Automotive electronic control system and method for sea mode

Abstract

The application discloses a shipping mode automobile electric control system, a battery module of a storage battery is provided with a main power supply circuit, the main power supply circuit supplies power for a vehicle-mounted electric load, a MOS tube is connected in series on the main power supply circuit, a MOS control module is arranged in the storage battery, the MOS tube is controlled to be turned on and turned off by the MOS control module, and the MOS control module is connected with a chip MCU in communication. The application controls the power supply of the existing battery through a power supply management and control (L-BMS), the L-BMS can control the power supply through the MOS tube, the simple physical power-off action is cancelled, the space for opening the hatch cover is reduced, the number of ferry transported automobiles is increased, the operation is simple, the cost is low, and the safety is high.

Description

Technical Field

[0001] This invention relates to the field of automotive technology and the workflow of automobiles during maritime transportation. More specifically, it relates to a control system and control method for controlling automobile batteries to reduce power consumption during transportation. Background Technology

[0002] In the automotive technology field, the sea freight method is adapted to different vehicle models. This involves adding a sea freight fuse inside the fuse box or disconnecting the negative terminal of the battery. On the vehicle, the corresponding fuse needs to be removed to ensure the vehicle can start normally after transport. Once the vehicle arrives at its destination by sea, the driver needs to press the fuse and reconnect the battery negative terminal harness before starting the vehicle.

[0003] A similar solution is disclosed in the patent publication CN201220639Y, published on April 15, 2009, entitled "An Automotive Power Supply Circuit," which discloses an automotive power supply circuit that can reduce unnecessary battery consumption during vehicle transportation without affecting the vehicle's normal starting. This automotive power supply circuit includes a battery, a necessary electrical unit, an auxiliary memory electrical unit, and an auxiliary non-memory electrical unit. The power terminals of the necessary electrical unit, the auxiliary memory electrical unit, and the auxiliary non-memory electrical unit are electrically connected to the battery. The power terminal of the auxiliary memory electrical unit is electrically connected to the battery via an auxiliary switch. The auxiliary memory electrical unit has data storage capabilities and is only used to improve passenger comfort or assist the driver. During vehicle transportation, disconnecting the auxiliary switch reduces the vehicle's static current, decreases battery consumption, and extends the vehicle's normal starting time during transportation, while ensuring that the vehicle's driving-related electrical units can start normally.

[0004] In a typical form, marine fuses are fixed in a fuse box. Removing the fuse reduces the vehicle's static current consumption. Marine fuses are usually placed in a fuse box in the engine compartment or driver's cab. A specific tool is required to remove them; personnel need to open the engine compartment or internal storage box to expose the fuse and operate it. The operation must be within the maximum opening angle of the hood or door, and there must be sufficient space. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to provide a control system and control method that is easy to operate and can reduce the power consumption of automobile batteries during sea transport, replacing the traditional fuse power-off method.

[0006] To achieve the above objectives, the technical solution adopted by the present invention is as follows: a vehicle electronic control system for maritime transport, wherein the battery module of the storage battery is provided with a main power supply line, the main power supply line supplies power to the vehicle electrical load, a MOS transistor is connected in series on the main power supply line, a MOS control module is provided inside the storage battery, the MOS transistor is controlled to turn on and off by the MOS control module, and the MOS control module is connected and communicates with the MCU chip.

[0007] The MOS control module is used to receive the electrical signal output by the MCU control chip, determine its validity, and output the corresponding drive signal to control the MOS transistor to turn on or off after it is valid and fault-free.

[0008] The MOSFET is connected in series at the positive power terminal of the main power supply line to cut off or turn on the positive power supply of the battery module.

[0009] The MOS control module integrates a timing unit and a communication module.

[0010] The main power supply line is equipped with a current and voltage acquisition unit, and the battery module is equipped with a temperature acquisition unit. The current and voltage acquisition unit and the temperature acquisition unit are connected and output the sensed signals to the data sampling module of the L-BMS low-voltage battery management system.

[0011] The input interface of the MOS control module is connected to a button via a wiring harness. The button is located inside the vehicle and is used to input an activation signal to the MOS control module.

