figure 4 It is a flow chart of the control method of an embodiment of the present application.

[0020] Figure 5 It is a schematic diagram of the judgment principle and process of the failure mode of the embodiment of the present application.

[0021] Figure 6 This is a flow chart of a control method according to another embodiment of the present application.

[0022] Figure 7 It is a schematic structural diagram of a vehicle according to an embodiment of the present application.

[0023] The following specific implementation methods will further illustrate this application in conjunction with the above-mentioned drawings. DETAILED DESCRIPTION

[0024] In order to make the technical problems, technical solutions and beneficial effects solved by this application more clearly understood, this application is further described in detail below in conjunction with the embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0025] In automotive engineering, the vehicle cooling fan is a key executive component in the thermal management system, primarily responsible for providing forced cooling airflow to core systems such as the power battery, drive motor, air conditioning condenser, and engine. Its operating status is directly related to the vehicle's thermal safety, component lifespan, air conditioning and cooling efficiency, and battery charge and discharge performance. Therefore, ensuring that the fan maintains a reasonable operating state or taking safety measures under various operating conditions, including when control signal anomalies occur, is crucial to ensuring safe and reliable vehicle operation. Currently, common cooling fan control strategies rely primarily on pulse-width modulation (PWM) signals from the electronic control unit (ECU) to regulate fan speed. However, existing technologies offer two typical solutions and inherent shortcomings when dealing with open fan control line failures or other anomalies.

[0026] like Figure 1 As shown, the first solution incorporates an additional relay 14 as a redundant path within the fan power supply circuit 1 (which includes the main controller 11, fan controller 12, fan 13, relay 14, and battery 15). When an abnormality occurs in the control line (the communication line between the main controller 11 and fan controller 12), the fan 13 receives continuous power through this relay 14, maintaining full-speed operation. While this prevents system overheating caused by fan 13 stalling, continued full-speed operation carries the risk of depleting the vehicle's low-voltage battery 15. To mitigate this power loss, the system must rely on the master control node to proactively identify the abnormality and disconnect relay 14. This increases reliance on the master control node's functionality and increases system complexity, while also incurring the additional cost of relay 14.

[0027] like Figure 2 As shown, the second solution simplifies the fan power supply circuit 1 (which includes the main controller 11, fan controller 12, fan 13, and battery 15) and does not include a separate fan power relay 14, which can reduce the cost of relay 14. When the control line is abnormal, to avoid the potential power supply caused by continued full-speed operation, the system usually has no choice but to immediately stop fan 13 or force it to stop after a short period of full-speed operation for a preset period of time. However, in conditions of high ambient temperature or high system heat dissipation requirements, the sudden or prolonged stop of fan 13 will prevent the vehicle's thermal management system from effectively dissipating heat. This may lead to serious consequences such as the air conditioner being unable to activate the cooling function due to high-temperature protection or the power battery being prohibited from charging due to excessive temperature, affecting the normal use and safety of the vehicle.

[0028] To this end, the embodiments of the present application provide a method for controlling functional main components of a vehicle, a computer-readable storage medium, and a vehicle, aiming to improve the thermal management and cost problems of the vehicle caused by poor control of the operating status of functional main components in the event of abnormal control lines in existing solutions.

[0029] In this application, the main functional components of the vehicle may include but are not limited to fans, air-conditioning compressors, electronic water pumps, battery cooling valves, active grilles, and electric drive system oil cooling pumps, and other functional elements, devices or equipment related to the normal driving of the vehicle.

[0030] In this application, "last frame" refers to the last valid communication cycle before the line fails, when the controller successfully receives and verifies the valid final control instruction data packet, and before the communication line (such as LIN / CAN bus, PWM signal line) is open, short-circuited or interfered, resulting in interruption of signal transmission.

[0031] This application first provides a method for controlling the functional main components of a vehicle, wherein, Figure 3 As shown, the main functional component 222 (such as a fan) can be connected to the controller 221, and the controller 221 can be connected to the power supply 23 and the main controller 21 of the vehicle. "X" indicates that the line is faulty or abnormal (such as open circuit, short circuit or communication signal is interfered by other nodes. In this case, the main functional component 222 can actively enter the fault protection operation mode under the control of the controller 221). For the convenience of description, the control method of the main functional component 222 of the vehicle in the embodiment of the present application can also be referred to as "control method" or "method", such as Figure 4 As shown, the method may include: Step S100: When the line between the controller and the main controller fails, obtain a valid control signal sent by the main controller before the line fails.

