A method and system for reducing low-voltage power consumption of a whole vehicle

Abstract

The application discloses a method and system for reducing low-voltage power consumption of a whole vehicle, comprising: obtaining a whole vehicle ECU fault state and a vehicle running state signal, and judging whether there is a serious fault; if there is a serious fault, the current period does not execute scene-based power-off; if there is no serious fault, whether the preset scene entering condition is met is judged based on the vehicle running state signal; if the preset scene entering condition is met, the load power-off operation of the corresponding preset scene is executed until the scene exit condition is triggered; if the preset scene entering condition is not met, the load is normally powered; and when a vehicle arming signal is detected, the current control period ends. The application directly powers off irrelevant loads in special scenes, thereby significantly reducing the low-voltage energy consumption of the whole vehicle, and reducing the risk of battery power loss in some scenes.

Description

Technical Field

[0001] This invention relates to the field of low-voltage load energy consumption performance technology for new energy vehicles, and in particular to a method and system for reducing the low-voltage power consumption of the entire vehicle. Background Technology

[0002] The load on the vehicle's low-voltage electrical system has increased significantly, and traditional low-voltage power distribution solutions are difficult to adapt to the power management needs of modern automobiles.

[0003] Existing low-voltage power distribution systems use a combination of traditional fuses and relays, along with distributed controllers, to manage power consumption. In the vehicle's network wake-up state, the electrical appliances connected to the bus remain powered on and ready to operate regardless of whether they are working or not, and basic control is achieved only through software strategies, resulting in unnecessary waste of power resources.

[0004] In summary, the biggest problem with existing technologies is that power distribution solutions based on existing architectures lack flexibility and intelligent management capabilities, and cannot dynamically adjust power distribution strategies according to the actual vehicle scenario. Traditional architectures and power distribution solutions have almost no energy consumption management capabilities, and their control over low-voltage electrical appliances on the vehicle is mostly limited to the software strategy level. When the vehicle network is woken up, all controllers on the bus enter a standby state together, making it impossible to achieve precise intelligent control of individual loads. Summary of the Invention

[0005] To address the aforementioned issues, this invention proposes a method and system for reducing low-voltage power consumption in a vehicle. This system enables intelligent power-off of loads with low usage frequency in general vehicle use scenarios and direct power-off of unrelated loads in special scenarios, thereby significantly reducing low-voltage energy consumption in the vehicle and mitigating the risk of battery depletion in certain scenarios.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: In a first aspect, the present invention provides a method for reducing low-voltage power consumption in a vehicle, comprising the following steps: Acquire signals for vehicle ECU fault status and vehicle operating status; The system determines whether a serious fault exists based on the fault status of the vehicle's ECU; if a serious fault exists, the scenario-based power cut will not be executed in this cycle. If there is no serious fault, the system determines whether the preset scenario entry conditions are met based on the vehicle's operating status signal. If the preset scenario entry conditions are met, the system performs the corresponding preset scenario load power-off operation until the scenario exit conditions are triggered. If the preset scenario entry conditions are not met, the system maintains normal power supply to the load. When the vehicle arming signal is detected, the current control cycle ends.

[0007] A further technical solution is that the vehicle operating status signal includes seat occupancy status, door status, hazard light status, sentry mode status, and vehicle arming or disarming status.

[0008] Further technical solutions include preset scenarios such as driver-only driving scenario, temporary vehicle parking scenario, and sentry mode scenario.

[0009] A further technical solution is that the entry condition for the driver-only vehicle use scenario is that only the driver's seat is occupied and the occupation time exceeds a first preset time; the exit condition for the driver-only vehicle use scenario is that any seat other than the driver's seat is occupied or the driver actively turns on a load that has been turned off.

[0010] A further technical solution is that the entry conditions for the temporary parking scenario are that the vehicle's hazard lights are on, all four doors are closed, and the seats have not been occupied for more than a second preset time; the exit conditions for the temporary parking scenario are that any door is opened or the vehicle receives an unlock signal.

[0011] A further technical solution is that the entry condition for the sentry mode scenario is that the vehicle activates the sentry mode and the vehicle arming time exceeds a third preset time; the exit condition for the sentry mode scenario is that the vehicle is disarmed or the sentry mode is turned off.

[0012] A further technical solution is that the load power-off operation corresponding to the driver-only driving scenario is to perform a power-off operation on the rear screen, rear blower, passenger seat module, and rear ambient light; the load power-off operation corresponding to the temporary parking scenario is to perform a power-off operation on all loads except for lighting and safety-related loads; and the load power-off operation corresponding to the sentry mode scenario is to perform a power-off operation on all loads except for those required for sentry mode.

