Multi-zone vehicle architecture

Abstract

A vehicle can include an east electronic control unit (ECU), a west ECU, or a third ECU. A first ECU is operable to operate a first component on a first side of a longitudinal axis of the vehicle and a second ECU is operable to operate a second component on a second side of the longitudinal axis. The longitudinal axis can be defined as an imaginary line extending from a front portion to a rear portion of the vehicle along a center of the vehicle, the imaginary line dividing the vehicle into a first side and a second side. The third ECU is positionable at the rear of the vehicle.

Description

[0001] Cross Reference to Related Applications

[0002] This application claims the benefit of U.S. Provisional Application No. 63 / 643,432, filed May 7, 2024, entitled “MULTI-ZONAL VEHICLE ARCHITECTURE,” the entire contents of which are incorporated herein by reference. BACKGROUND

[0003] The present application relates to zonal architectures for functional and power distribution, and more specifically, to zonal architectures associated with electric vehicles. SUMMARY

[0004] The disclosed subject matter provides a zonal architecture for power distribution that allows for redundancy in power distribution. A vehicle can include a first electronic control unit (ECU), a second ECU, or a third ECU. The first ECU can operate a first component on a first side of a longitudinal axis of the vehicle, while the second ECU can operate a second component on a second side of the longitudinal axis. The longitudinal axis can be defined as an imaginary line along a center of the vehicle extending from a front to a rear of the vehicle that divides the vehicle into the first side and the second side. The third ECU can be positioned at the rear of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0005] Certain features of the subject technology are set forth in the claims. However, for explanation purposes, several embodiments of the subject technology are presented in the following drawings.

[0006] FIG. 1A An example top view of a vehicle with zonal power distribution is illustrated.

[0007] FIG. 1B An example side view of a vehicle with zonal power distribution is illustrated.

[0008] FIG. 1C An example of wiring or positioning of components of a vehicle is illustrated.

[0009] FIG. 1D An example of wiring or positioning of components of a vehicle is illustrated.

[0010] FIG. 1E An example of wiring or positioning of components of a vehicle is illustrated.

[0011] FIG. 1F An example of wiring or positioning of components of a vehicle is illustrated.

[0012] FIG. 1G An example top view of a vehicle associated with wiring, connections, or positioning of components is illustrated.

[0013] FIG. 2 An example block diagram of a system having regional power distribution as described herein is illustrated.

[0014] FIG. 3A An example method for power bus switching is illustrated.

[0015] FIG. 3B An example method for power bus switching is illustrated.

[0016] FIG. 3C An example method for power bus switching is illustrated.

[0017] FIG. 4 An example block diagram of power distribution components or functions is illustrated.

[0018] FIG. 5 An example block diagram of power distribution components or functions is illustrated.

[0019] FIG. 6 An example block diagram of components or functions of a vehicle is illustrated.

[0020] FIG. 7 An example network associated with vehicle network component communication is illustrated. DETAILED DESCRIPTION

[0021] The detailed description set forth below is intended as a description of various configurations of the subject technology and is not intended to represent the only configurations in which the subject technology can be practiced. The appended drawings are incorporated herein and constitute a part of the detailed description. The detailed description includes specific details for the purpose of providing a thorough understanding of the subject technology. However, it will be clear to those skilled in the art that the subject technology is not limited to the

[0022] Some vehicles have domain-based electronic control units (ECUs) for different vehicle features. In examples, a domain such as doors, windows, wipers, headlamps, etc. can have a dedicated ECU. In such an approach, for example, wires from a motor in a door can be routed to a first ECU, lights can be routed to a second ECU, and a temperature sensor can be routed to a third ECU, which can result in lengthy wiring, increased complexity of repair and installation, or rising costs.

[0023] The disclosed subject matter provides a zone architecture for power distribution that allows for redundancy in power distribution, thus preventing failure of one or more power bus or electronic control units (ECUs). The ECU functions of the zone architecture can be based on geographical zones of the vehicle, such as a front left zone, a front right zone, or a rear zone. Additionally, there can be two or more power sources for low voltage power distribution. In an example, continuous power can be provided to each ECU from a direct current to direct current converter (DCDC), where the DCDC steps down from a high voltage battery pack, and power can be provided from a low voltage (LV) battery (e.g., a 12V battery). Each ECU can be powered by either the DCDC or the LV battery. As further described herein, if there is a failure on a first power source (e.g., a DCDC bus), a second power source (e.g., a LV battery bus) can power the vehicle to operate one or more functions, which can be functions associated with mission critical. For example, an advanced driver assistance system (ADAS) system of the vehicle can be continued to be powered to keep the vehicle properly moving until a user takes over. Additionally, each ECU can have redundant functions, thus, if a first ECU fails, a second ECU can continue to run the redundant functions or other ECU specific functions.