[0032] The effective control signal (percentage request signal) may include a power signal, a function request signal, and a control request signal. The power signal is used to indicate the vehicle's power-on status, the function request signal is used to indicate the operating requirements of a functional component, and the control request signal is used to control the operating status of a functional component.

[0033] In an embodiment of the present application, the control request signal may refer to a request signal for the functional percentage (such as the fan speed percentage) required for cooling the front end (such as the power battery, drive motor, air-conditioning condenser and engine, etc.) calculated and sent to the controller of the functional main component by the main controller through determining the vehicle's overall thermal management requirements. At this time, if the controller can receive the correct request signal, it is OK (that is, the line is normal and there is no need to enter the fault protection operation mode) and the functional main component is controlled to work based on the percentage request signal. If the correct request signal cannot be received or there is a communication failure, it is NG (that is, the line is abnormal and it is necessary to enter the fault protection operation mode) and the functional main component is controlled to execute the control method of the embodiment of the present application.

[0034] In some embodiments, obtaining the valid control signal sent by the main controller before the line fails can be that the controller obtains the valid control signal sent by the main controller in real time until the line fails, or the controller obtains the valid control signal sent by the main controller before the line fails and stored in the controller.

[0035] Continue reading Figure 4 , the control method may further include: Step S200: determining the last frame valid control signal based on the valid control signal.

[0036] In some embodiments, the last frame valid control signal is determined based on the valid control signal. The controller can obtain the valid control signal sent by the main controller in real time until the line fails, and use the valid control signal at the last moment as the last frame valid control signal. The controller can also obtain and store the valid control signal sent by the main controller, and after the line fails, use the valid control signal at the last moment as the last frame valid control signal through timing verification.

[0037] Continue reading Figure 4 , the control method may further include: Step S300: determining a fault mode corresponding to line failure based on the valid control signal of the last frame and the voltage value of the power supply.

[0038] The power supply voltage can refer to the vehicle's battery voltage. If the power supply voltage falls below a preset threshold (e.g., 10V), the controller can directly force the main functional component into shutdown mode (i.e., stop operation). This reduces the problem of the main functional component continuously running and causing power supply problems to the entire vehicle, ensuring that the vehicle can start normally the next time.

[0039] In some embodiments, the controller may be integrated with a collector or a collection circuit dedicated to collecting the power supply voltage. In other embodiments, the collector or the collection circuit dedicated to collecting the power supply voltage may also be provided independently of the controller.

[0040] In the embodiments of the present application, there may be multiple failure modes, including but not limited to a first failure mode, a second failure mode, a third failure mode, a fourth failure mode, and a fifth failure mode, and each failure mode is provided with a corresponding strategy for controlling the operating state of the functional main component. The operating state of the functional main component can be full speed operation or stopped operation. Full speed operation can be used to ensure front-end heat dissipation and reduce thermal safety issues of the vehicle. Stopping operation can be used to reduce the problem of vehicle power supply caused by continued operation when the heat dissipation problem has been solved.

[0041] In some embodiments, step S300 may specifically include determining the fault mode as the first fault mode when the power supply voltage is less than a first preset threshold (e.g., 10V). In this case, continuing to allow the functional main component of the vehicle to operate may result in vehicle power supply problems (i.e., when the power supply voltage is less than the first preset threshold, a high-risk power supply scenario is determined). Therefore, the first fault mode can be used as a basic operating mode to prevent vehicle power supply, and the last frame of valid control signals may not be considered.

[0042] In some embodiments, as described above, it can be understood that the valid control signal and the last frame valid control signal are inclusive, and thus the last frame valid control signal can include a power signal and / or a function request signal. The power signal is used to indicate the vehicle's power-on status, and the function request signal is used to indicate the operational requirements of the functional main component. In this case, step S300 may specifically include: determining that the fault mode is the second fault mode based on the power supply voltage being greater than a first preset threshold, the power signal being present, and the function request signal being absent.

[0043] In some embodiments, step S300 may specifically include: determining that the fault mode is the third fault mode based on the fact that the voltage value of the power supply is greater than a first preset threshold and there is a power signal and a function request signal.

[0044] In some embodiments, step S300 may specifically include: determining that the fault mode is the fourth fault mode based on the fact that the voltage value of the power supply is greater than a first preset threshold and there is no power signal and function request signal.