[0012] A control method for an automotive electronic control system based on the aforementioned maritime transport mode:

[0013] This includes the power-off process and the power-on process;

[0014] The power outage process:

[0015] 1) When the vehicle stops at its parking position on the ship, it actively sends a power-off command to the MOS control module;

[0016] 2) Start timing after determining that the power outage conditions are met;

[0017] 3) After the timing ends, the control MOSFET executes a power-off command, which disconnects the positive power supply by breaking the circuit of the MOSFET;

[0018] The power-on process:

[0019] 1) When the vehicle finishes sea transport, it actively sends a power-on command to the MOS control module;

[0020] 2) The MOS control module controls the MOS transistor to execute the power-on command, and turns on the positive power supply through the MOS transistor path.

[0021] During the power outage process, the way to actively send a power outage command to the MOS control module is to enter the corresponding interface through the central control screen, long press the virtual button to trigger it, and during the timer, the central control screen displays a countdown and has a virtual button that can cancel the power outage.

[0022] During the power-on process, the method for actively sending a power-on command to the MOS control module is to press and hold the button for a set time.

[0023] During the power outage process, the way to actively send a power outage command to the MOS control module is to enter the corresponding interface through the central control screen, long press the virtual button to trigger it, and during the timer, the central control screen displays a countdown and has a virtual button that can cancel the power outage.

[0024] During the power-on process, the method of actively sending a power-on command to the MOS control module is to send a power-on command to the communication module through a handheld wireless control device.

[0025] During the power outage process, the way to actively send a power outage command to the MOS control module is to send a power outage command to the communication module through a handheld wireless control device. After receiving and executing the power outage command, the communication module sends a feedback signal containing execution information back to the handheld wireless control device. The handheld wireless control device records each feedback signal.

[0026] During the power-on process, the method of actively sending a power-on command to the MOS control module is to send a power-on command to the communication module through a handheld wireless control device. After receiving and executing the power-on command, the communication module sends a feedback signal containing execution information back to the handheld wireless control device, and the handheld wireless control device records each feedback signal.

[0027] This invention utilizes a power management system (L-BMS) for existing batteries. The L-BMS manages the power supply through MOSFETs, eliminating the need for simple physical power-off actions, reducing the space required to open the hatch, increasing the number of vehicles that can be transported on ferries, and offering simple operation, low cost, and high safety. Attached Figure Description

[0028] The following is a brief explanation of the content and markings in each of the accompanying drawings in this specification:

[0029] Figure 1 This is a schematic diagram of the power-off management circuit of the present invention;

[0030] Figure 2 This is a structural diagram of a safe box in the prior art;

[0031] Figure 3 This is a flowchart of existing power outage management procedures in maritime transport.

[0032] Figure 4This is a schematic diagram of the operation interface of the transportation mode of the present invention;

[0033] Figure 5 This is a flowchart of the power outage management operation under the maritime transport mode of the present invention;

[0034] The markings in the above diagrams are: 1. Marine fuse on the marine insurance box; 2. Marine insurance box; 3. Display screen; 4. Transportation mode operation interface; 5. Marine mode soft switch. Detailed Implementation

[0035] The following description, with reference to the accompanying drawings, details the specific implementation of the present invention, including the shape and structure of each component, the relative positions and connections between the parts, the function and working principle of each part, the manufacturing process, and the operation and use methods, to help those skilled in the art to have a more complete, accurate, and in-depth understanding of the inventive concept and technical solution of the present invention.

[0036] This invention aims to minimize the static power consumption of batteries during automobile sea transport by extending battery life through reducing the power consumption of electrical components, ensuring the battery remains in a healthy state even after long-term transshipment. A new power management strategy is employed: power outages directly control battery capacity preservation. This eliminates the traditional design of fuses in a fuse box and the need to disconnect the negative terminal of the battery during transport. By implementing a power management system (L-BMS) for the existing battery, which controls power supply via MOSFETs, the new sea transport method achieves the same effect as manually disconnecting the battery during vehicle transport without requiring a separate power-off device, making it simple and practical.

