Power supply mode determination method and device, storage medium and electronic device

Abstract

The application discloses a power supply mode determination method and device, a storage medium and an electronic device. The method comprises the following steps: monitoring chip operation data of a target vehicle; wherein the target vehicle carries a first chip and a second chip; in the case that the chip operation data comprises a target fault feature that the first chip cannot normally operate, performing a reset operation on the first chip, wherein the reset operation is used to maintain power distribution of a controller of the target vehicle and initialize chip functions of the first chip; transmitting target code to the second chip connected with the first chip according to a reset result corresponding to the reset operation, wherein the target code is used to instruct the second chip to adjust power distribution strategies of different controllers on the target vehicle; determining a target power distribution strategy of the second chip activated by the target code, and determining a tail light power supply mode of the target vehicle according to the target power distribution strategy. The safety problem that the tail light cannot be normally lighted due to the fault of the corresponding chip in the domain control architecture of the target vehicle is solved.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and more specifically, to a method and apparatus for determining a power supply mode, a storage medium, and an electronic device. Background Technology

[0002] In the evolution of modern automotive electronic and electrical architecture, the concept of DCU (Domain Control Unit) has gradually become mainstream. It integrates multiple functional modules of a vehicle into one or more central processing units to achieve more efficient and centralized control and management. This architecture simplifies the complexity of wiring harnesses within the vehicle, reduces costs, and also improves system integration and flexibility. However, the centralized design of the domain controller also brings some safety issues, especially regarding how to ensure the continued operation of critical safety systems, such as the taillight system, when the main controller fails. This has become a key focus of the industry. The taillight controller, as part of the domain controller, is primarily responsible for the control and power distribution of taillights (including brake lights, turn signals, and position lights). In traditional distributed architectures, the taillight controller typically receives power directly from the vehicle battery and achieves control through hard-wired signals. However, in a domain control architecture, the power supply and control signals of the taillight controller mainly rely on the chip containing the domain controller's main control unit. However, if the chip containing the main control unit malfunctions or becomes abnormal, the taillight controller may lose power, thus preventing the taillights from lighting up. This is especially problematic in emergency situations, such as when the brake lights fail to illuminate during braking, which can seriously affect vehicle safety and increase the risk of traffic accidents.

[0003] There is currently no effective solution to the safety issue of taillights failing to illuminate properly due to a malfunction in the corresponding chip within the domain control architecture of the target vehicle, which is related to the relevant technologies.

[0004] Therefore, it is necessary to improve the relevant technology to overcome the aforementioned defects. Summary of the Invention

[0005] This application provides a method and apparatus for determining the power supply mode, a storage medium, and an electronic device to at least solve the safety problem of taillights failing to light up properly due to a fault in the corresponding chip in the domain control architecture of the target vehicle.

[0006] According to one aspect of the embodiments of this application, a method for determining a power supply mode is provided, comprising: monitoring chip operation data of a target vehicle; wherein the target vehicle carries a first chip and a second chip; when the chip operation data includes target fault characteristics indicating that the first chip cannot operate normally, performing a reset operation on the first chip, wherein the reset operation is used to maintain the controller power distribution of the target vehicle and initialize the chip function of the first chip; transmitting a target code to the second chip connected to the first chip according to the reset result corresponding to the reset operation, wherein the target code is used to instruct the second chip to adjust the power distribution strategy of different controllers on the target vehicle; determining the target power distribution strategy of the second chip activated by the target code, and determining the taillight power supply mode of the target vehicle according to the target power distribution strategy.

[0007] In an exemplary embodiment, before monitoring the chip operating data of the target vehicle, the method further includes: configuring the chip monitoring method of the target vehicle, wherein the monitoring method includes at least one of the following: a first monitoring method that monitors the first chip through a second chip, and a second monitoring method that performs self-diagnostic monitoring through the first chip; and sending a prompt message to the management object of the target vehicle after the chip monitoring method configuration is completed.

[0008] In an exemplary embodiment, after monitoring the chip operation data of the target vehicle, the method further includes: when the target fault feature is a first type of feature where the first chip has a specific fault and the monitoring method is a first monitoring method, directly instructing the second chip connected to the first chip to send a level signal to switch to limp mode; when the target fault feature is a second type of feature where the first chip has a fault that cannot be reset and eliminated and the monitoring method is a second monitoring method, obtaining the reset record of the first chip to determine whether the reset operation is effective based on the reset record.

[0009] In an exemplary embodiment, determining the taillight power supply mode of the target vehicle according to the target power distribution strategy includes: if the target power distribution strategy is determined to be a normal strategy, determining the taillight power supply mode of the target vehicle to maintain the current mode; if the target power distribution strategy is determined to be an abnormal strategy, determining the taillight power supply mode of the target vehicle to be a limp mode, wherein the limp mode is a mode in which power supply output is forcibly maintained by directly controlling the taillight controller of the target vehicle.

[0010] In an exemplary embodiment, after determining the target power distribution strategy of the second chip activated by the target code and determining the taillight power supply mode of the target vehicle according to the target power distribution strategy, the method further includes: recording the target duration of the target vehicle being in the limp mode when the taillight power supply mode is continuously in the limp mode; determining that the target vehicle is in a temporary fault state when the target duration is less than the preset alarm duration; and determining that the target vehicle is in a non-temporary fault state when the target duration is greater than or equal to the preset alarm duration.

[0011] In an exemplary embodiment, after determining that the target vehicle is in a non-temporary fault state, the above method further includes: collecting hardware status information of multiple vehicle components on the target vehicle in the non-temporary fault state; and reporting the hardware status information to the cloud server corresponding to the target vehicle manufacturer, wherein the cloud server is used to record the specific fault information of the target vehicle in the non-temporary fault state to assist in the maintenance work of the target vehicle.