[0045] In some embodiments, step S300 may specifically include: determining that the fault mode is the fifth fault mode based on the voltage value of the power supply being greater than a first preset threshold, the absence of a power signal, and the presence of a function request signal.

[0046] Take the vehicle cooling fan as an example, see Figure 5 And the following Table 1: Table 1 As shown in Table 1, the power signal can be used to indicate the vehicle power status (i.e., whether the vehicle is powered on or off, with "on" indicating power on and "off" indicating power off). The function request signal can be used to indicate that the battery requires heat dissipation and cooling (i.e., a battery cooling request, with "on" indicating a request and "off" indicating no request). The control request signal can indicate a request signal sent by the main controller to control the cooling fan, with "OK" indicating normal transmission (i.e., the line is normal) and "NG" indicating abnormal transmission (i.e., the line is faulty or abnormal). The battery voltage threshold is the aforementioned preset threshold (wherein the first preset threshold is 10 V and can also be set according to actual needs), with "NG" indicating less than the first preset threshold and "OK" indicating greater than the first preset threshold.

[0047] As shown in Table 1 and Figure 5 As shown, the judgment principle and process of the first fault mode are as follows: the controller collects the last frame of valid control signals (power signal, function request signal and control request signal) and the battery voltage, and determines whether the battery voltage is greater than 10V. If not, the vehicle's cooling fan needs to enter the first fault mode, and the fan needs to be controlled to stop rotating.

[0048] As shown in Table 1 and Figure 5 As shown, the determination principle and process for the second and third fault modes are as follows: the controller collects the last frame of valid control signals (power signal, function request signal, and control request signal) and the battery voltage to determine whether the battery voltage is greater than 10V. If so, it continues to determine whether the vehicle is powered on (i.e., the vehicle power status, by determining whether there is a power signal). If so, it continues to determine whether the line is abnormal, that is, whether the communication status is normal (i.e., by determining whether there is a control request signal, thereby determining whether there is a cooling fan request). If not, it continues to determine whether there is a battery cooling request (i.e., determining whether there is a function request signal). If not, the vehicle needs to enter the second fault mode, at which point the fan needs to be controlled to full speed. If so, the vehicle needs to enter the third fault mode, at which point the fan needs to be controlled to full speed. In addition, when the communication status is determined to be yes, that is, the line is normal, it means that the main controller can send a control request signal to the controller, and the fan can be controlled normally (i.e., executing the master node request, such as normal rotation or normal sleep, etc.).

[0049] As shown in Table 1 and Figure 5 As shown, the determination principle and process for the fourth and fifth fault modes are as follows: the controller collects the last frame of valid control signals (power signal, function request signal, and control request signal) and the battery voltage to determine whether the battery voltage is greater than 10V. If so, it continues to determine whether the vehicle is powered on (i.e., the vehicle power status, by determining whether there is a power signal). If not, it continues to determine whether the line is abnormal, that is, whether the communication status is normal (i.e., by determining whether there is a control request signal, thereby determining whether there is a cooling fan request). If not, it continues to determine whether there is a battery cooling request (i.e., determining whether there is a function request signal). If not, the vehicle enters the fourth fault mode, at which point the fan needs to be controlled to stop rotating. If so, the vehicle enters the fifth fault mode, at which point the fan needs to be controlled to rotate at full speed. In addition, when the communication status is determined to be yes, that is, the line is normal, it means that the main controller can send a control request signal to the controller, and the fan can be controlled normally (i.e., executing the master node request, such as normal rotation or normal sleep).

[0050] Based on the above, continue to refer to Figure 4 , the control method may further include: Step S400: Control the functional main component to operate in a corresponding operating state based on the fault mode.

[0051] In some embodiments, corresponding to step S300, step S400 may specifically include: based on the first fault mode, the corresponding control function main component operates in a first operating state, where the first operating state is the main control function component stopped operating. In this case, when the power supply voltage falls below a first preset threshold, it can be determined to be a high-risk power supply scenario. By forcing the main function component (such as the cooling fan) to immediately stop operating, the power of the vehicle's low-voltage battery can be prioritized, thereby reducing systemic risks such as vehicle startup failure due to continuous power consumption.

[0052] In some embodiments, corresponding to step S300, step S400 may specifically include: controlling the main functional component to operate in a second operating state based on the second fault mode, wherein the second operating state is controlling the main functional component from full speed operation to a state where the power supply voltage is less than a first preset threshold. In this case, when the voltage is normal and a power supply signal is present (vehicle power is on), but there is no function request signal (no heat dissipation demand), the main functional component may be controlled to operate at full speed until the voltage is insufficient and then stop. This minimizes unnecessary power consumption while providing a buffer period for potential sudden heat dissipation demands, thereby balancing power conservation and emergency needs.