[0013] Secondly, the present invention provides a system for reducing low-voltage power consumption in a vehicle, comprising the following modules: The signal acquisition module is configured to acquire signals indicating the fault status of the vehicle's ECU and the vehicle's operating status. The ECU fault diagnosis module is configured to: determine whether there is a serious fault based on the fault status of the vehicle's ECU; if a serious fault exists, the scenario-based power cut-off will not be executed in this cycle; The execution module is configured to: if there is no serious fault, determine whether the preset scenario entry conditions are met based on the vehicle operating status signal; if the preset scenario entry conditions are met, execute the load power-off operation of the corresponding preset scenario until the scenario exit condition is triggered; if the preset scenario entry conditions are not met, maintain normal power supply to the load; when the vehicle arming signal is detected, the current control cycle ends.

[0014] Compared with the prior art, the beneficial effects of the present invention are as follows: This invention determines preset scenario entry conditions based on vehicle operating status signals, enabling dynamic load power cut-off or power restoration according to actual vehicle usage scenarios. This gives the power distribution strategy scenario-adaptive capabilities, significantly improving the flexibility and intelligent management level of the vehicle's low-voltage power distribution. Furthermore, by precisely cutting off power to corresponding preset loads in scenarios that meet the conditions, it changes the traditional architecture's approach of all controllers being on standby after the vehicle is woken up from the network. It achieves independent on / off control of individual loads, solving the problem of not being able to accurately manage individual low-voltage electrical appliances. Through scenario-based and refined load power supply control, it moves beyond the shallow management mode relying solely on software strategies, forming a complete closed-loop low-voltage energy consumption management capability. From the perspective of power consumption logic, it avoids unnecessary loads from continuously consuming power, greatly improving the efficiency of the vehicle's low-voltage energy consumption management. Attached Figure Description

[0015] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0016] Figure 1 This is a flowchart of a method for reducing low-voltage power consumption in a vehicle according to the present invention; Figure 2 This is a block diagram of the vehicle power supply for a method to reduce low-voltage power consumption in a vehicle according to the present invention. Detailed Implementation

[0017] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0018] It should be noted that the following detailed descriptions are exemplary and intended to provide further illustration of the invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0019] Where there is no conflict, the embodiments and features in the embodiments of the present invention can be combined with each other.

[0020] Example 1 Addressing the technical challenges of high low-voltage power consumption, inflexible load management, and lack of scenario adaptability in existing automotive low-voltage power distribution systems, this embodiment proposes a method to reduce overall vehicle low-voltage power consumption. This method leverages the advantages of a central computing unit + regional controller architecture and HSD + eFuse intelligent power distribution to intelligently cut off power to infrequently used loads in general driving scenarios and directly cut off power to irrelevant loads in special scenarios. Furthermore, it mitigates the risk of battery depletion in certain situations.

[0021] This embodiment takes the vehicle's transition from disarming to arming as a complete control cycle. It ensures safe vehicle operation by classifying and judging ECU fault states, achieves adaptive low-voltage load management by collecting vehicle operating status signals and recognizing scenarios, and reduces the vehicle's ineffective power consumption by precisely cutting off power in specific scenarios. This solves the technical problems in existing technologies, such as inflexible power distribution strategies, low level of intelligence, inability to dynamically adjust according to scenarios, inability to independently control a single load, and high low-voltage power consumption.

[0022] The complete process from when a vehicle receives an arming signal to when it receives a disarming signal is defined as a low-voltage power consumption control cycle. Within a control cycle, a closed-loop process is continuously executed: signal acquisition → fault diagnosis → scenario identification → load on / off control → exit condition monitoring → cycle end judgment. That is, when the vehicle receives an arming signal, the current cycle ends immediately, scenario judgment and load control stop, and the vehicle controller gradually enters a sleep state, waiting for the next disarming to trigger a new cycle.

[0023] like Figure 2 As shown, based on the vehicle frame, it includes a power battery, DC-DC converter, 12V low-voltage battery, intelligent power distribution module with eFuse power distribution, central computing unit, zone controller with HSD power distribution, and several ECUs on the vehicle body; each ECU transmits relevant signals to the zone controller, the zone controller processes the signals and uploads them to the central computing unit, and the central computing unit issues control commands to control the intelligent power distribution module and the zone controller to supply power to the loads connected to it.

[0024] The vehicle's power supply is provided by the power battery via a DC-DC converter and a 12V low-voltage battery, which together supply power to the intelligent power distribution module. The intelligent power distribution module then distributes current to various electrical components: the central computing unit, the zone controller, and the various ECUs on the vehicle. Simultaneously, the zone controller itself has the function of providing secondary power to several key ECUs via the HSD (Hardware Storage System), and can flexibly control the power outage of unrelated controllers under predefined scenarios.