[0024] FIG. 1A An example top view of the vehicle 300 is illustrated. As further described herein, the vehicle 300 can include electronic control units (ECUs) (e.g., ECU 10 and ECU 20) in a front portion 330 of the vehicle 300, ECUs (e.g., ECU 30) in a rear portion 340 of the vehicle 300, a direct current to direct current converter (DCDC) 50, a low voltage (LV) battery 60 (e.g., a 12V battery), or a jump start interface 17, among others. As further described herein, the ECU 10 can operate components on a first side of a longitudinal axis of the vehicle 300, while the ECU 20 can operate components on a second side of the longitudinal axis. The longitudinal axis can be defined as an imaginary line along a center of the vehicle 300 that extends from a front of the vehicle to a rear of the vehicle, which divides the vehicle 300 into the first side and the second side. The ECU 30 can operate components located at the rear of the vehicle 300.

[0025] FIG. 1BAn example side view of vehicle 300 is illustrated. As shown, vehicle 300 can include one or more battery packs, such as a high voltage (HV) battery pack 310 (e.g., 450V), which can be located near a central body portion 335 of vehicle 300. HV battery pack 310 can be coupled with one or more electrical systems of vehicle 300 to provide power to the electrical systems. As described further herein, ECU 10 (which can also be referred to herein as an east zone controller - EZC), ECU 20 (which can also be referred to herein as a west zone controller - WZC), or ECU 30 (which can also be referred to herein as a south zone controller - SZC) can be communicatively connected or power inter-distributing with one another, and can have functional redundancy for powering or other operation of electronic components of vehicle 300.

[0026] In one or more implementations, vehicle 300 can be an electric vehicle having one or more electric motors that drive wheels 302 of the vehicle using power from HV battery pack 310. In one or more implementations, vehicle 300 can also or alternatively include one or more chemical power engines, such as a gas power engine or a fuel cell power motor. For example, the electric vehicle can be fully electric or partially electric (e.g., hybrid or plug-in hybrid). In various implementations, vehicle 300 can be a fully autonomous vehicle capable of traveling on roads without a human operator or driver, a partially autonomous vehicle capable of traveling on some roads without a human operator or driver or capable of traveling on roads with supervision of a human operator, can be a driverless vehicle capable of traveling on roads or other paths without any human occupants, or can be a human-operated (non-autonomous) vehicle configured for human operation by a human operator.

[0027] In FIG. 1B In the example of FIG. 3, vehicle 300 can be implemented as a truck (e.g., a pickup truck) having battery pack 310. As shown, HV battery pack 310 can include one or more battery modules 315, which can include one or more battery cells 320. However, this is merely illustrative, and in other implementations, HV battery pack 310 can be provided without any battery modules 315 (e.g., in a cell-to-pack configuration).

[0028] As FIG. 1BAs shown, the vehicle 300 can include a support structure, such as a chassis 325 (e.g., a frame, an internal frame, or other support structure). The chassis 325 can support various components of the vehicle 300. As shown, the chassis 325 can span, in some implementations, a front portion 330 (e.g., a hood or cover portion), a central body portion 335, and a rear portion 340 (e.g., a trunk, payload, or cargo portion) of the vehicle 300. In one or more implementations, the HV battery pack 310 can be mounted on the chassis 325 (e.g., within one or more of the front portion 330, the central body portion 335, or the rear portion 340). As shown, the HV battery pack 310 can include or be electrically coupled with one or more busbars (e.g., one or more current collector elements). In FIG. 1B In examples, the vehicle 300 includes a first busbar 345 and a second busbar 350, either or both of which can include an electrically conductive material to connect or otherwise electrically couple the battery modules 315 or battery cells 320 with other electrical components of the vehicle 300 to provide power to various systems or components of the vehicle 300.

[0029] In other implementations, the vehicle 300 can be implemented as another type of electric truck, electric van, electric motor vehicle, electric car, electric motorcycle, electric scooter, electric bus, electric passenger or commercial truck, hybrid vehicle, or other vehicle, such as a marine or air vehicle, airplane, helicopter, submarine, boat, or drone, and / or any other movable device having a battery pack 310 (e.g., that powers a propulsion or drive component of the movable device).

[0030] FIG. 1C to FIG. 1G Examples of the wiring or positioning of components of the vehicle 300 are illustrated. FIG. 1C An example perspective view of the positioning and wiring of the ECUs 10, 20, and 30 is illustrated. FIG. 1D An example top view of the positioning and wiring of the ECUs 10, 20, and 30 is illustrated. The ECU 10 can include functionality associated with right-hand vehicle functionality and power moding. The ECU 20 can include functionality associated with left-hand vehicle functionality and power control. The ECU 30 can include functionality associated with distributing local high-current devices, such as trailer towing, suspension, auxiliary pneumatic devices, etc. It is contemplated herein that the functionality or positioning of the ECUs can be interchanged, combined, or distributed. Additionally, there can be additional ECUs. The LV battery 60 (e.g., 10-14V) can be located within the cabin area, such as under the first row of passenger seats, which can provide crash protection or control the temperature range that the battery can be subjected to. FIG. 1E An example first perspective view of the location of the zone controllers is illustrated. FIG. 1FAn example second perspective view illustrating the location of the zone controllers. As shown FIG. 1E and FIG. 1F As shown, the frame of the vehicle 300 is in the form of a truck. The ECU 30 can be located under the cargo bed of the vehicle 300 and controls rear cargo bed or truck bed related functions.