[0053] It can be understood that the voltage value from full speed operation to the power supply is less than the first preset threshold value, that is, the functional main component can be controlled to operate from the second working mode until entering the first fault mode, thereby allowing the functional main component to stop running when the heat dissipation requirements (such as motor start-up) have been met, so as to reduce the power supply risk.

[0054] In some embodiments, corresponding to step S300, step S400 may specifically include: controlling the functional main component to operate in a third operating state based on the third fault mode, where the third operating state is from full speed operation to a state where the power supply voltage is less than a first predetermined threshold. In this case, when the voltage is normal and both the power supply signal and the function request signal are present (the vehicle is running and requires heat dissipation), the functional main component may be maintained at full speed until the voltage is insufficient. This ensures that key components such as the power battery and motor continue to receive forced heat dissipation during the fault period, reducing thermal runaway or functional limitations caused by high-temperature shutdown.

[0055] It can be understood that the voltage value from full speed operation to the power supply is less than the first preset threshold value, that is, the functional main component can be controlled to operate from the third working mode until entering the first fault mode, thereby allowing the functional main component to stop running when the heat dissipation requirements (such as air conditioning cooling) have been met, so as to reduce the power supply risk.

[0056] In some embodiments, corresponding to step S300, step S400 may specifically include: controlling the main functional component to operate in a fourth operating state based on the fourth fault mode, where the fourth operating state is shutdown. In this case, if the power supply voltage is normal but there is no power signal or function request (the vehicle is off and there is no demand), the main functional component is immediately shut down. This reduces static power consumption and is suitable for use in a dormant state, mitigating battery power supply issues at the source.

[0057] In some embodiments, corresponding to step S300, step S400 may specifically include: controlling the functional main component to operate in a fifth operating state based on the fifth fault mode, where the fifth operating state is from full speed operation to a state where the power supply voltage falls below a first preset threshold. In this case, when the power supply voltage is normal and there is no power signal (vehicle ignition off), but there is a function request signal (such as battery waste heat dissipation or charging temperature rise), the functional main component is allowed to operate at full speed until the voltage is insufficient. This can meet the delayed heat dissipation requirements of key components after ignition off, extending the thermal management protection period while ensuring power safety.

[0058] In some embodiments, the last frame valid control signal includes a control request signal, wherein the control request signal is used to control the operating state of the functional main component.

[0059] like Figure 6 As shown, the vehicle functional main component control method may further include: Step S500: Based on the presence of a control request signal, or based on the voltage value of the power supply being greater than a second preset threshold and the presence of a control request signal, controlling the operating state of the functional main component through the control request signal. The second preset threshold (for example, 11V) may be greater than the first preset threshold (for example, 10V).

[0060] It is understood that the presence of a control request signal indicates that the communication line between the main controller and the controller is normal. In this case, the operating state of the functional main component can be directly controlled normally based on the control request signal, such as controlling the fan to rotate, sleep, or rotate at a certain percentage. However, although the line is normal, the vehicle may have other abnormal conditions. To ensure vehicle safety, it is further necessary to control the operating state of the functional main component only when the power supply voltage value is greater than a second preset threshold and the control request signal is present. This can reduce the problem of blindly controlling the operation of the functional main component before resolving other vehicle abnormalities, resulting in power supply.

[0061] In some embodiments, step S500 can also be understood as a fault mode recovery process, where the recovery condition for the first fault mode is that the power supply voltage is greater than a second preset threshold and a control request signal is present. Furthermore, the second preset threshold (e.g., 11V) can be greater than the first preset threshold (e.g., 10V), thereby reducing the problem of inaccurate control accuracy caused by voltage fluctuations during the fault mode recovery process.

[0062] In some embodiments, step S500 can also be understood as a fault mode recovery process, wherein the recovery condition for the second, third, fourth, and fifth fault modes is the presence of a control request signal. Furthermore, the second preset threshold (e.g., 11V) can be greater than the first preset threshold (e.g., 10V), thereby reducing the problem of inaccurate control accuracy caused by voltage fluctuations during the fault mode recovery process.