[0037] The attached diagram of the instruction manual Figure 2 yes Figure 2 This is a schematic diagram of a fuse box in existing technology. During the sea transport of a car, some of the car's electronic devices are in operation. To reduce power loss during sea transport, a marine fuse box 2 is added to the power output circuit, and a marine fuse 1 is installed in the marine fuse box. By pulling / removing the marine fuse 1, unnecessary electrical appliances can be turned off. This reduces the overall power loss of the vehicle and allows the car to start upon arrival at its destination, after which it can be driven off the transport ship. Figure 3This is a flowchart of the existing power outage management operation during maritime transport. In the existing technology, the power outage management operation process during maritime transport is as follows: When the vehicle is transported to the ship and arrives at the designated parking space, the driver needs to get out of the vehicle, open the hood or the storage box cover in the driver's cab, find the pliers or clips to remove the fuse, locate the location of the maritime fuse in the fuse box, remove or remove the fuse, place it in the designated location, then repeat the above actions, close the fuse box, close the hood, the driver gets out of the vehicle, locks the car, takes the key, and leaves the transport location. The existing technology has the following problems: There are many fuses in the vehicle's fuse box (e.g., headlights, BMS, ECU, etc.), with N fixed locations on the fuse box. Before use, it is necessary to read the instruction manual, locate the maritime fuse, and remove it using special tools, opening the hood or storage box maintenance cover, etc. The operating space is particularly large, which can easily cause local damage to the vehicle. The operation time is long, and the space requirement is large.

[0038] Figure 4 and Figure 5 The technical solution of this invention is as follows:

[0039] See Figure 4 The diagram illustrates the operation interface of the transportation mode. During the vehicle's sea transportation, the electronic equipment can enter hibernation or be completely powered off. From a safety perspective, this invention focuses on maintaining the battery's charge during vehicle transportation by completely disconnecting the low-voltage power supply output, reducing the risk of fire caused by short circuits, effectively avoiding fire risks, and preventing fire accidents.

[0040] See Figure 1 As shown, this invention treats the battery as a whole, which mainly consists of a battery module, a data sampling module, a MOS control module, and a MOS transistor. A MOS transistor is a voltage-controlled semiconductor device that uses the gate voltage to control the current between the drain and source. It has advantages such as high input impedance, low drive power consumption, and fast switching speed. The MOS transistor allows for simple and reliable control of the battery's output state. The MOS transistor is positioned between the battery module and the vehicle's electrical load. The MOS control module receives the electrical signal output from the MCU chip, determines its validity, and outputs the corresponding drive signal to control the MOS transistor to turn on or off if it is valid and fault-free. The battery module has a main power supply line that supplies power to the vehicle's electrical load. The MOS transistor is connected in series on the main power supply line, more specifically, in series at the positive power terminal of the main power supply line, used to cut off or turn on the positive power supply of the battery module.

[0041] The battery contains a MOSFET driver module, which transforms small voltage / current control signals (such as 3.3V / 5V from a microcontroller) into sufficiently strong driving capabilities to quickly turn on / off the power MOSFETs, achieving "small signal controlling high power." The MOSFET driver module primarily refers to the driver chip (such as IR2110 or TC4420) – responsible for providing sufficient current to the gate. Located within the battery, its power supply is not constrained by the MOSFET's switching state. This means that regardless of the MOSFET's on / off state, the battery module supplies power to the MOSFET driver module. Therefore, when the MOSFET is open-circuited, only the MOSFET driver module in the entire vehicle is powered, maintained by the battery module, and its power consumption remains constant. The MOSFET is controlled by the MOSFET control module, which communicates with the MCU chip. The MOSFET control module receives the electrical signals output by the MCU chip, determines their validity, and outputs the corresponding drive signal to control the MOSFET to turn on or off. This allows operation through the central control screen. However, since the central control screen is powered by the battery module, it cannot be lit or accessed when the MOSFET is powered off. In this case, this method can only be used to turn the MOSFET off, not to turn it on.

[0042] The MOS control module integrates a timing unit. This timing module can perform timing operations. When the central control screen receives a MOS transistor disconnection operation, the timing module starts timing and displays the result on the central control screen. This serves as a notification that the MOS transistor disconnection operation was successfully executed, informing users or staff of the current operating status and allowing for timely cancellation in case of accidental operation. Therefore, while displaying the countdown, a virtual button to cancel the MOS transistor disconnection operation is simultaneously displayed on the central control screen. Staff or users can click this virtual button to end (cancel) the MOS transistor disconnection operation, preventing accidental operation and promptly stopping any erroneous operation. Because this operation is not routinely used, the timeout period can be set longer, giving users and staff more time to cancel; for example, the timeout period can be set to 1-5 minutes.