[0031] FIG. 1G An example top view of the vehicle 300 illustrating the wiring, connections, or positioning associated with components. As shown, the vehicle 300 can include the ECU 10, the ECU 20, the ECU 30, the BMS 40, the LV DCDC 41, the direct current to alternating current (DCAC) 42, the axial flux motor 43, the network protocol data unit (NPDU) 44, or the on-board computer 45. The axial flux motor 43 can be incorporated into the wheel or gear box of the vehicle 300. In contrast to a radial flux motor, which extends perpendicular to the magnetic flux, the axial flux motor 43 is a type of electric motor in which the magnetic flux can extend parallel to the axis of rotation. This design allows for a more compact and efficient motor. As shown FIG. 1G The wiring shown is generally associated with communication or power distribution between components in the network. These zones can be based on proximity. In an example, if components are geographically closer to the west zone, those components can be connected with the ECU 20, and if components are geographically closer to the ECU 10, those components can be connected with the ECU 10.

[0032] When compared to other architectures, the disclosed multi-zone architecture can allow for reduced wiring. Shorter wires can have less mass, and therefore the weight of the vehicle 300 can be reduced. While the length of the wire generally can not have a significant impact on the cost of small gauge wires, it can impact the overall mass and flexibility of the wiring harness. Longer wires can increase the volume of the wiring harness, can complicate installation due to reduced flexibility, and can increase the likelihood of failure. As further disclosed herein, in some cases, the impact on manufacturing difficulty or cost can be negligible in conjunction with slightly longer wires to improve system synchronicity.

[0033] FIG. 2An example block diagram of a system 100 that can include multiple ECUs of a vehicle 300 is illustrated. ECUs are embedded systems that can control one or more electrical systems or subsystems in a vehicle. The positioning and connection of ECU 10, ECU 20, or ECU 30 can provide a degree of redundancy for faults that can be caused by a collision or other malfunction. The design of system 100 can allow vehicle 300 to safely operate for a period of time after a fault, such as being able to drive vehicle 300 (e.g., steer, brake, or accelerate) to a safe location off the road or to operate electronic control functions of vehicle 300 (e.g., door locks), among other things. As shown, ECU 10, ECU 20, and ECU 30 can be connected with DCDC 50 (also referred to herein as DCDC bus 50) to operate DCDC loads and with low voltage (LV) battery 60 (e.g., 12V battery or LV battery bus 60) to operate LV battery loads. In an example, one or more ECUs (e.g., ECU 10) can include a fault isolation system 11. Fault isolation system 11 can include an isolation switch or bidirectional (Bidi) switch 12. In some configurations, only one ECU (e.g., ECU 10) can include fault isolation system 11 in consideration of safety. As shown, ECU 10 can include a common bus 15 that can operate slightly differently than other buses (e.g., OR load bus 14) in that the common bus can allow bi-directional power transfer to and from LV battery 60, which can be a function of using fault isolation system 11. Common bus 15 (specific to ECU 10) allows power to flow bi-directionally, either from LV battery 60 to DCDC 50 or from DCDC 50 to LV battery 60. OR bus does not allow power to flow bi-directionally (it does not connect or isolate LV battery 60 and DCDC 50 networks). As another element of shared properties of both common bus 15 and OR load bus 14, common bus 15 (or OR load bus 14) will remain operational (e.g., will be available) in the event of a fault in DCDC 50 or LV battery 60.

[0034] With continued reference to FIG. 2Each ECU may have one or more dedicated functions that can be powered by DC-DC 50, LV battery 60, or LV DC-DC 41. ECU 10 is operable for Function 1, Function 2, and jump-start function. ECU 10 may be connected to jump-start interface 17 (e.g., wiring located in the rear portion 340 of vehicle 300). Jump-start interface 17 allows an external power source (e.g., a jump-start assembly) to be connected to ECU 10 to jump-start the vehicle's electronic functions, particularly when LV battery 60 is depleted. As further described herein, jump-start interface 17 may have multiple paths, including jump-start path 18 (e.g., to a microcontroller) and jump-start path 19 (e.g., to a bidirectional switch 12). Function 1 may include functions such as a first-line universal serial bus or Electronic Stability Program (ESP). Function 2 may include functions such as a right door lock, passenger seat motor, right headlight, alarm module, or front hood lock. In this example, function 1 of ECU 10 may be powered solely by DC-DC 50, while function 2 of ECU 10 may be powered by either DC-DC 50 (which may be the primary power source) or LV battery 60 (which may be the secondary power source), which may be referred to as common bus 15. ECU 10 may be located on the front right side of vehicle 300 and thus can operate functions primarily (e.g., most or all) for the right side of vehicle 300.