[0025] like Figure 1 As shown, the process steps of a method for reducing low-voltage power consumption in a vehicle provided in this embodiment are as follows: S1: Vehicle is deactivated, system power-on initialization; S2: Continuously acquire signals of vehicle ECU fault status and vehicle operating status; S3: Determine if there is a serious fault based on the fault status of the vehicle's ECU; if a serious fault exists, the scenario-based power-off operation will not be performed in this cycle, and all loads will be kept powered normally. S4: If there is no serious fault, determine whether the preset scenario entry conditions are met based on the vehicle operation status signal; if the preset scenario entry conditions are met, execute the load power-off operation of the corresponding preset scenario, and continuously monitor the exit conditions of the corresponding scenario after power-off until the scenario exit conditions are triggered. When the exit conditions are triggered, immediately restore the normal power supply to the power-off load. S5: If the preset scene entry conditions are not met, maintain normal power supply to the load and continuously cycle through the scene conditions. S6: Repeat steps S2 to S5 within the cycle until a vehicle arming signal is detected; S7: The current control cycle ends when a vehicle arming signal is detected.

[0026] In step S2, within each control cycle, the fault status of all ECUs in the vehicle is acquired in real time and periodically, with an acquisition frequency of no less than 10Hz to ensure real-time fault identification. The acquisition method is to poll the diagnostic messages of each ECU via the vehicle's CAN / LIN bus and read the fault codes, fault levels, fault types, fault occurrence times, fault durations, and other information reported by each controller.

[0027] The ECU fault states obtained in this embodiment include, but are not limited to: power supply faults: ECU power supply overvoltage, undervoltage, power failure, power supply short circuit, power supply reverse connection, power supply overheating; communication faults: ECU offline, bus off, message loss, message timeout, node unresponsive; drive faults: load open circuit, load short circuit, drive overcurrent, drive overheating, HSD / eFuse protection triggered, drive chip fault; internal faults: ECU self-test failure, core chip abnormality, memory fault, clock fault; safety-related faults: VCU, BMS, EPS, ESP, airbag, etc.

[0028] In step S2, the acquired vehicle operating status signal is used for scene recognition and condition judgment. The vehicle operating status signal includes, but is not limited to: Seat Occupancy Status: Occupied / Unoccupied status of driver's seat, front passenger seat, and rear seats; Door status: Opening / closing status of the four doors (front left, front right, rear left, and rear right); Hazard warning lights status: The on / off status of the vehicle's hazard warning lights (hazard lights); Sentry Mode Status: The status of the Sentry function being enabled or disabled; Vehicle Armed / Disarmed Status: The arming / disarming signal of the vehicle's anti-theft system.

[0029] In step S3, this embodiment designs fault classification rules, including: Level 0: No fault; Level 1: Minor fault (does not affect safety or basic functions); Level 2: General fault (functions are partially limited, but the vehicle can be driven safely); Level 3: Serious fault (affects driving safety, key functions fail, and the vehicle cannot be used normally). Based on the fault status of the vehicle's ECU, a serious fault is determined to exist if any of the following conditions are met: 1. Safety-related ECUs (VCU, BMS, EPS, ESP, airbags, brakes) have ≥ Level 2 faults; 2. Any ECU experiences a Level 3 critical fault; 3. The entire vehicle bus is shut down, critical ECUs are offline, and communication interruption is irreversible; 4. The power system experiences irreversible overvoltage, undervoltage, or short-circuit faults; 5. Malfunctions cause the vehicle to be unable to drive, unable to unlock, lights to fail, or brakes / steering to malfunction.

[0030] If a serious fault is detected, no scenario-based power-off operation will be performed during this control cycle; all loads will be kept powered normally to ensure that the vehicle can enter the fault diagnosis mode, and fault information can be reported to the cloud and the owner's terminal. The scenario-based energy-saving function will only be restored after the fault is eliminated and the next control cycle begins.

[0031] If the fault is level 0 (no fault), level 1 (minor fault), or level 2 (general fault), it will not affect the scenario-based low-voltage power consumption control process, and will normally execute signal acquisition, scenario judgment, load power failure and power supply restoration.

[0032] In step S4, the preset scenarios include a driver-only scenario, a temporary parking scenario, and a sentry mode scenario. The driver-only scenario refers to a situation where only the driver is using the vehicle while it is in motion or parked, with no occupants in the other seats. In this case, the heavy load in the rear seats and front passenger seat is unnecessary and can be de-energized. The conditions for entering the driver-only scenario are (all of the following conditions must be met simultaneously): only the driver's seat is occupied (the front passenger seat and all rear seats are unoccupied), and the driver's seat is occupied for more than a first preset time (in this embodiment, the first preset time is set to 10 minutes).