[0043] The main power supply line is equipped with a current and voltage acquisition unit. This unit collects the power supply status of the battery module and can acquire data on the output voltage and charge of the battery module before each MOSFET disconnection. This is used to monitor whether the vehicle load is using power before the power is cut off, such as for necessary safety operations like system upgrades or turbo cooling. In such cases, there may be situations where the power-off state cannot be achieved. Therefore, voltage and current data need to be collected before each power-off state to ensure that the power-off requirements are met (voltage and current values ​​are below the set thresholds). In addition, the battery module is equipped with a temperature acquisition unit. This unit acquires the temperature of the battery module because once the power is cut off, almost all monitoring of the vehicle system corresponding to the battery module disappears, and protection measures are also eliminated. If the battery module temperature is abnormal, the battery's health status needs to be assessed. If an internal fault occurs in the battery module (increased internal resistance), spontaneous combustion of the battery may occur. The temperature status of the battery module is also collected before the power-off to determine if the power-off requirements are met (the battery module temperature is below the set threshold). The temperature acquisition unit, current and voltage acquisition unit, and temperature... The acquisition unit connects to and outputs the sensed signals to the data sampling module of the L-BMS low-voltage battery management system. The data sampling module, through its built-in judgment unit or the MOS control module, compares the voltage, current, and temperature values ​​with set thresholds. If the requirements are not met, the MOS transistor power-off operation is canceled, and a prompt is displayed on the central control screen explaining why the power-off operation cannot be initiated. Self-maintenance is then performed, such as re-judging the data to avoid previous data acquisition or misjudgment. Alternatively, based on the issue causing the failure, the vehicle system can shut down or restart the corresponding devices to meet the requirements for MOS transistor power-off. If self-maintenance fails to resolve the issue, the prompt remains, and MOS transistor power-off operation will be prohibited for a short period, such as 12 hours.

[0044] Because the entire vehicle system is without power after the MOSFET is de-energized, including the central control screen, it cannot be used again. Therefore, the central control screen cannot control the MOSFET, and the vehicle cannot be powered back on. Thus, a mechanism is needed to allow the vehicle to be powered back on. This invention mainly employs the following two implementation methods:

[0045] Implementation Method 1: A separate physical button is set up. The input interface of the MOS control module is connected to the physical button via a wiring harness. The physical button is used to input an on signal to the MOS control module. The physical button can be manually pressed to turn on the MOS transistor. It is generally not recommended to use the physical button as a start button for the MOS transistor power-off operation, as there may be accidental operation. It is only used as a power-on button for the MOS transistor power-on operation. The button is a conventional physical button. It can be set up independently or integrated into existing buttons on the steering wheel or center console (such as a multi-function button on the steering wheel, air conditioning adjustment button, etc.). It is preferred to set it up independently to avoid power-off problems caused by accidental button touch after system failure. The independently set button should be placed in a relatively concealed place, both to avoid accidental touch and for aesthetics, making the car's center console area more concise. For example, it can be placed in the briefcase, under the fuel tank, in the hood area, on the floor under the driver's seat, etc. Generally, a long press operation (3-10 seconds) is required to activate the physical button.

[0046] In implementation method 2, the MOS control module integrates a communication module. The power supply line of the communication module is not controlled by the MOS transistor switch; that is, regardless of the MOS transistor's on / off state, the battery module supplies power to both the MOS control module and the communication module. Therefore, even when the MOS transistor is off, the communication module remains energized, powered normally by the battery module, and maintains its power consumption. Because after the MOS transistor is off, it can communicate with the communication module, using dedicated equipment to send commands to the communication module, causing the MOS control module to turn the MOS transistor back on, thus enabling the vehicle to operate again even when the battery module is powered off. Alternatively, the communication module can also act as the actuator for initiating the MOS transistor's on / off operation. In other words, the communication module simultaneously serves as the control input for both the MOS transistor's on and off operations.

[0047] The communication module can take the following forms:

[0048] 1. Modules using short-range communication methods such as WiFi, Bluetooth, and ZigBee connect to the car's communication module via a dedicated wireless remote control device. The device sends control commands to the communication module, controlling the on / off operation of the MOSFET. The dedicated wireless remote control device is a touchscreen device similar to a handheld computer or tablet computer. It stores relevant vehicle information. When connecting to WiFi, Bluetooth, or ZigBee modules, a preset key is required for matching and connection before communication can occur, and wireless communication commands can be sent to the relevant vehicle. This method is suitable for individual vehicle control.