[0035] like FIG. 2 As shown, ECU 20 is operable for functions 3, 4, and 5. Function 3 may include functions such as front suspension valves or autonomous control modules. Function 4 may include functions such as steering angle sensors, front wiper motors, left door locks, left headlights, external near-field communication (NFC), or on-board diagnostics (OBD) ports. Function 5 may include functions such as electric power steering (EPAS), charging port doors, internal NFC, or electric power-assisted braking. In this example, function 3 of ECU 20 may be powered solely by DC-DC converter 50, and function 5 of ECU 20 may be powered solely by LV battery 60. Function 4 of ECU 20 may be powered by DC-DC converter 50 (which may be the primary power source) or LV battery 60 (which may be the secondary power source), which may be referred to as OR load 14 (also referred to herein as OR load bus 14). ECU 20 may be located on the front left side of vehicle 300 and therefore operable functions primarily (e.g., most or all) for the left side of vehicle 300.

[0036] like FIG. 2As shown, ECU 30 can operate function 6, function 7, and function 8. Function 6 can include functions such as a license plate light. Function 7 can include functions such as a rear vehicle entry system sensor, liftgate lock, trailer brake, right taillight rear, or left taillight rear. Function 8 can include functions such as a right trailer brake light or a rear suspension valve. In this example, function 8 of ECU 30 can be powered only by DCDC 50, and function 6 of ECU 30 can be powered only by LV battery 60. Function 7 of ECU 30 can be powered by either DCDC 50 (which can be primary power) or LV battery 60 (which can be secondary power). ECU 30 can be located on the rear of vehicle 300, and thus can operate functions that are primarily (e.g., mostly or all) used for the rear portion of vehicle 300.

[0037] FIG. 2 System 100 of FIG. 1 can include a battery management system (BMS) 40. BMS 40 can include BMLS logic 47 or LV DCDC 41, among other components. BMS 40 can be located at or near HV battery pack 310, where LV DCDC 41 converts HV DC to a lower voltage (such as 10-14V). LV DCDC 41 can help reduce the need for LV battery 60 for certain operations, such as when vehicle 300 is in standby mode (e.g., parked). It is contemplated that the functions disclosed herein (e.g., function 1 through function 8) can be controlled by other ECUs or powered by any of the listed power sources. FIG. 1B

[0038] In conjunction with FIG. 2 and the functions disclosed throughout, the following can be achieved: 1) any bus failure of critical functions (such as ADAS or curb parking) can be avoided; 2) battery power is reserved for post-crash critical functions (door unlock, hazard lighting, eCall, trigger pyro, etc.); 3) continuous hibernate power is provided to the vehicle directly from the HV battery pack; 4) fault tolerance to ECU failure; 5) fault tolerance to power bus failure.

[0039] FIG. 3A An example method for power bus switching is illustrated. At step 211, a device (e.g., a microcontroller unit or other apparatus) can receive an indication that DCDC bus 50 has failed in a manner that does not supply power to ECU 10. At step 212, based on the indication that DCDC bus 50 has failed in a manner that does not supply power to ECU 10, the device can provide instructions to use LV battery bus 60 to transmit power to ECU 10 to enable function 2 of ECU 10.

[0040] FIG. 3B ​An example method for power bus switching is illustrated. At step 221, the device can receive an indication that the DCDC bus 50 has failed in a manner that does not supply power to the ECU 20. At step 222, the device can receive an indication that the ECU 10 is inoperable and cannot function. At step 223, based on the indication that the DCDC bus 50 has failed in a manner that does not supply power to the ECU 20, the device can provide instructions to use the LV battery bus 60 to transmit power to the ECU 20 to enable function 4 and function 5 of the ECU 20. Function 4 and function 5 of the ECU 20 can operate even if the ECU 10 is in a non-operational state. ECU 30 can operate in a similar manner.

[0041] FIG. 3C An example method for power bus switching is illustrated. At step 231, the device can receive an indication that the LV battery bus 60 has failed in a manner that does not supply power to the ECU 30. At step 232, based on the indication that the LV battery bus 60 has failed in a manner that does not supply power to the ECU 30, the device can provide instructions to use the DCDC bus 50 to transmit power to the ECU 30 to enable function 7 and function 8 of the ECU 30.

[0042] FIG. 4 An example block diagram of power distribution components or functions is illustrated. The functions can include 1) a bidirectional switch in “Diode Mode” during hibernation to support transients / wake up; 2) a bidirectional switch “fully closed” during driving; 3) a bidirectional switch “fully open” to enable controlled jump-start during jump-start; 4) running Gear Guard with minimal loss of range; 5) setting LV DCDC voltage to 14.5V (for example) to avoid 12V battery cycling; 6) vehicle wake up based on 12V battery state; or 7) a bidirectional switch allowing small current to keep 12V battery always floating.

[0043] FIG. 5 An example block diagram of power distribution components or functions is illustrated, similar to FIG. 2 The BMS logic 47 can be used to operate a fuse such as the explosion fuse 49. The explosion fuse 49 is a safety device used in electric vehicles (EVs) and other high-voltage systems to protect the electrical system in the event of a fault, such as a short circuit or a crash. The key feature of an explosion fuse is that it is designed to disconnect the high-voltage battery from the rest of the vehicle electrical system by using a small explosive charge to break the electrical connection in an emergency.