[0033] When the driver-only vehicle use scenario is met, the corresponding load power-off operation is as follows: power off the rear screen, rear blower, passenger seat module, and rear ambient lighting; at the same time, the exit condition for the driver-only vehicle use scenario is (if any condition is met, the scenario will be exited immediately and power will be restored): any seat other than the driver's seat is occupied or the driver actively turns on the load that was turned off.

[0034] The temporary vehicle parking scenario refers to a situation where the vehicle is temporarily parked, hazard lights are flashing, no one is inside, and the doors are closed. In this case, only lights and safety-related loads need to be kept powered on, and all other non-essential loads are powered off. The conditions for entering the temporary vehicle parking scenario are (all of the following conditions must be met simultaneously to enter the temporary vehicle parking scenario): the vehicle's hazard lights are on, all four doors are closed, and the seats are not occupied for more than a second preset time (in this embodiment, the second preset time is set to 3 minutes).

[0035] When a vehicle is temporarily parked, the corresponding load power-off operation is as follows: power off all loads except for lights (high and low beam headlights, position lights, hazard lights, license plate lights) and safety loads (braking system, steering system, anti-theft system, body control basic module, etc.); at the same time, the exit condition for the vehicle temporary parking scenario is (if any condition is met, the scenario will be exited immediately and power will be restored): any door is opened or the vehicle receives an unlock signal.

[0036] The Sentry Mode scenario refers to a vehicle being armed and parked with the Sentry function activated. Only the monitoring load required by the Sentry is retained, while all other components are powered off to minimize idle power consumption and prevent battery depletion. The conditions for entering the Sentry Mode scenario are (all of the following conditions must be met simultaneously): the vehicle is in Sentry Mode and the vehicle has been armed for more than a third preset time (in this embodiment, the third preset time is set to 10 minutes).

[0037] When the Sentry Mode scenario is met, the corresponding load power-off operation is as follows: Power is cut off to all loads except those required for Sentry Mode. The loads required for Sentry Mode include, but are not limited to: vehicle monitoring sensors, anti-theft modules, Sentry camera modules, alarm modules, etc. Meanwhile, the exit condition for the Sentry Mode scenario is (if either condition is met, the scenario will exit immediately and power will be restored): the vehicle is disabled or Sentry Mode is turned off.

[0038] If it is determined that the current entry conditions for any of the above three scenarios are not met, then the following actions are taken: maintain normal power supply to all loads; do not perform any power outage operations; continuously acquire signals and determine scenario conditions in a loop; until the scenario entry conditions are met, or the cycle ends.

[0039] During any scenario execution, continuous monitoring is conducted at a frequency of no less than 10Hz to detect: whether the ECU fault status has escalated to a critical fault (if so, immediately stop the power cut and restore full load); whether the scenario exit condition has been triggered; and whether the vehicle has received an arming signal. This cyclical monitoring mechanism ensures real-time response, safety priority, and energy efficiency and reliability.

[0040] When a vehicle arming signal is detected, the current control cycle is considered to have ended. All scenario judgments and load control are stopped; if the scene is in a power-off state, power supply management before hibernation is executed according to the safety policy; the central computing unit, area controller, and each ECU enter hibernation in sequence; the low-voltage power supply system enters low-power standby mode.

[0041] By powering the various ECUs in the vehicle through eFuse and HSD, and based on intelligent judgment and decision-making by the central computing unit, a refined and efficient power supply method can be achieved for the vehicle's loads. This minimizes the vehicle's low-voltage energy consumption in various usage scenarios.

[0042] Example 2 This embodiment provides a system for reducing low-voltage power consumption in a vehicle, including the following modules: The signal acquisition module is configured to acquire signals indicating the fault status of the vehicle's ECU and the vehicle's operating status. The ECU fault diagnosis module is configured to: determine whether there is a serious fault based on the fault status of the vehicle's ECU; if a serious fault exists, the scenario-based power cut-off will not be executed in this cycle; The execution module is configured to: if there is no serious fault, determine whether the preset scenario entry conditions are met based on the vehicle operating status signal; if the preset scenario entry conditions are met, execute the load power-off operation of the corresponding preset scenario until the scenario exit condition is triggered; if the preset scenario entry conditions are not met, maintain normal power supply to the load; when the vehicle arming signal is detected, the current control cycle ends.