[0049] 2. Modules employing long-distance communication methods such as 4G and 5G connect to the vehicle's communication module via a server or cloud, sending control commands to the communication module to control the MOSFET's on / off operation. The server or cloud stores relevant vehicle information. When connecting to the 4G or 5G module, the vehicle's ID needs to be pre-stored. Then, control commands are sent to the vehicle in a manner similar to sending an SMS message to establish communication and send wireless communication commands to the relevant vehicles. This method is suitable for the synchronous batch operation control of a large number of vehicles. For example, the IDs of vehicles boarding a ship can be pre-entered. After all vehicles have stopped at their parking positions on the ship, a MOSFET disconnect operation is sent to all vehicles with registered IDs. After the ship docks, a MOSFET on operation is sent to all vehicles with registered IDs again. This method can improve the efficiency of power-off operations during barge transport.

[0050] 3. Modules employing contact-based communication methods, such as radio frequency (RF) modules, connect via a dedicated card reader. Control commands are sent to the communication module to control the on / off operation of the MOSFETs. The RF module is installed in a relatively concealed location within the vehicle's cabin, such as on the dashboard in front of the central control screen or on the surface between the steering wheel and the speedometer. A symbol indicating the RF reading area can be printed on the surface where the RF module is located for easy identification by staff and users. The dedicated card reader, through contact, can both read data from the RF module and send relevant commands to it, as well as send wireless communication commands to the vehicle. This method is suitable for individual vehicle control and requires contact to complete operations, reducing the probability of misoperation. Furthermore, wireless buttons and touchscreen operations can also control the on / off operation of the MOSFETs through contact, improving the efficiency of single-person operation.

[0051] The differences between the control principles and traditional methods are described below:

[0052] Power-off process: When the vehicle stops at its parking position on the boat, the MOS control module executes power-off control. This is achieved by switching the positive power supply on or off through the MOS transistors, a non-traditional power management method (no power interruption). It uses forced power-off or power-on of the MOS transistors to control power supply switching. Upon receiving a command, the low-voltage power supply cuts off external discharge. At this time, the power supply only experiences internal L-BMS losses, with a control range of 0.1-0.3mA. This enables energy storage. When selecting a battery, it should support startup and minimize internal energy consumption during the process, allowing for the selection of an appropriate power supply capacity.

[0053] Power-on process: When the vehicle arrives at the port, the MOS control module performs power-on control. At this time, personnel do not need to open the hood or unlock the vehicle with a key. Simply press the external mechanical switch (such as the left or right door or trunk switch) for a certain period, then release the finger or time a certain number of seconds to automatically wake up the battery and allow it to discharge. The battery then discharges through the MOS, unlocking the vehicle. After power-on, the vehicle can be started. The main wake-up principle is that when the battery's high potential is connected to ground, a low voltage is detected as valid. At this point, software logic activates the MOS, allowing the battery to discharge. After power-on, the vehicle departs from the ferry.

[0054] See Figure 5 The flowchart for power outage management in maritime transport mode is as follows: Before transport, the driver controls the vehicle mode via the display screen and enters the transport mode operation interface. The vehicle can drive normally. Upon arrival at the port, the driver drives the car onto the ship, parks it in the designated parking position, locates the maritime transport switch on the vehicle display screen, and clicks it. The driver then gets out of the vehicle and locks it. Power is automatically cut off after five minutes, requiring no other external operation.

[0055] See Figure 4 and Figure 5 As shown, the specific control principle of this patent is as follows: The vehicle is equipped with an L-BMS low-voltage battery management system and a display screen 3. The L-BMS low-voltage battery management system integrates a data sampling module and a MOS control module. The data sampling module is responsible for real-time acquisition and processing of battery parameters (such as current, temperature, and voltage) and digital I / O signal acquisition and status monitoring; the MOS control module is responsible for managing the switching states of the charging / discharging switching transistors and voltage conversion circuits (such as the BUCK circuit), and the MOS control module also has a timing function; the display screen 3 can be a terminal display screen connected to the vehicle's infotainment system via wired or wireless means, or it can be the vehicle's central control screen.

[0056] Alternatively, it can be operated directly via a mobile app. By clicking the control switch on the phone to enter transport mode, and then clicking the switch, a signal is sent to the cloud. The cloud then sends the signal to the T-BOX on the vehicle for interaction. The signal is then transmitted to the vehicle, activating the entire vehicle network, and the host computer sends a signal directly, achieving the same effect as pressing a switch on the actual vehicle. Personnel can then perform the relevant operations from inside the facility.