[0012] In an exemplary embodiment, determining the target power distribution strategy of the second chip activated by the target code includes: searching for multiple power distribution strategies from a preset database based on the code content corresponding to the target code, wherein the preset database contains multiple sets of code content and power distribution strategy correspondences; identifying the power distribution strategy that matches the target vehicle from the multiple power distribution strategies and determining it as the target power distribution strategy activated by the target code.

[0013] According to another aspect of the embodiments of this application, a power supply mode determination device is also provided, comprising: a monitoring module for monitoring chip operation data of a target vehicle; wherein the target vehicle carries a first chip and a second chip; a reset module for performing a reset operation on the first chip when the chip operation data includes target fault characteristics that prevent the first chip from operating normally, wherein the reset operation is used to maintain the controller power distribution of the target vehicle and initialize the chip function of the first chip; a code module for transmitting a target code to the second chip connected to the first chip according to the reset result corresponding to the reset operation, wherein the target code is used to instruct the second chip to adjust the power distribution strategy of different controllers on the target vehicle; and a determination module for determining the target power distribution strategy of the second chip activated by the target code and determining the taillight power supply mode of the target vehicle according to the target power distribution strategy.

[0014] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, wherein a computer program is stored in the computer program, and the computer program is configured to execute the above-described method for determining the power supply mode when it is run.

[0015] According to another aspect of the embodiments of this application, an electronic device is also provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the method for determining the power supply mode through the computer program.

[0016] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program and a method for determining the power supply mode when the computer program is executed by a processor.

[0017] This application monitors the chip operation data of a target vehicle, which carries a first chip and a second chip. When the chip operation data includes a target fault characteristic indicating that the first chip cannot operate normally, a reset operation is performed on the first chip. This reset operation maintains the controller power distribution of the target vehicle and initializes the chip function of the first chip. Based on the reset result corresponding to the reset operation, a target code is transmitted to the second chip connected to the first chip. This target code instructs the second chip to adjust the power distribution strategy of different controllers on the target vehicle. The target power distribution strategy of the second chip activated by the target code is determined, and the taillight power supply mode of the target vehicle is determined based on the target power distribution strategy. This technical solution solves the safety problem of taillights failing to illuminate properly due to a fault in the corresponding chip in the domain control architecture of the target vehicle. Furthermore, by monitoring the operating status of the vehicle's chips, automatically resetting and adjusting the power distribution strategy ensures the stability of the taillight power supply mode during chip failure, thereby maintaining the normal operation of the vehicle's taillight system. Attached Figure Description

[0018] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0019] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a hardware structure block diagram of a mobile terminal for a method of determining a power supply mode according to an embodiment of this application.

[0021] Figure 2 This is a flowchart of a method for determining a power supply mode according to an embodiment of this application;

[0022] Figure 3 This is a circuit diagram of taillight power distribution in limp mode according to an embodiment of this application;

[0023] Figure 4 This is a schematic diagram of taillight power distribution in a limp mode according to an embodiment of this application;

[0024] Figure 5 This is a schematic diagram illustrating the process of a power chip monitoring a main chip according to an embodiment of this application.

[0025] Figure 6 This is a schematic diagram of the main chip's self-monitoring process according to an embodiment of this application;

[0026] Figure 7 This is a structural block diagram of a power supply mode determination device according to an embodiment of this application. Detailed Implementation

[0027] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0028] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0029] The methods and embodiments provided in this application can be executed on a mobile terminal, computer terminal, or similar computing device. Taking running on a mobile terminal as an example, Figure 1 This is a hardware structure block diagram of a mobile terminal for a method of determining a power supply mode according to an embodiment of this application. For example... Figure 1 As shown, a mobile terminal may include one or more ( Figure 1Only one is shown in the diagram. A processor 102 (which may include, but is not limited to, a microprocessor (MCU) or a field-programmable gate array (FPGA)) and a memory 104 for storing data are also shown. The mobile terminal may further include a transmission device 106 for communication functions and an input / output device 108. Those skilled in the art will understand that... Figure 1 The structure shown is for illustrative purposes only and does not limit the structure of the mobile terminal described above. For example, the mobile terminal may also include components that are more... Figure 1 The more or fewer components shown, or having the same Figure 1 The different configurations shown.

[0030] The memory 104 can be used to store computer programs, such as application software programs and modules, like the computer program corresponding to the power supply mode determination method in this embodiment. The processor 102 executes various functional applications and data processing by running the computer program stored in the memory 104, thus implementing the above-described method. The memory 104 may include high-speed random access memory and non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory 104 may further include memory remotely located relative to the processor 102, and these remote memories can be connected to the mobile terminal via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0031] The transmission device 106 is used to receive or send data via a network. Specific examples of the network described above may include a wireless network provided by the mobile terminal's communication provider. In one example, the transmission device 106 includes a Network Interface Controller (NIC), which can connect to other network devices via a base station to communicate with the Internet. In another example, the transmission device 106 may be a Radio Frequency (RF) module, used for wireless communication with the Internet.

[0032] This embodiment provides a method for determining the power supply mode. Figure 2 This is a flowchart of a method for determining a power supply mode according to an embodiment of this application, such as... Figure 2 As shown, the process includes the following steps S202-S208:

[0033] Step S202: Monitor the chip operation data of the target vehicle; wherein the target vehicle carries a first chip and a second chip;

[0034] Optionally, the first chip refers to the main chip. In the domain control architecture of a vehicle, each domain (such as the power domain, driving domain, body domain, etc.) has a main controller, which is also called the domain control main controller (main chip). The second chip refers to the power chip. The power chip is specifically used to monitor and manage the power status of the main chip. The power chip can usually be a sub-controller within the domain in the domain control architecture. Specifically, in practical applications, the power chip is equivalent to the area control unit that includes the MCU (Microcontroller Unit, abbreviated as MCU) and SBC (System Base Controller, abbreviated as SBC).