[0044] FIG. 6 An example block diagram of components or functions of the vehicle 300 is illustrated, which can have similar to FIG. 2The EZC function 52 can include sensor control module functions, charge control module functions, body / power control module functions, temperature management control module functions, smart battery sensor functions, vehicle drive control functions, or driver control module functions, among other functions that can be primarily associated with the right side of the vehicle 300. The WZC function 54 can include sensor control module functions, charge control module functions, body / power control module functions, temperature management control module functions, vehicle drive control functions, or driver control module functions, among other functions that can be primarily associated with the left side of the vehicle 300. The SZC function 56 can include body control module functions, vehicle drive control module functions, or temperature / body / power control module functions, among other functions that can be primarily associated with the rear of the vehicle 300.

[0045] FIG. 7 Example networks associated with the vehicle 300 are illustrated. Communications can be conducted using Controller Area Network (CAN), Ethernet, Local Interconnect Network (LIN) protocols, which can be commonly used with vehicles. CAN is designed to ensure high reliability in the harsh environment of automotive electrical buses. LIN can be used to control less critical modules on a vehicle. The ECUs 20, 10, or 30 can communicate with other components via Ethernet, CAN, or LIN protocols, among others. In this document, for simplicity, the modules have the same or similar generic names associated with the communication network connections.

[0046] ECU 20 can be associated with or manage one or more modules (or components, also referred to herein), such as a primary actuator CAN module 402, an auxiliary actuator CAN module 404, a platform CAN module 406, a motor CAN module 408, a headliner LIN module 410, a front left body LIN module 412, a left rear door LIN module 414, a left front door LIN module 416, or a hand control LIN module 418, among others. The primary actuator CAN module 402 can include a steering column control module (SCCM), an electronic power steering primary module, an electronic stability program (ESP) module, an electromechanical brake booster module (e.g., power brake), a restraint control module (e.g., crash detection and airbag deployment), or an occupant classification sensor module. The SCCM can add lever controls for the user (e.g., wipers, turn signals, direction of travel, etc.). The EPAS can provide power assisted steering and autonomous steering actuation. The ESP can provide stability control and anti-lock braking, as well as autonomous braking actuation. The occupant classification sensor can provide occupant weight to the RCM for optimization of airbag deployment strategies. The auxiliary actuator CAN module 404 can be associated with an auxiliary backup CAN connection, and the auxiliary actuator CAN module can include an electronic power steering auxiliary module, an electronic stability program module, or an electromechanical brake booster module. The platform CAN module 406 can include a restraint control module (e.g., seat belts).

[0047] The motor CAN module 408 can include a four-motor variant module or a two-motor variant module, among other modules. The four-motor or two-motor variants can include a front inverter, a front oil pump, a rear inverter, a rear oil pump, among others. The headliner LIN module 410 can include an HMLK / IRVM / ISM / Driver Monitoring System (DMS), a left side reading light module, a right side reading light module, a third row left side dome light module, and a third row right side dome light module. The front left body LIN module 412 can include a radiator fan module, a dew point sensor module, a coolant pump module, a pressure temperature sensor module, a charge port indicator module, or a front trunk lock module, among others. The left rear door LIN module 414 can include a left rear door upper light module, a left rear door lower light module, a left rear door storage pocket light module, or a left rear footwell light module, among other modules. The left front door LIN module 416 can include a left front door upper light module, a left front door lower light module, a left front door storage pocket light module, a left front switch pack module, or a left front footwell light module, among other modules. The hand control module 418 can include a hand control wheel module, among others.

[0048] ECU 10 can be associated with or manage one or more modules (or components, also referred to herein), such as a front body CAN module 422, an access CAN module 424, a right rear door LIN module 426, a right front door LIN module 428, an instrument panel (IP) LIN module 430, a right front body LIN module 432, or a headliner LIN module 434, among others. The front body CAN module 422 can include a right headlamp module, a left headlamp module, a front center lamp module, a right turn signal module, a left turn signal, an amplifier module, a DC-DC converter, a vehicle charger module, a wireless charger module, among others. The access CAN module 424 can include a headliner, a right front trim module, a right rear trim module, a left front trim module, a left rear trim module, or a north front cabin side handle module, among others. The right rear door LIN module 426 can include a right rear door upper light module, a right rear door lower light module, a right rear door pocket light module, or a left rear footwell light module, among others. The right front door LIN module 428 can include a rear front door upper light module, a right front door lower light module, a right front door pocket light module, a passenger door handle module, or a right front footwell light module, among others. The right front body LIN module 432 can include a left or right active grille shutter module, a coolant pump traction module, a 5-way valve module, or an electronic air compressor module. The headliner LIN module 434 can include a rain sensor, a headliner, a spot light, among others.

[0049] The IP LIN module 430 can include a central IP ambient light module, a right IP ambient light module, a left welcome light module, a right steering wheel switch module, or a left steering wheel switch module.