[0057] The display screen 3 responds to the transportation mode selection operation and displays the transportation mode operation interface 4, which integrates the shipping switch 5. After the driver drives the vehicle onto the ship and parks it in the designated parking position, the driver can find the shipping switch 5 on the vehicle display screen (3) and turn on the shipping switch 5 by clicking, triggering the power-off management signal to be sent. The power-off management signal is sent to the domain controller through the host and CAN bus. After the domain controller recognizes the power-off management signal, it forwards the power-off management signal to the L-BMS (the L-BMS has power-off function and timing function). After receiving the power-off management signal, the L-BMS starts timing and recognizes the power-off conditions (such as: meeting the high voltage requirement, invalid vehicle speed value or vehicle speed of 0Km / h). Among them, the high voltage requirement means that the DCDC is no longer working externally and the voltage is lower than 14±0.2V. After the power-off conditions are met and the accumulated time reaches a preset time (e.g., 5 minutes), the L-BMS's MOS control module sends a power-off drive signal to disconnect the switching transistor on the battery voltage output side. This switching transistor can be a MOSFET. The battery exits the external discharge mode. At this point, the vehicle is completely powered off. No further actions are required. The vehicle will continue transporting goods in its current state. No mechanical operations are needed, saving operating and transport space.

[0058] Specifically, the control method of the automotive electronic control system based on the above-mentioned maritime transport mode is as follows, mainly including the power-off process and the power-on process;

[0059] The power outage process includes the following steps:

[0060] 1) When the vehicle stops at its parking position on the ship, it actively sends a power-off command to the MOS control module;

[0061] When a vehicle stops at its designated parking position on the ship, the barge operator is responsible for stopping it. However, if it is necessary for a single person on the vehicle to issue the MOSFET power-off command, each worker must perform the operation individually after parking. The barge operator can issue the power-off command to a vehicle that has already stopped in the following ways:

[0062] Using the central control screen, the staff can access the interface on the central control screen to actively send a power-off command to the MOS control module, and then trigger the MOS tube power-off function by pressing and holding the virtual button.

[0063] Operating using a communication module: If the communication module uses short-range communication methods such as WiFi, Bluetooth, or ZigBee, the operator needs to take out a dedicated wireless remote control device (handheld wireless control device) and connect it to the car's communication module. The car can have a QR code affixed to the inside of the windshield at the factory. The QR code contains relevant data information. The operator can scan the code to read the vehicle information and connection key, which allows the handheld wireless control device to quickly connect to the WiFi, Bluetooth, or ZigBee module and then issue a power-off command.

[0064] Of course, it can also be operated by the ship's management personnel. In this case, the communication modules are 4G and 5G modules. This step requires the pre-registration of all vehicle information on the ship, that is, the entry of the ID of the vehicle on board. The ship has a main control device that communicates with the server and the cloud. After all the vehicles have stopped at their parking positions on the ship, a batch power-off command is sent to the server and the cloud. The specific vehicles that issue the power-off command are the vehicles whose IDs have been entered. Each ID is like a number. Sending the MOSFET disconnection command to all vehicles with registered IDs (via the server and the cloud) is similar to sending an SMS message. The MOSFET disconnection operation of all vehicles can be completed in one go.

[0065] To avoid accidentally disconnecting the MOSFET of a vehicle not yet on board, which could cause a driving hazard, the preferred method for collectively disconnecting the MOSFET is a two-step operation. This involves sending two commands to all registered vehicles with IDs. The first command is a verification command, determining if each vehicle is on board and requires power disconnection. For example, location feedback can be sent to all registered vehicles. Each vehicle receiving the feedback obtains its location information using navigation and positioning devices, and then simultaneously sends the location information and vehicle ID information back to the ship's main control equipment. The main control equipment identifies vehicles that haven't provided feedback; if so, it removes the vehicle ID from the registered ID information table. The MOSFET disconnection operation can then be performed manually, checking if each vehicle's location is within a preset electronic fence (the ship's berthing area). If a vehicle is outside the electronic fence, its ID is removed from the registered ID information table, and the information is fed back to staff for manual identification and power disconnection. The second command is the actual command to disconnect the MOSFET to all registered vehicles (via the server and cloud). Of course, the ID information may still include all vehicles, and some may still be deleted.