[0035] Step S204: If the chip operating data includes the target fault characteristics that the first chip cannot operate normally, perform a reset operation on the first chip, wherein the reset operation is used to maintain the controller power distribution of the target vehicle and initialize the chip function of the first chip;

[0036] Step S206: Transmit the target code to the second chip connected to the first chip according to the reset result corresponding to the reset operation, wherein the target code is used to instruct the second chip to adjust the power distribution strategy of different controllers on the target vehicle;

[0037] Step S208: Determine the target power distribution strategy of the second chip activated by the target code, and determine the taillight power supply mode of the target vehicle according to the target power distribution strategy.

[0038] Through the above steps, the chip operation data of the target vehicle is monitored; wherein the target vehicle carries a first chip and a second chip; when the chip operation data includes target fault characteristics indicating that the first chip cannot operate normally, a reset operation is performed on the first chip, wherein the reset operation is used to maintain the controller power distribution of the target vehicle and initialize the chip function of the first chip; according to the reset result corresponding to the reset operation, a target code is transmitted to the second chip connected to the first chip, wherein the target code is used to instruct the second chip to adjust the power distribution strategy of different controllers on the target vehicle; the target power distribution strategy of the second chip activated by the target code is determined, and the taillight power supply mode of the target vehicle is determined according to the target power distribution strategy. By adopting the above technical solution, the safety problem of taillights failing to light normally due to chip failure in the domain control architecture of the target vehicle is solved. Furthermore, by monitoring the operating status of the vehicle chip, automatically resetting and adjusting the power distribution strategy, the stability of the taillight power supply mode is ensured when the chip fails, thereby maintaining the normal operation of the vehicle taillight system.

[0039] In an exemplary embodiment, before monitoring the chip operating data of the target vehicle, the method further includes: configuring the chip monitoring method of the target vehicle, wherein the monitoring method includes at least one of the following: a first monitoring method that monitors the first chip through a second chip, and a second monitoring method that performs self-diagnostic monitoring through the first chip; and sending a prompt message to the management object of the target vehicle after the chip monitoring method configuration is completed.

[0040] Optionally, in the above embodiments, the chip monitoring method for the target vehicle includes: a first monitoring method that monitors the first chip (i.e., the main chip) through a second chip (i.e., a power chip), and a second monitoring method that performs self-diagnostic monitoring through the first chip. The first monitoring method configures the power chip to continuously check the status of the main chip, including signal response and voltage levels. The second monitoring method configures the main chip to perform self-health diagnosis, including software anomaly and hardware fault detection. After completing the chip monitoring configuration, it is also necessary to send fault alert information to the target vehicle's management object (e.g., the driver) so that the driver can promptly understand the vehicle's status and take appropriate driving measures. Using the above implementation method, when the vehicle's electronic system encounters a first chip failure, it can quickly respond through the external monitoring of the second chip and the self-diagnostic monitoring mechanism of the first chip, ensuring the continuous operation of key safety functions such as taillight control. Simultaneously, it provides real-time information feedback to the driver through the central management system, enhancing vehicle safety, stability, and the driver's right to know.

[0041] In an exemplary embodiment, after monitoring the chip operation data of the target vehicle, the method further includes: when the target fault feature is a first type of feature where the first chip has a specific fault and the monitoring method is a first monitoring method, directly instructing the second chip connected to the first chip to send a level signal to switch to limp mode; when the target fault feature is a second type of feature where the first chip has a fault that cannot be reset and eliminated and the monitoring method is a second monitoring method, obtaining the reset record of the first chip to determine whether the reset operation is effective based on the reset record.

[0042] Optionally, in the above embodiments, a specific fault refers to an abnormal dog-feed signal sent by the main chip to the power chip. When the monitoring mode is the first monitoring mode, if the power chip still does not receive the dog-feed signal from the main chip after exceeding the preset interval period, it indicates that the main chip has a specific fault. At this time, the power chip immediately takes action by pulling down the FSOB interface level signal of the power chip. That is, when the FSOB interface level signal switches from a preset high level signal to a low level signal, it instructs the drive circuit in the power chip to forcibly switch the power distribution control circuit to limp mode. When the monitoring mode is the second monitoring mode, if the main chip has a fault that cannot be resolved by software reset (such as a system crash caused by hardware failure), the power chip will obtain the reset record of the main chip. If the history record shows that multiple reset attempts have failed to restore the function, the power chip will determine that the reset operation is ineffective for the current fault, and therefore will not perform a reset operation, but will directly switch to limp mode to maintain the normal illumination of the taillights and ensure the safe driving of the vehicle. By combining the two monitoring methods mentioned above, the vehicle system can intelligently respond to different types of faults, which not only protects the basic functions of the system in a timely manner and avoids potential safety risks, but also improves the efficiency and accuracy of fault handling through intelligent analysis, thereby enhancing the safety and reliability of the vehicle's electronic system during operation.

[0043] In an exemplary embodiment, determining the taillight power supply mode of the target vehicle according to the target power distribution strategy includes: if the target power distribution strategy is determined to be a normal strategy, determining the taillight power supply mode of the target vehicle to maintain the current mode; if the target power distribution strategy is determined to be an abnormal strategy, determining the taillight power supply mode of the target vehicle to be a limp mode, wherein the limp mode is a mode in which power supply output is forcibly maintained by directly controlling the taillight controller of the target vehicle.