[0050] With continued reference to FIG. 7As disclosed herein, the network connections of the components of vehicle 300 can be based on geographic proximity of the components. In an example, if the components are geographically closer to the west zone, those components can be connected with ECU 20. For this proximity approach, there can be exemptions for some components. A first example of such an exemption can be associated with IP LIN module 430, which can be associated with the lights in the dashboard area of vehicle 300. IP LIN module 430 can include one or more lights on the left side, one or more lights on the right side, and one or more lights in the center. Even though the one or more lights on the left side and the one or more lights in the center are geographically closer to ECU 20, the IP lights can be connected to ECU 10. This approach significantly reduces the total delay between activation of the first light and the last light in the sequence. If the lights are divided between two separate networks (e.g., ECU 10 with two lights and ECU 20 with three lights), there can be a complex synchronization process between the two zones to maintain a threshold level of synchronicity. Thus, the disclosed exemption for IP lights allows functional performance across geographic proximity to be achieved in a multi-zone architecture. This implementation can significantly reduce the need for complex inter-zone synchronization mechanisms, resulting in a more efficient and responsive lighting control system. This architecture can significantly simplify the software control system, demonstrating a beneficial tradeoff between hardware complexity and software simplicity.

[0051] Additionally, FIG. 7 may include example connections with ECU 30. ECU 30 can include a body rear CAN module 442, a console LIN module 444, a rear accessories LIN module 448, etc. Body rear CAN module 442 can include a rear hatch light module, a right rear body side light module, a left rear body side light module, a tire pressure monitoring module, etc. Console LIN module 444 can include a rear heated ventilation air conditioning mode actuator module, a console tray light module, a console bin light module, etc. Rear accessories LIN module 448 can include a gear guard lock module, an auxiliary air compressor module, a third row left side cargo module, a third row right side cargo module coolant heating module, a lift gate right side ground light module, a lift gate left side ground light module, etc.

[0052] The disclosed zone architecture can overcome issues caused by an architecture that brings all power into one ECU and then distributes the power. Such an architecture can result in a single point of failure. The disclosed subject matter can provide a zone power distribution architecture that individually routes power to each ECU, which can prevent any one ECU from acting as a single point of failure for power distribution. Thus, the disclosed redundant power bus can allow for power availability for different functions after a crash or other failure, such as to get the vehicle to the side of the road for a period of time, or to operate electronic locks for passengers to exit the vehicle.

[0053] The methods, systems, or devices disclosed herein can be incorporated into electric vehicles or other equipment. The methods, systems, or devices disclosed herein can be incorporated into products such as various feature-specific electronic control units (ECUs).

[0054] As used herein, the phrase “at least one of” following with a listing of items means any one of the items in the list and that the items are alternative (i.e., not all of the items need to be present or each member of the group needs to be present). The phrase “at least one of’ does not mean that each item in the list must be present (i.e., each item in the list is optional). As an example, the phrases “at least one of A, B, and C” or “at least one of A, B, or C” each mean A alone, B alone, C alone, any two of the three, or all three of A, B, and C.

[0055] When an element is referred to as being “connected” or “coupled” to another element, it will be understood that the element can be directly connected or coupled to the other element or intervening elements can be present. In contrast, when an element is referred to as being “directly connected” or “directly coupled” to another element, it will be understood that no intervening element is present. The use of “directly connected” or “directly coupled” does not exclude the presence of other connections, however.

[0056] The predicates “configured to,” “operable to,” and “programmed to” do not imply any particular tangible or intangible modification of a subject, but, rather, are intended to be interpreted as a broadenable term over a natural language scope, such that a processor, such as a processor that executes instructions from a memory storage device, can be “configured to,” “operable to,” or “programmed to” monitor and control operations or components. Likewise, a processor configured to execute code can be interpreted as a processor that is programmed to execute code or is operable to execute code.

[0057] Phrases such as one aspect, the aspect, another aspect, some aspects, one or more aspects, one implementation, the implementation, another implementation, some implementations, one or more implementations, one embodiment, the embodiment, another embodiment, some embodiments, one or more embodiments, one configuration, the configuration, another configuration, some configurations, one or more configurations, the subject technology, the disclosure, the present disclosure, their other variations, and the like are for convenience of reference only, and do not connote that a disclosure according to such phrases is essential, or that such disclosure applies to all configurations of the technology. A disclosure according to a phrase such as one aspect or some aspects can apply to all configurations, or one or more configurations. A disclosure according to a phrase such as one aspect or some aspects can provide one or more examples. Phrases such as one aspect or some aspects can refer to one or more aspects, and vice versa, and this applies similarly to other aforementioned phrases.

[0058] The word “exemplary” is used herein to mean “serving as an example, instance, or illustration.” Any implementation described herein as “exemplary” or as an “example” is not necessarily to be construed as preferred or advantageous over other implementations. Furthermore, to the extent that the term “includes” is used in either the detailed description or the claims, such term is intended to be inclusive in a manner similar to “comprising” as an open term in the manner described above.

[0059] All structural and functional equivalents to the elements of the various aspects described throughout this disclosure that are known or later come to be known to those of ordinary skill in the art are expressly incorporated herein by reference and intended to be encompassed by the claims. Moreover, nothing disclosed herein is intended to be dedicated to the public regardless of whether such disclosure is explicitly recited in the claims. No claim element is to be construed under the provisions of 35 U.S.C. § 112, sixth paragraph, unless the element is expressly recited using the phrase “means for” or “step for.” 35 U.S.C. § 101.