[0063] Similarly, taking the cooling fan as an example of a main functional component, the failure mode recovery conditions of the cooling fan can be referred to in Table 2 below: Table 2 As shown in Table 2, "fan operation" refers to the controller's fan control status under various fault modes, "communication signal" refers to the control request signal, and "vehicle voltage" refers to the vehicle's power supply voltage. It should be understood that once all modes have been restored, the controller can continue to control the fan normally based on the normal control request signal, function request signal, and power supply signal—that is, the valid control signal.

[0064] In summary, after the line between the controller and the main controller fails, the control method of the present application determines the fault mode corresponding to the line failure by obtaining the last frame of valid control signals before the failure and coordinating with the power supply voltage status, and finally accurately controls the operating status of the functional main component according to the fault mode. This can reduce the use of relays, and can accurately control the operation of the functional main component after the line fails to reduce vehicle functional abnormalities caused by blind full-speed operation or blind stop operation (such as heat dissipation problems of key components such as power batteries, drive motors and air-conditioning condensers, or vehicle power feeding problems). That is, the present application can improve the vehicle's thermal management problems and cost issues caused by poor control of the operating status of the functional main component in the case of control line abnormalities in existing solutions.

[0065] This application also provides a computer-readable storage medium (not shown) storing a computer program. When executed by a processor, the computer program implements the vehicle functional component control method described in any of the aforementioned embodiments of this application. The computer-readable storage medium of this application can solidify the control method into a computer program and store it in the medium, providing standardized execution logic for the vehicle processor. This allows for rapid deployment and iteration of the control method, ensuring consistency and traceability of fault response logic.

[0066] like Figure 7 As shown, the present application also provides a vehicle 20, which may include at least a main controller 21, a functional device 22 and a power supply 23. The functional device 22 includes a controller 221 and a functional main component 222 connected to the controller 221. The controller 221 is connected to the main controller 21 and the power supply 23. The controller 221 is used to execute the control method of the functional main component 222 of the vehicle 20 of any of the above embodiments of the present application.

[0067] In the vehicle of the present application, through the three-level architecture of the main controller 21-functional device 22, the controller 221-functional main component 222, the controller 221 can autonomously perform multi-fault mode control when the line fails, thereby reducing the dependence on the main control node of the main controller 21, reducing program complexity and hardware costs while ensuring thermal management safety.

[0068] In some embodiments, the control line between the main controller 21 and the controller 221 may be a communication line such as a LIN / CAN bus, a PWM signal line, or the like.

[0069] In some embodiments, the controller 221 may be integrated with a collector or a collection circuit dedicated to collecting the voltage of the power supply 23. In other embodiments, the collector or the collection circuit dedicated to collecting the voltage of the power supply 23 may also be provided independently of the controller 221.

[0070] In this application, "a plurality" refers to two or more than two. In this application, unless otherwise expressly defined, the terms "installed", "connected", and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or it can be internal communication between two components. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0071] The terms "first," "second," "third," and "fourth," etc. (if any) in this application are used to distinguish similar objects and are not necessarily used to describe a specific order or precedence. The term "and / or" in this application simply describes an association relationship between related objects, indicating that three relationships can exist. For example, "A and / or B" can mean: A exists alone, A and B exist simultaneously, and B exists alone. Additionally, the character " / " in this application generally indicates that the related objects are in an "or" relationship.

[0072] Unless otherwise specified, all steps of this application may be performed sequentially or randomly. For example, "the method includes steps A and B" means that the method may include steps A and B performed sequentially, or may include steps B and A performed sequentially. For example, "the method may also include step C" means that step C may be added to the method in any order. For example, the method may include steps A, B, and C, or steps A, C, and B, or steps C, A, and B, etc.

[0073] The above description is only a preferred embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent replacements and improvements made within the spirit and principles of the present application should be included in the scope of protection of the present application.

Claims

1. A method for controlling a functional main component of a vehicle, wherein the functional main component is connected to a controller, and the controller is connected to a power source and a main controller of the vehicle, characterized in that: The method comprises: When a line between the controller and the main controller fails, obtaining a valid control signal sent by the main controller before the line fails; Determine a last frame of valid control signals based on the valid control signals; Determining a fault mode corresponding to the line failure based on the last frame of valid control signals and the voltage value of the power supply; Based on the fault mode, the functional main component is controlled to operate in a corresponding operating state.