[0044] Optionally, the power distribution strategy is typically dynamically adjusted based on the current vehicle status (e.g., driving, parked, faulty) and external environment (e.g., light intensity, weather conditions). If the power distribution strategy is deemed normal, the system will maintain the current taillight power supply mode, meaning the taillight controller receives power through the normal electronic power distribution path in response to the lighting request from the main controller (equivalent to the first chip in the above implementation, i.e., the main chip). However, if the power distribution strategy is deemed abnormal (e.g., the main controller detects a fault, such as overheating, abnormal voltage, or software malfunction), the system will automatically enter limp mode. In limp mode, the power chip does not rely on instructions from the main controller but directly controls the power output of the taillight controller to ensure the taillights remain illuminated even in the event of a main controller failure, alerting other road users to safety. Through this mechanism, even if the main controller fails, the taillight controller can maintain power supply, ensuring the taillights function normally in emergency situations (e.g., braking, steering), improving vehicle safety in fault conditions and protecting driver safety.

[0045] In an exemplary embodiment, after determining the target power distribution strategy of the second chip activated by the target code and determining the taillight power supply mode of the target vehicle according to the target power distribution strategy, the method further includes: recording the target duration of the target vehicle being in the limp mode when the taillight power supply mode is continuously in the limp mode; determining that the target vehicle is in a temporary fault state when the target duration is less than the preset alarm duration; and determining that the target vehicle is in a non-temporary fault state when the target duration is greater than or equal to the preset alarm duration.

[0046] Optionally, when the taillight controller's power supply mode remains in limp mode, the vehicle's main chip begins recording the duration of the vehicle's limp mode, i.e., the target duration. If the main chip detects that the target duration is less than the preset warning duration (e.g., the preset warning duration is 30 minutes), the system determines that the vehicle is in a temporary fault state. At this time, the system notifies the driver that the fault is temporary. However, if the target duration is greater than or equal to the preset warning duration, the main chip determines that the vehicle is in a non-temporary fault state (such as a power chip failure, main controller hardware damage, or system software error), problems that typically cannot be resolved by a simple reset. Through this strategy, the vehicle's electronic system can intelligently adjust its response level based on the duration of the fault, improving not only the accuracy and timeliness of fault detection but also providing drivers and maintenance teams with specific and practical information, helping to ensure safe vehicle operation and maintenance efficiency. This time-based fault identification mechanism reflects the attention to detail and high level of intelligence in modern automotive electronic system design.

[0047] In an exemplary embodiment, after determining that the target vehicle is in a non-temporary fault state, the above method further includes: collecting hardware status information of multiple vehicle components on the target vehicle in the non-temporary fault state; and reporting the hardware status information to the cloud server corresponding to the target vehicle manufacturer, wherein the cloud server is used to record the specific fault information of the target vehicle in the non-temporary fault state to assist in the maintenance work of the target vehicle.

[0048] Optionally, in a vehicle equipped with a domain control architecture, if the vehicle's main chip detects that the taillight power supply mode has been continuously in limp mode for more than a preset alarm duration during operation, it determines that the vehicle is in a non-temporary fault state. At this point, the main chip begins collecting and recording hardware status information of multiple vehicle components related to the fault, including but not limited to the status of the taillight controller, the operating parameters of the power management chip, and the operating status of the main controller. The collected hardware status information is aggregated to the main chip via the vehicle network (such as the CAN bus), and then the main chip, through the vehicle's built-in wireless communication module, encrypts this information and uploads it to the automaker's cloud server. Upon receiving the data, the cloud server analyzes it and records the specific fault information indicating that the target vehicle is in a non-temporary fault state. Based on this information, the cloud server can identify whether the fault is triggered by the power chip's overheat protection mechanism or by hardware damage to the main controller causing abnormal taillight power supply. Through this mechanism, vehicle manufacturers can quickly respond to vehicle faults based on real data, not only improving the efficiency of fault resolution but also continuously optimizing the vehicle's electronic system performance through preventative maintenance and data-driven decision-making, ensuring the safety of the driver and the vehicle.

[0049] In an exemplary embodiment, determining the target power distribution strategy of the second chip activated by the target code includes: searching for multiple power distribution strategies from a preset database based on the code content corresponding to the target code, wherein the preset database contains multiple sets of code content and power distribution strategy correspondences; identifying the power distribution strategy that matches the target vehicle from the multiple power distribution strategies and determining it as the target power distribution strategy activated by the target code.

[0050] Optionally, a pre-defined database is queried based on the target code. This database contains multiple sets of codes and their corresponding power distribution strategies. The pre-defined database includes, but is not limited to, the following power distribution strategies: Strategy A, normal operation mode, where the taillight controller supplies power periodically based on driver requests; Strategy B, low-battery mode, prioritizing power supply to critical safety systems and reducing power consumption by non-essential electronic devices; Strategy C, limp mode, directly supplying power to the taillight controller to ensure the taillights remain illuminated in case of a malfunction. Based on the code content corresponding to the target code, multiple matching power distribution strategies are retrieved from the database. If, under the current circumstances, the taillight controller is at risk of failure, Strategy C (limp mode power distribution strategy) is identified as the most suitable power distribution strategy for the target vehicle's needs. Strategy C is then activated, instructing the power management chip to switch to limp mode, directly controlling the taillight controller's power supply circuit to ensure that the taillights remain illuminated even if the main controller fails, providing necessary safety warnings. This process not only ensures the normal operation of the taillights in emergency situations but also optimizes power resource allocation through intelligent strategy selection. Through this mechanism, vehicles can flexibly adjust power distribution strategies according to real-time scenarios and needs, improving the overall efficiency and safety of electronic systems, while also providing strong data support for vehicle maintenance and troubleshooting.