[0060] The foregoing description is provided to enable any person skilled in the art to practice the various aspects described herein. Various modifications to these aspects will be readily apparent to those skilled in the art, and the generic principles defined herein can be applied to other aspects. Thus, the claims are not intended to be limited to the aspects shown herein, but is to be accorded the full scope consistent with the language claims, wherein reference to an element in the singular is not intended to mean "one and only one" unless specifically so stated, but rather "one or more." Unless specifically stated otherwise, the term "some" refers to one or more. Singular

[0061] Methods, systems, or apparatuses related to regional architectures for vehicle power distribution are disclosed herein. A vehicle can include an east electronic control unit (ECU), a west ECU, and a south ECU. The east ECU can operate first components on a first side of a longitudinal axis of the vehicle, while the west ECU can operate second components on a second side of the longitudinal axis. The longitudinal axis can be defined as an imaginary line along a center of the vehicle extending from a front to a rear of the vehicle that divides the vehicle into the first side and the second side. The south ECU can be positioned at a rear of the vehicle. The east ECU can include a low voltage direct current to direct current (DCDC) support circuit block that includes functionality associated with low voltage DCDC switching or voltage monitor wake up. It is contemplated herein that the locations of the ECUs as described can be flipped on a horizontal axis, such as the east ECU and the west ECU being located at the rear of the vehicle, and the south ECU (becoming a "north" ECU) being positioned in the front of the vehicle. Other locations of the ECUs throughout the vehicle are contemplated. All combinations of this paragraph and the above paragraphs (including removal or addition of components) are contemplated in a manner consistent with the other portions of the detailed description.

[0062] An apparatus, method, or system can include a first power bus for a low voltage (LV) battery; a second power bus for a direct current to direct current converter (DCDC); a first electronic control unit (ECU) located in a front portion of a vehicle, the first ECU connected with the first power bus and the second power bus; a second ECU located in the front portion of the vehicle, the second ECU connected with the first power bus and the second power bus; and a third ECU located in a rear portion of the vehicle, the third ECU connected with the first power bus and the second power bus. The LV battery bus can be associated with a roughly 12V battery, 13V battery, or 14V battery. The method can include receiving an indication associated with a failure of a direct current to direct current converter (DCDC) bus or a failure of a low voltage (LV) battery bus; and transmitting power via the DCDC bus or the LV battery bus based on the received indication. All combinations of the paragraphs in this paragraph and the above paragraphs (including removal or addition of steps or components) are contemplated in a manner consistent with the other portions of the detailed description.

[0063] A vehicle, apparatus, or system can include an east electronic control unit (ECU), wherein the east ECU is in communication with a first component of a first side of a longitudinal axis of the vehicle, the longitudinal axis dividing the vehicle into the first side and a second side; and a west ECU, wherein the west ECU is in communication with a second component of a second side of the longitudinal axis of the vehicle, wherein the second component is not connected with the east ECU, and wherein the first component is not connected with the second component. The vehicle can further include a south ECU, wherein the south ECU is in communication with a third component in a rear portion of a horizontal axis of the vehicle, the horizontal axis dividing the vehicle into the front portion and the rear portion. The first component can include a right front door module or an instrument panel (IP) module, wherein the right front door module or the instrument panel (IP) module is in communication with the east ECU via a local interconnect network (LIN) protocol. The first component can include a right rear door module or a overhead console module, wherein the right rear door module or the overhead console module is in communication with the east ECU via a local interconnect network (LIN) protocol. All combinations of the paragraphs in this paragraph and the above paragraphs (including removal or addition of steps or components) are contemplated in a manner consistent with the other portions of the detailed description.

[0064] A longitudinal axis can be defined as an imaginary line along a center of the vehicle extending from a front of the vehicle to a rear of the vehicle. A horizontal axis can be defined as an imaginary line along a center of the vehicle extending from a first side of the vehicle to a second side of the vehicle. An east ECU can be geographically positioned on the first side of the vehicle and a west ECU can be geographically positioned on the second side of the vehicle, where the first side and the second side are different. The first component of the east ECU can include a sensor control function, a charging control function, a temperature management function, a vehicle drive control function, or a driver control function. The second component of the west ECU can include a steering column control module, an electro-mechanical brake booster module, or a restraint control module. The third component of the south ECU can include a body control function or a body power function. All combinations of the present paragraph and the above paragraphs (including steps or components removed or added) are contemplated with respect to other parts of the detailed description.

[0065] The third component of the south ECU can include a gear guard lock module or an auxiliary air compressor module, where the gear guard lock module or the auxiliary air compressor module communicates with the south ECU via a Local Interconnect Network (LIN) protocol. The first component of the east ECU can include an instrument panel (IP) module, where the IP module includes a first light on the first side and a second light on the second side. The east ECU can be connected with the plurality of first components using a Local Interconnect Network (LIN) protocol. The east ECU can be connected with the plurality of first components using a Local Interconnect Network (LIN) protocol and a Controller Area Network (CAN) bus protocol. All combinations of the present paragraph and the above paragraphs (including steps or components removed or added) are contemplated with respect to other parts of the detailed description.