2. The method for controlling functional main components of a vehicle according to claim 1, characterized in that: The determining the fault mode corresponding to the line failure based on the last frame valid control signal and the voltage value of the power supply includes: When the voltage value of the power supply is less than a first preset threshold, determining that the fault mode is a first fault mode; Correspondingly, controlling the functional main component to operate in a corresponding operating state based on the fault mode includes: Based on the first fault mode, the functional main component is controlled to operate in a first operating state, wherein the first operating state is to control the functional main component to stop operating.

3. The method for controlling functional main components of a vehicle according to claim 1, characterized in that: The last frame valid control signal includes a power signal and / or a function request signal, wherein the power signal is used to represent the power-on state of the vehicle, and the function request signal is used to represent the operation requirement of the functional main component; wherein determining the fault mode corresponding to the line failure based on the last frame valid control signal and the voltage value of the power supply includes: determining that the fault mode is a second fault mode based on the voltage value of the power supply being greater than a first preset threshold, the power signal being present, and the function request signal being absent; Correspondingly, controlling the functional main component to operate in a corresponding operating state based on the fault mode includes: Based on the second fault mode, the functional main component is controlled to operate in a second operating state, wherein the second operating state is to control the functional main component to operate from full speed to a voltage value of the power supply that is less than a first preset threshold.

4. The method for controlling functional main components of a vehicle according to claim 1, characterized in that: The last frame valid control signal includes a power signal and / or a function request signal, wherein the power signal is used to represent the power-on state of the vehicle, and the function request signal is used to represent the operation requirement of the functional main component; wherein determining the fault mode corresponding to the line failure based on the last frame valid control signal and the voltage value of the power supply includes: determining that the fault mode is a third fault mode based on the voltage value of the power supply being greater than a first preset threshold and the power signal and the function request signal being present; Correspondingly, controlling the functional main component to operate in a corresponding operating state based on the fault mode includes: Based on the third fault mode, the functional main component is controlled to operate in a third operating state, wherein the third operating state is from full speed operation to the voltage value of the power supply being less than a first preset threshold.

5. The method for controlling functional main components of a vehicle according to claim 1, characterized in that: The last frame valid control signal includes a power signal and / or a function request signal, wherein the power signal is used to represent the power-on state of the vehicle, and the function request signal is used to represent the operation requirement of the functional main component; wherein determining the fault mode corresponding to the line failure based on the last frame valid control signal and the voltage value of the power supply includes: Determining that the fault mode is a fourth fault mode based on the voltage value of the power supply being greater than a first preset threshold and the power signal and the function request signal being absent; Correspondingly, controlling the functional main component to operate in a corresponding operating state based on the fault mode includes: Based on the fourth fault mode, the functional main component is controlled to operate in a fourth operating state, wherein the fourth operating state is to stop operating.

6. The method for controlling functional main components of a vehicle according to claim 2, characterized in that: The last frame valid control signal includes a power signal and / or a function request signal, wherein the power signal is used to represent the power-on state of the vehicle, and the function request signal is used to represent the operation requirement of the functional main component; wherein determining the fault mode corresponding to the line failure based on the last frame valid control signal and the voltage value of the power supply includes: determining that the fault mode is a fifth fault mode based on the voltage value of the power supply being greater than a first preset threshold, the power signal not being present, and the function request signal being present; Correspondingly, controlling the functional main component to operate in a corresponding operating state based on the fault mode includes: Based on the fifth fault mode, the functional main component is controlled to operate in a fifth operating state, wherein the fifth operating state is from full speed operation to a voltage value of the power supply being less than a first preset threshold.

7. The method for controlling functional main components of a vehicle according to claim 1, characterized in that: The last frame valid control signal includes a control request signal, wherein the control request signal is used to control the operating state of the functional main component; The vehicle main function component control method further includes: Based on the fact that the voltage value of the power supply is greater than a second preset threshold and the control request signal is present, the operating state of the functional main component is controlled by the control request signal.

8. The method for controlling functional main components of a vehicle according to claim 1, characterized in that: The last frame valid control signal includes a control request signal, wherein the control request signal is used to control the operating state of the functional main component; The vehicle main function component control method further includes: Based on the presence of the control request signal, the operating state of the functional main component is controlled by the control request signal.

9. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method for controlling the functional main components of a vehicle according to any one of claims 1 to 8 is implemented.

10. A vehicle, characterized in that: The method comprises at least a main controller, a functional device and a power supply, wherein the functional device comprises a controller and a functional main component connected to the controller, the controller is connected to the main controller and the power supply, and the controller is used to execute the control method of the functional main component of the vehicle as described in any one of claims 1 to 8.

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