[0051] Obviously, the embodiments described above are only some embodiments of this application, and not all embodiments. To better understand the above method, the following description, in conjunction with embodiments, illustrates the process, but is not intended to limit the technical solutions of the embodiments of this application. Specifically:

[0052] Optionally, this application provides a taillight power distribution limping home solution design method under a domain control architecture to solve the safety problem of taillights failing to illuminate properly due to a fault in the corresponding chip in the domain control architecture of the target vehicle. This method monitors the status of the main controller (main chip) through a power supply chip. Once a main controller fault is detected, such as over / under voltage or software anomaly, the SBC will pull down the FSOB signal, triggering the power distribution control circuit to intelligently switch to limping home mode, ensuring uninterrupted power supply to the taillight controller. Furthermore, when the main controller itself diagnoses a fault that cannot be resolved by a soft reset, it will also send an error pin signal to the SBC, causing the SBC to pull down the FSOB and force entry into limping home mode, ensuring that the taillights illuminate normally under all circumstances. Through this mechanism, even in the event of a complete failure of the main controller, the taillights can continue to operate, significantly improving vehicle safety performance and preventing traffic accidents caused by taillight malfunction. Especially during critical moments such as braking and steering, the normal operation of the taillights is crucial for alerting other road users, reflecting the design's forward-thinking approach and emphasis on safety.

[0053] Optionally, in the field of automotive electronics and microcontrollers, SBC (System Base Controller) is a module integrated into a microcontroller. It is mainly responsible for monitoring and managing the microcontroller's basic functions such as power supply, temperature, and clock, as well as providing services such as reset and fault management.

[0054] Optionally, in electronic system design, an error pin refers to a signal pin used to indicate an error or fault in the system or component. When the system detects an abnormal condition, such as overheating, abnormal voltage, or software error, it activates the error pin to notify other components or control units in the system. These control units can be power management chips, central processing units, monitoring circuits, etc. The function of the error pin is to promptly transmit fault information and trigger corresponding error handling procedures or safety mechanisms.

[0055] Optional, FSOB, short for Fair-Safe Output BT, is a signal used in electronic systems, especially automotive electronic systems, to ensure the safe operation of the system. Its main function is to trigger a safety response when a system fault or anomaly is detected, to prevent the system from entering a mode that could endanger the operator or the surrounding environment.

[0056] As an optional implementation method, Figure 3 This is a circuit diagram illustrating taillight power distribution in limp mode according to an embodiment of this application, as shown below. Figure 3 As shown, the Central Control Unit (CCU) exchanges data with the Right Zone Control Unit (RZCU) on the left side of the diagram via CAN communication, sending commands such as power distribution requests and taillight activation requests. The RZCU includes at least a Microcontroller Unit (MCU) and a CAN (Controller Area Network) transceiver. The CAN transceiver is used for receiving and transmitting CAN signals, enabling communication between the RZCU and other external modules (such as the CCU and taillight controllers). For example, the CAN transceiver sends the power distribution requests obtained by the RZCU and CCU via CAN communication to the MCU, which then determines the hard-wired signals for the switching circuit, outputting signals to the taillight controller. For instance, in... Figure 3The example in the middle is that a power distribution signal is sent to the taillight controller via the eSw6DrvReq signal to ensure that the taillight controller can be powered when needed; furthermore, the area control unit establishes a communication connection with the taillight controller to form a complete control loop.

[0057] It should be noted that the aforementioned taillight controller can be divided into a left taillight controller and a right taillight controller in practical applications. Figure 3 Taking the right taillight as an example, the taillight controller receives lighting request signals from the central control unit (CCU) via a CAN transceiver, such as brake light request (BrkLght), turn signal request (DILght), and side marker light request (PosLght), and lights up the corresponding taillight according to the request.

[0058] Optional, Figure 4 This is a schematic diagram of taillight power distribution in a limp mode according to an embodiment of this application, specifically including the following operations:

[0059] Operation 1: Fault Detection. This includes two methods: monitoring of the main chip by the power supply chip, and monitoring of the main chip itself. Specifically, the power supply chip continuously monitors the operating status of the main chip, including key parameters such as power supply voltage, current, and temperature, to detect specific fault conditions; the main chip's integrated monitoring mechanism continuously detects hardware faults and software anomalies, such as over / under voltage, memory errors, processor malfunctions, and software crashes.

[0060] Operation 2: Main controller fault response and power distribution switching. The specific switching process is as follows:

[0061] (1) Power chip triggers Limp home mode: Once the power chip diagnoses a specific fault in the main chip, it will switch the power distribution control circuit by pulling the FS0B signal low (i.e., enabling the fault bit of the SBC), directly supplying power to the taillight controller from the vehicle battery or backup power, thus entering Limp home mode. In Limp home mode, the taillight controller switches from the normal power supply path to the backup power supply path, which is directly controlled by the SBC and is not affected by the main controller fault. The power chip forces power distribution by controlling the high-side drivers (such as HSD5, HSD6), ensuring low-voltage power supply to the taillight controller even if the main controller completely fails. This mode ensures that the taillights (such as brake lights and turn signals) can illuminate normally in emergency situations, thereby improving vehicle safety and preventing traffic accidents. Figure 5 As shown, Figure 5This is a flowchart illustrating the process of the power supply chip monitoring the main chip according to an embodiment of this application. Specifically, the SBC's built-in monitoring mechanism continuously monitors the watchdog signal, a periodically emitted signal used to detect whether the chip is operating normally. If the watchdog signal is normal, the SBC will continue to operate normally. If the watchdog signal is abnormal, i.e., a normal watchdog signal is not detected, the SBC will pull the FSOB (Fail-Safe Output Bit) signal low, triggering the Limp home circuit. This is a fail-safe mechanism used to maintain basic circuit functions when a fault is detected.

[0062] (2) Main Chip Soft Reset and Error Signal Transmission: If the main chip detects a fault that cannot be resolved by software, it will attempt a soft reset. If the fault persists after the soft reset, the main chip will send an Error Pin signal to the power supply chip. Specifically, after the main chip sends the Error Pin signal, the power supply chip recognizes the signal and immediately switches to the Limp home power distribution control circuit. The SBC ensures that the taillight controller can obtain a stable power supply directly from the backup power source or the vehicle battery, based on the preset power distribution strategy.