[0066] 2) Start timing after determining that the power outage conditions are met;

[0067] Meeting the power-off conditions is a self-check process to ensure the vehicle's power-off safety. If the conditions are not met, the MOSFET disconnection operation is canceled directly, and a prompt is displayed on the screen. If the driver does not operate, the driver can be prompted that there may be a problem with the vehicle or that a remote operation was performed incorrectly.

[0068] The main conditions for a power outage are as follows:

[0069] Before each MOSFET is disconnected, the output voltage of the battery module can be collected to monitor whether the vehicle load is using electricity before the power is cut off, such as necessary safety operations such as system upgrades or turbo cooling. In such cases, there may be situations where the power cannot be cut off. Therefore, voltage and current data need to be collected before each power-off state to check whether the power-off requirements are met (the voltage and current values ​​are lower than the set threshold).

[0070] The temperature of the battery module is obtained because once the power is cut off, any monitoring of the battery module by the vehicle system will be lost, and the protection measures will also be gone. If the battery module temperature is abnormal at this time, it is necessary to determine the health status of the battery. If there is a fault inside the battery module (increased internal resistance), the battery may spontaneously combust. It is necessary to determine whether the power-off requirement is met (the temperature of the battery module is lower than the set threshold).

[0071] Obtain vehicle status information to determine whether the vehicle is in a state where the MOSFET disconnection operation cannot be performed. For example, obtain vehicle speed, which needs to be 0, and whether the vehicle is turned off to avoid the impact of forced power cut-off on the engine and its control components. Obtain location information to determine whether the vehicle is in a location where power cannot be cut off. This needs to be in a place like a parking lot. If it is on a highway, the power cut-off location requirement is not met.

[0072] When the vehicle begins to perform the MOSFET disconnection operation, a timer starts. During the timer, the central control screen displays a countdown and has a virtual button to cancel the power disconnection. At this time, staff or users can leave the vehicle. After the countdown ends, the next step will be executed. Of course, if the car door is locked, it may not be possible to unlock the vehicle with the remote key. In this case, the mechanical key is required to open the car door before getting in and powering on the vehicle. Of course, the vehicle can be controlled remotely when it is locked.

[0073] The method of actively sending a power-off command to the MOS control module is to send a power-off command to the communication module through a handheld wireless control device. After receiving and executing the power-off command, the communication module sends a feedback signal containing execution information back to the handheld wireless control device. The handheld wireless control device records each feedback signal. This is to prevent staff from being lazy and not performing the MOS transistor disconnection operation. The feedback signal contains the vehicle ID information. After the staff has completed the parking of all vehicles and the MOS transistor disconnection operation, the handheld wireless control device performs a self-check or uploads the data to the server for detection to determine whether there are any errors or omissions in all the feedback ID information.

[0074] 3) After the timing ends, the control MOSFET executes a power-off command, which disconnects the positive power supply by breaking the circuit of the MOSFET;

[0075] The power-on process includes the following steps:

[0076] 1) When the vehicle finishes sea transport, it actively sends a power-on command to the MOS control module;

[0077] When a ship docks and the barge operators need to move the vehicles one by one, there are several ways the operators can issue a power-on command to the vehicles that have been de-energized:

[0078] To operate the vehicle using physical buttons, staff need to locate the button and press and hold it for a set time, such as 8 seconds. After 8 seconds, the vehicle's MOS control module will power on the MOS transistor and provide a notification inside the vehicle, such as an alarm sound from the instrument panel. After that, the transport personnel can start and operate the vehicle normally.

[0079] The communication module is used for operation. If the communication module is a short-range communication module such as WiFi, Bluetooth, or ZigBee, the staff needs to take out a dedicated wireless remote control device (handheld wireless control device) and connect it to the car's communication module. The car can have a QR code affixed to the inside of the windshield when it leaves the factory. The QR code contains relevant data information. The staff can scan the code to read the vehicle information and connection key, which can quickly connect the handheld wireless control device to the short-range communication module such as WiFi, Bluetooth, or ZigBee. Then, a power-on command can be sent to it.

[0080] Of course, it can also be operated by the ship's management personnel. In this case, the communication modules are 4G and 5G modules. When the ship docks at the shore, the staff directly control the ship's main control equipment, retrieve the vehicle ID information of the vehicles that were previously de-energized, and then send instructions to the server and cloud to power on these vehicles in batches. Each ID is like a number. Sending instructions to all vehicles with IDs (via the server and cloud) to power on the MOSFETs is similar to sending a text message. The power-on operation of the MOSFETs of all vehicles can be completed in one go.