[0066] An apparatus can include an east electronic control unit (ECU), where the east ECU communicates with a first component of a first side of a longitudinal axis of the apparatus, the longitudinal axis dividing the vehicle into the first side and a second side; and a south ECU, where the south ECU communicates with a third component in a rear of a horizontal axis of the apparatus, the horizontal axis dividing the apparatus into the front and the rear, where the third component is not connected with the east ECU, and where the first component is not connected with the third component. The apparatus can be a vehicle. The apparatus can further include a west ECU, where the west ECU communicates with a second component of a second side of the longitudinal axis of the vehicle. The second component can include a four motor variant connected with the west ECU via a Controller Area Network (CAN) protocol. The first component can include a headlight connected with the east ECU via a Controller Area Network (CAN) protocol. The third component can include a rear tailgate light connected with the south ECU via a Controller Area Network (CAN) protocol. All combinations of the present paragraph and the above paragraphs (including steps removed or added) are contemplated with respect to other parts of the detailed description.

Claims

1. A vehicle comprising: a first electronic control unit (ECU), wherein the first ECU is in communication with a first component of a first side of a longitudinal axis of the vehicle, the longitudinal axis dividing the vehicle into the first side and a second side; and a second ECU, wherein the second ECU is in communication with a second component of the second side of the longitudinal axis of the vehicle, wherein the second component is not connected with the first ECU, and wherein the first component is not connected with the second component.

2. The vehicle of claim 1, further comprising a third ECU, wherein the third ECU is in communication with a third component in a rear portion of a horizontal axis of the vehicle, the horizontal axis dividing the vehicle into a front portion and the rear portion.

3. The vehicle of claim 2, wherein the horizontal axis is defined as an imaginary line extending along a center of the vehicle from the first side of the vehicle to the second side of the vehicle.

4. The vehicle of claim 1, wherein the first component comprises a right front door module or an instrument panel (IP) module, wherein the right front door module or the instrument panel (IP) module is in communication with the first ECU via a local interconnect network (LIN) protocol.

5. The vehicle of claim 1, wherein the first component comprises a right rear door module or a overhead console module, wherein the right rear door module or the overhead console module is in communication with the first ECU via a local interconnect network (LIN) protocol.

6. The vehicle of claim 1, wherein the longitudinal axis is defined as an imaginary line extending along a center of the vehicle from a front portion of the vehicle to a rear portion of the vehicle.

7. The vehicle of claim 1, wherein the first ECU is geographically positioned on the first side of the vehicle and the second ECU is geographically positioned on the second side of the vehicle, wherein the first side and the second side are different.

8. The vehicle of claim 1, wherein the first component of the first ECU comprises a sensor control function, a charging control function, a temperature management function, a vehicle drive control function, or a driver control function.

9. The vehicle of claim 1, wherein the second component of the second ECU comprises a steering column control module, an electromechanical brake booster module, or a restraint control module.

10. The vehicle of claim 2, wherein the third component of the third ECU comprises a body control function or a body power function.

11. The vehicle of claim 2, wherein the third component of the third ECU comprises a gear guard lock module or an auxiliary air compressor module, wherein the gear guard lock module or the auxiliary air compressor module is in communication with the third ECU via a local interconnect network (LIN) protocol.

12. The vehicle of claim 1, wherein the first component of the first ECU comprises an instrument panel (IP) module, wherein the IP module comprises a first light on the first side and a second light on the second side.

13. The vehicle of claim 1, wherein the first ECU is connected with a plurality of the first components using a Local Interconnect Network (LIN) protocol.

14. The vehicle of claim 1, wherein the first ECU is connected with a plurality of the first components using a Local Interconnect Network (LIN) protocol and a Controller Area Network (CAN) bus protocol.

15. An apparatus comprising: a first electronic control unit (ECU), wherein the first ECU is in communication with a first component on a first side of a longitudinal axis of the apparatus, the longitudinal axis dividing the apparatus into the first side and a second side; and a third ECU, wherein the third ECU is in communication with a third component in a rear portion of a horizontal axis of the apparatus, the horizontal axis dividing the apparatus into a front portion and the rear portion, wherein the third component is not connected with the first ECU, and wherein the first component is not connected with the third component.

16. The apparatus of claim 15, wherein the apparatus is a vehicle.

17. The apparatus of claim 15, further comprising a second ECU, wherein the second ECU is in communication with a second component on the second side of the longitudinal axis of the apparatus.

18. The apparatus of claim 17, wherein the second component comprises a four motor variant connected with the second ECU via a Controller Area Network (CAN) protocol.

19. The apparatus of claim 15, wherein the first component comprises a headlight connected with the first ECU via a Controller Area Network (CAN) protocol.

20. The apparatus of claim 15, wherein the third component comprises a back tailgate light connected with the third ECU via a Controller Area Network (CAN) protocol.

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