[0063] Optional, Figure 6 This is a schematic diagram of the main chip's self-monitoring process according to an embodiment of this application, specifically including the following steps:

[0064] Step 1: The main chip continuously monitors itself for over / under voltage and other faults. As the core controller of the domain control architecture, the main chip is responsible for receiving and sending signals from the taillight controller, as well as managing power supply requests. The main chip has a self-monitoring function that can check its own power supply status for over / under voltage problems, as well as other potential software and hardware faults.

[0065] Step 2: Determine if no fault was diagnosed. If the main chip does not detect any faults during monitoring, the system maintains normal operation, and the power supply and function control of the taillight controller continue to be managed by the MCU. However, if the main chip diagnoses a fault, the process will further determine if there is a reset record.

[0066] Step 3: Check for reset records. After the main chip diagnoses a fault, it checks for previous reset records. If no reset record is found, it indicates that this is the first time the fault has been diagnosed, and the main chip will attempt a soft reset to restore functionality. During the soft reset, the main chip maintains power control over the taillight controller to ensure that the power supply to the taillight controller is not interrupted during the reset process.

[0067] Step 4: Handling Persistent Faults. If the fault persists after a soft reset, the main chip will send an Error pin signal to the power chip, instructing the SBC to pull the FSOB (Fail Safe Output B) signal low, thereby triggering the power distribution control circuit to switch to Limp home mode. In this mode, the SBC will take over the power supply control of the taillight controller, ensuring that the taillight controller continues to receive a stable power supply even if the main chip completely fails.

[0068] Step 5: SBC responds to the Error pin signal. Once the SBC receives the Error pin signal, it will pull the FSOB signal low. This signal change forces the power distribution control circuit into Limp home mode, ensuring the taillight controller receives power even if the main chip malfunctions.

[0069] Step 6: Check and clear reset records. For the main chip, if a reset record is detected in Limp home mode, it will clear these records to prevent unnecessary repeated resets. This step helps avoid invalid cycles in the main chip's fault state, ensuring the system can stably maintain Limp home mode until the fault is repaired or the vehicle enters maintenance mode.

[0070] Operation 3: Taillight Power Supply Mode Determination and Activation. Based on the received Error Pin signal and the pre-set fault handling strategy, the SBC determines the taillight power supply mode to ensure that the taillight system receives the necessary low-voltage power even if the main controller fails. The SBC activates the taillight power supply in Limp home mode to ensure that all functional lights in the taillight system (such as brake lights, turn signals, and side marker lights) can illuminate normally when needed, serving as a warning and thus ensuring driving safety.

[0071] It's important to note that in Limp home mode, the taillight controller may need to operate in a high-energy-consumption state for extended periods. Therefore, the thermal design of the power chip and power distribution circuit must be considered to ensure the system does not overheat in fault modes. Simultaneously, electrical safety must be guaranteed to avoid short circuits or overload risks during fault conditions. After the main controller diagnoses a fault, attempting a soft reset is a common fault recovery strategy. The impact of a soft reset on the system state needs to be assessed to determine which types of faults can be recovered from via soft reset, avoiding system instability caused by performing a soft reset at an inappropriate time. Furthermore, the circuit design for intelligent switching to Limp home mode should ensure power continuity during the switching process, avoiding momentary power outages that could cause taillights to flicker or go out. The switching logic needs thorough verification to ensure correct and timely switching of the power distribution mode under various fault scenarios, while avoiding unnecessary impact on other systems.

[0072] In summary, the above implementation monitors the status of the main controller via a power chip. Upon detecting a main controller fault, such as over / under voltage or software anomalies, the SBC will pull down the FSOB signal, triggering the power distribution control circuit to intelligently switch to Limphome mode, ensuring uninterrupted power supply to the taillight controller. Furthermore, when the main controller diagnoses a fault that cannot be resolved by a soft reset, it will also send an Error pin signal to the SBC, causing the SBC to pull down the FSOB and force entry into Limphome mode, ensuring the taillights illuminate normally under all circumstances. Through this mechanism, even in the event of a complete main controller failure, the taillights can continue to operate, significantly improving vehicle safety and preventing traffic accidents caused by taillight malfunction. Especially during critical moments such as braking and steering, the normal operation of the taillights is crucial for alerting other road users, demonstrating the design's forward-thinking approach and emphasis on safety. Moreover, this design embodies intelligent fault management and resource allocation. Compared to traditional fault handling methods, this method avoids unnecessary system restarts, reduces fault response time, and also mitigates the impact on other non-critical systems. The SBC-based intelligent switching strategy can ensure taillight power supply while rationally controlling energy consumption, preventing the system from overheating or surging energy consumption in Limp Home mode, thus maintaining the overall stability of the system.

[0073] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods according to the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods of the various embodiments of this application.

[0074] This embodiment also provides a power supply mode determination device, which is used to implement the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can be a combination of software and / or hardware that implements a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0075] Figure 7 This is a structural block diagram of a power supply mode determination device according to an embodiment of this application. The device includes:

[0076] The monitoring module 72 is used to monitor the chip operation data of the target vehicle; wherein the target vehicle carries a first chip and a second chip;

[0077] The reset module 74 is used to perform a reset operation on the first chip when the chip operating data includes a target fault characteristic that the first chip cannot operate normally, wherein the reset operation is used to maintain the controller power distribution of the target vehicle and initialize the chip function of the first chip.

[0078] Code module 76 is used to transmit target code to a second chip connected to the first chip according to the reset result corresponding to the reset operation, wherein the target code is used to instruct the second chip to adjust the power distribution strategy of different controllers on the target vehicle;

[0079] The determination module 78 is used to determine the target power distribution strategy of the second chip activated by the target code, and to determine the taillight power supply mode of the target vehicle according to the target power distribution strategy.