[0081] 2) The MOS control module controls the MOS transistor to execute the power-on command, which turns on the positive power supply through the MOS transistor path, so that each vehicle in the transport can be powered on and started normally afterward.

[0082] In summary: Using the sea freight mode can increase the number of sea freight vehicles, the whole vehicle operation is simple and requires no other actions, and there are improvements in time, transport volume, etc. The operation is simple and convenient, requiring no personnel to operate, thus improving transportation efficiency.

[0083] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the inventive concept and technical solution of the present invention, or the direct application of the inventive concept and technical solution of the present invention to other occasions without modification, are all within the protection scope of the present invention.

Claims

1. A vehicle electronic control system for maritime transport, wherein the battery module of the storage battery is provided with a main power supply line, the main power supply line supplying power to the vehicle's electrical loads, characterized in that: A MOSFET is connected in series on the main power supply line. The battery contains a MOSFET control module. The MOSFET is controlled to turn on and off by the MOSFET control module. The MOSFET control module is connected and communicates with the MCU chip.

2. The automotive electronic control system for maritime transport as described in claim 1, characterized in that: The MOS control module is used to receive the electrical signal output by the MCU control chip, determine its validity, and output the corresponding drive signal to control the MOS transistor to turn on or off after it is valid and fault-free.

3. The automotive electronic control system for maritime transport as described in claim 2, characterized in that: The MOSFET is connected in series at the positive power terminal of the main power supply line to cut off or turn on the positive power supply of the battery module.

4. The automotive electronic control system for maritime transport as described in claim 1, 2, or 3, characterized in that: The MOS control module integrates a timing unit and a communication module.

5. The automotive electronic control system for maritime transport as described in claim 4, characterized in that: The main power supply line is equipped with a current and voltage acquisition unit, and the battery module is equipped with a temperature acquisition unit. The current and voltage acquisition unit and the temperature acquisition unit are connected and output the sensed signals to the data sampling module of the L-BMS low-voltage battery management system.

6. The automotive electronic control system for maritime transport as described in claim 5, characterized in that: The input interface of the MOS control module is connected to a button via a wiring harness. The button is located inside the vehicle and is used to input an activation signal to the MOS control module.

7. A control method for an automotive electronic control system based on any one of the maritime transport modes described in claims 1-6, characterized in that: This includes the power-off process and the power-on process; The power outage process: 1) When the vehicle stops at its parking position on the ship, it actively sends a power-off command to the MOS control module; 2) Start timing after determining that the power outage conditions are met; 3) After the timing ends, the control MOSFET executes a power-off command, which disconnects the positive power supply by breaking the circuit of the MOSFET; The power-on process: 1) When the vehicle finishes sea transport, it actively sends a power-on command to the MOS control module; 2) The MOS control module controls the MOS transistor to execute the power-on command, and turns on the positive power supply through the MOS transistor path.

8. The control method according to claim 7, characterized in that: During the power outage process, the way to actively send a power outage command to the MOS control module is to enter the corresponding interface through the central control screen, long press the virtual button to trigger it, and during the timer, the central control screen displays a countdown and has a virtual button that can cancel the power outage. During the power-on process, the method for actively sending a power-on command to the MOS control module is to press and hold the button for a set time.

9. The control method according to claim 7, characterized in that: During the power outage process, the way to actively send a power outage command to the MOS control module is to enter the corresponding interface through the central control screen, long press the virtual button to trigger it, and during the timer, the central control screen displays a countdown and has a virtual button that can cancel the power outage. During the power-on process, the method of actively sending a power-on command to the MOS control module is to send a power-on command to the communication module through a handheld wireless control device.

10. The control method according to claim 7, characterized in that: During the power outage process, the way to actively send a power outage command to the MOS control module is to send a power outage command to the communication module through a handheld wireless control device. After receiving and executing the power outage command, the communication module sends a feedback signal containing execution information back to the handheld wireless control device. The handheld wireless control device records each feedback signal. During the power-on process, the way to actively send a power-on command to the MOS control module is to send a power-on command to the communication module through a handheld wireless control device. After receiving and executing the power-on command, the communication module sends a feedback signal containing execution information back to the handheld wireless control device, and the handheld wireless control device records each feedback signal.

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