[0080] The aforementioned device monitors the chip operation data of a target vehicle. The target vehicle carries a first chip and a second chip. When the chip operation data includes target fault characteristics indicating that the first chip cannot operate normally, a reset operation is performed on the first chip. This reset operation maintains the controller power distribution of the target vehicle and initializes the chip function of the first chip. Based on the reset result corresponding to the reset operation, a target code is transmitted to the second chip connected to the first chip. This target code instructs the second chip to adjust the power distribution strategy of different controllers on the target vehicle. The target power distribution strategy of the second chip activated by the target code is determined, and the taillight power supply mode of the target vehicle is determined based on the target power distribution strategy. This technical solution solves the safety problem of taillights failing to illuminate properly due to a fault in the corresponding chip in the domain control architecture of the target vehicle. Furthermore, by monitoring the operating status of the vehicle's chips, automatically resetting and adjusting the power distribution strategy, the stability of the taillight power supply mode is ensured when the main chip fails, thereby maintaining the normal operation of the vehicle's taillight system.

[0081] In an exemplary embodiment, the above-described apparatus further includes: a configuration module, configured to configure a chip monitoring method for the target vehicle before monitoring the chip operating data of the target vehicle, wherein the monitoring method includes at least one of the following: a first monitoring method that monitors the first chip through a second chip, and a second monitoring method that performs self-diagnostic monitoring through the first chip; and, upon completion of the chip monitoring method configuration, sending a prompt message to the management object of the target vehicle.

[0082] In an exemplary embodiment, the above-mentioned device further includes: an indication module, configured to, after monitoring the chip operation data of the target vehicle, if the target fault characteristic is a first type of fault in the first chip and the monitoring method is a first monitoring method, directly instruct the second chip connected to the first chip to send a level signal to switch to limp mode; if the target fault characteristic is a second type of fault in the first chip that cannot be reset and the monitoring method is a second monitoring method, obtain the reset record of the first chip to determine whether the reset operation is effective based on the reset record.

[0083] In an exemplary embodiment, the determining module is further configured to determine the taillight power supply mode of the target vehicle to maintain the current mode when the target power distribution strategy is determined to be a normal strategy; and to determine the taillight power supply mode of the target vehicle to be a limp mode when the target power distribution strategy is determined to be an abnormal strategy, wherein the limp mode is a mode in which the power supply output is forcibly maintained by directly controlling the taillight controller of the target vehicle.

[0084] In an exemplary embodiment, the above-described apparatus further includes: a recording module, configured to determine the target power distribution strategy of the second chip activated by the target code, and after determining the taillight power supply mode of the target vehicle according to the target power distribution strategy, record the target duration of the target vehicle being in the limp mode when the taillight power supply mode is continuously in the limp mode; determine that the target vehicle is in a temporary fault state when the target duration is less than the preset alarm duration; and determine that the target vehicle is in a non-temporary fault state when the target duration is greater than or equal to the preset alarm duration.

[0085] In an exemplary embodiment, the recording module further includes: a collection unit, configured to collect hardware status information of multiple vehicle components on the target vehicle under the non-temporary fault state after determining that the target vehicle is in a non-temporary fault state; and report the hardware status information to the cloud server corresponding to the target vehicle manufacturer, wherein the cloud server is used to record the specific fault information of the target vehicle under the non-temporary fault state to assist in the maintenance work of the target vehicle.

[0086] In an exemplary embodiment, the determining module is further configured to retrieve multiple power distribution strategies from a preset database based on the code content corresponding to the target code, wherein the preset database contains multiple sets of code content and power distribution strategy correspondences; and identify the power distribution strategy that matches the target vehicle from the multiple power distribution strategies and determine it as the target power distribution strategy activated by the target code.

[0087] Embodiments of this application also provide a computer-readable storage medium storing a computer program, wherein the computer program is configured to execute the steps in any of the above method embodiments when run.

[0088] Optionally, in this embodiment, the storage medium may be configured to store a computer program for performing the following steps:

[0089] S1, monitor the chip operation data of the target vehicle; wherein, the target vehicle carries a first chip and a second chip;

[0090] S2, if the chip operating data includes target fault characteristics that prevent the first chip from operating normally, a reset operation is performed on the first chip, wherein the reset operation is used to maintain the controller power distribution of the target vehicle and initialize the chip function of the first chip;

[0091] S3, transmit the target code to the second chip connected to the first chip according to the reset result corresponding to the reset operation, wherein the target code is used to instruct the second chip to adjust the power distribution strategy of different controllers on the target vehicle;

[0092] S4, determine the target power distribution strategy of the second chip activated by the target code, and determine the taillight power supply mode of the target vehicle according to the target power distribution strategy.

[0093] In one exemplary embodiment, the aforementioned computer-readable storage medium may include, but is not limited to, various media capable of storing computer programs, such as a USB flash drive, read-only memory (ROM), random access memory (RAM), portable hard disk, magnetic disk, or optical disk.

[0094] Specific examples in this embodiment can be found in the examples described in the above embodiments and exemplary implementations, and will not be repeated here.

[0095] Embodiments of this application also provide a computer program product, including a computer program, wherein the computer program, when executed by a processor, performs the steps in any of the above method embodiments.

[0096] Embodiments of this application also provide an electronic device including a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the steps in any of the above method embodiments.

[0097] Optionally, in this embodiment, the processor can be configured to perform the following steps via a computer program:

[0098] S1, monitor the chip operation data of the target vehicle; wherein, the target vehicle carries a first chip and a second chip;

[0099] S2, if the chip operating data includes target fault characteristics that prevent the first chip from operating normally, a reset operation is performed on the first chip, wherein the reset operation is used to maintain the controller power distribution of the target vehicle and initialize the chip function of the first chip;

[0100] S3, transmit the target code to the second chip connected to the first chip according to the reset result corresponding to the reset operation, wherein the target code is used to instruct the second chip to adjust the power distribution strategy of different controllers on the target vehicle;

[0101] S4, determine the target power distribution strategy of the second chip activated by the target code, and determine the taillight power supply mode of the target vehicle according to the target power distribution strategy.

[0102] In one exemplary embodiment, the electronic device may further include a transmission device and an input / output device, wherein the transmission device is connected to the processor and the input / output device is connected to the processor.

[0103] Specific examples in this embodiment can be found in the examples described in the above embodiments and exemplary implementations, and will not be repeated here.

[0104] Obviously, those skilled in the art should understand that the modules or steps of this application described above can be implemented using general-purpose computing devices. They can be centralized on a single computing device or distributed across a network of multiple computing devices. They can be implemented using computer-executable program code, and thus can be stored in a storage device for execution by a computing device. In some cases, the steps shown or described can be performed in a different order than those presented here, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. Thus, this application is not limited to any particular combination of hardware and software.

[0105] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A method for determining a power supply mode, characterized in that, include: Monitor the chip operation data of the target vehicle; wherein the target vehicle carries a first chip and a second chip; If the chip operating data includes target fault characteristics that prevent the first chip from operating normally, a reset operation is performed on the first chip, wherein the reset operation is used to maintain the controller power distribution of the target vehicle and initialize the chip function of the first chip; According to the reset result corresponding to the reset operation, the target code is transmitted to the second chip connected to the first chip, wherein the target code is used to instruct the second chip to adjust the power distribution strategy of different controllers on the target vehicle; The target power distribution strategy of the second chip activated by the target code is determined, and the taillight power supply mode of the target vehicle is determined according to the target power distribution strategy.

2. The method for determining the power supply mode according to claim 1, characterized in that, Before monitoring the chip operating data of the target vehicle, the method further includes: Configure the chip monitoring method of the target vehicle, wherein the monitoring method includes at least one of the following: a first monitoring method that monitors the first chip through a second chip, and a second monitoring method that performs self-diagnosis monitoring through the first chip; Once the chip monitoring method configuration is complete, a prompt message is sent to the management object of the target vehicle.

3. The method for determining the power supply mode according to claim 1, characterized in that, After monitoring the chip operating data of the target vehicle, the method further includes: When the target fault characteristic is a first type of characteristic of a specific fault in the first chip, and the monitoring method is a first monitoring method, the second chip connected to the first chip is directly instructed to send a level signal to switch to limp mode; When the target fault characteristic is the second type of fault that the first chip cannot be reset and the monitoring method is the second monitoring method, the reset record of the first chip is obtained, so as to determine whether the reset operation is effective based on the reset record.

4. The method for determining the power supply mode according to claim 1, characterized in that, Determining the taillight power supply mode of the target vehicle according to the target power distribution strategy includes: If the target power distribution strategy is determined to be a normal strategy, the taillight power supply mode of the target vehicle is determined to maintain the current mode. If the target power distribution strategy is determined to be an abnormal strategy, the taillight power supply mode of the target vehicle is determined to be a limp mode, wherein the limp mode is a mode in which the power supply output is forcibly maintained by directly controlling the taillight controller of the target vehicle.

5. The method for determining the power supply mode according to claim 1, characterized in that, After determining the target power distribution strategy of the second chip activated by the target code, and determining the taillight power supply mode of the target vehicle according to the target power distribution strategy, the method further includes: When the taillight power supply mode remains in limp mode, the target duration of the target vehicle being in limp mode is recorded. If the target duration is less than the preset alarm duration, the target vehicle is determined to be in a temporary fault state. If the target duration is greater than or equal to the preset alarm duration, the target vehicle is determined to be in a non-temporary fault state.

6. The method for determining the power supply mode according to claim 5, characterized in that, After determining that the target vehicle is in a non-temporary fault state, the method further includes: Collect hardware status information of multiple vehicle components on the target vehicle under the non-temporary fault state; The hardware status information is reported to the cloud server corresponding to the target vehicle manufacturer. The cloud server is used to record the specific fault information of the target vehicle when it is in a non-temporary fault state, so as to assist the maintenance work of the target vehicle.

7. The method according to claim 1, characterized in that, Determining the target power distribution strategy of the second chip activated by the target code includes: Based on the code content corresponding to the target code, multiple power distribution strategies are retrieved from a preset database, wherein the preset database contains multiple sets of code content and power distribution strategies corresponding to each other. The target power distribution strategy activated by the target code is determined by identifying the power distribution strategy that matches the target vehicle from the plurality of power distribution strategies.

8. A device for determining a power supply mode, characterized in that, include: A monitoring module is used to monitor the chip operation data of a target vehicle; wherein the target vehicle carries a first chip and a second chip; A reset module is used to perform a reset operation on the first chip when the chip operating data includes target fault characteristics that prevent the first chip from operating normally, wherein the reset operation is used to maintain the controller power distribution of the target vehicle and initialize the chip function of the first chip. The code module is used to transmit target code to the second chip connected to the first chip according to the reset result corresponding to the reset operation, wherein the target code is used to instruct the second chip to adjust the power distribution strategy of different controllers on the target vehicle; The determination module is used to determine the target power distribution strategy of the second chip activated by the target code, and to determine the taillight power supply mode of the target vehicle according to the target power distribution strategy.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein the program, when executed, performs the method of any one of claims 1 to 7.

10. An electronic device comprising a memory and a processor, characterized in that, The memory stores a computer program, and the processor is configured to execute the method of any one of claims 1 to 7 through the computer program.

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