[0043] Technologies such as electronic fuses (eFuse) and high-side drive chips (HSD) are beginning to be applied in the automotive field, replacing some traditional fuses. An eFuse is a smart protection device based on semiconductor technology, which has overcurrent, overvoltage, and overtemperature protection functions and can be restored without replacement; while an HSD is a smart power switch located between the power supply and the load, which can intelligently control the on and off of the circuit and also has protection functions.

[0044] Meanwhile, the electronic and electrical architecture of central computing unit + area controller has gradually become an industry trend. By centralizing computing power, flattening the architecture, and combining the application of smart power distribution modules that replace traditional fuses with eFuse + HSD, more flexible, efficient and intelligent energy management can be achieved.

[0045] Addressing the technical challenges of high low-voltage power consumption, inflexible load management, and lack of scenario adaptability in existing automotive low-voltage power distribution systems, this embodiment proposes a method to reduce overall vehicle low-voltage power consumption. This method leverages the advantages of a central computing unit + regional controller architecture and HSD + eFuse intelligent power distribution to intelligently cut off power to infrequently used loads in general driving scenarios and directly cut off power to irrelevant loads in special scenarios. Furthermore, it mitigates the risk of battery depletion in certain situations.

[0046] This embodiment takes the vehicle's transition from disarming to arming as a complete control cycle. It ensures safe vehicle operation by classifying and judging ECU fault states, achieves adaptive low-voltage load management by collecting vehicle operating status signals and recognizing scenarios, and reduces the vehicle's ineffective power consumption by precisely cutting off power in specific scenarios. This solves the technical problems in existing technologies, such as inflexible power distribution strategies, low level of intelligence, inability to dynamically adjust according to scenarios, inability to independently control a single load, and high low-voltage power consumption.

[0047] The complete process from when a vehicle receives an arming signal to when it receives a disarming signal is defined as a low-voltage power consumption control cycle. Within a control cycle, a closed-loop process is continuously executed: signal acquisition → fault diagnosis → scenario identification → load on / off control → exit condition monitoring → cycle end judgment. That is, when the vehicle receives an arming signal, the current cycle ends immediately, scenario judgment and load control stop, and the vehicle controller gradually enters a sleep state, waiting for the next disarming to trigger a new cycle.

[0048] Based on the vehicle frame, including the power battery, DC-DC converter, 12V low-voltage battery, intelligent power distribution module with eFuse power distribution, central computing unit, zone controller with HSD power distribution, and several ECUs on the vehicle body; each ECU transmits relevant signals to the zone controller, the zone controller processes the signals and uploads them to the central computing unit, and the central computing unit issues control commands to control the intelligent power distribution module and the zone controller to supply power to the loads connected to it.

[0049] The vehicle's power supply is provided by the power battery via a DC-DC converter and a 12V low-voltage battery, which together supply power to the intelligent power distribution module. The intelligent power distribution module then distributes current to various electrical components: the central computing unit, the zone controller, and the various ECUs on the vehicle. Simultaneously, the zone controller itself has the function of providing secondary power to several key ECUs via the HSD (Hardware Storage System), and can flexibly control the power outage of unrelated controllers under predefined scenarios.

[0050] like Figure 1 As shown, the process steps of a method for reducing low-voltage power consumption in a vehicle provided in this embodiment are as follows: S1: Vehicle is deactivated, system power-on initialization; S2: Continuously acquire signals of vehicle ECU fault status and vehicle operating status; S3: Determine if there is a serious fault based on the fault status of the vehicle's ECU; if a serious fault exists, the scenario-based power-off operation will not be performed in this cycle, and all loads will be kept powered normally. S4: If there is no serious fault, determine whether the preset scenario entry conditions are met based on the vehicle operation status signal; if the preset scenario entry conditions are met, execute the load power-off operation of the corresponding preset scenario, and continuously monitor the exit conditions of the corresponding scenario after power-off until the scenario exit conditions are triggered. When the exit conditions are triggered, immediately restore the normal power supply to the power-off load. S5: If the preset scene entry conditions are not met, maintain normal power supply to the load and continuously cycle through the scene conditions. S6: Repeat steps S2 to S5 within the cycle until a vehicle arming signal is detected; S7: The current control cycle ends when a vehicle arming signal is detected.

[0051] In step S2, within each control cycle, the fault status of all ECUs in the vehicle is acquired in real time and periodically, with an acquisition frequency of no less than 10Hz to ensure real-time fault identification. The acquisition method is to poll the diagnostic messages of each ECU via the vehicle's CAN / LIN bus and read the fault codes, fault levels, fault types, fault occurrence times, fault durations, and other information reported by each controller.

[0052] The ECU fault states obtained in this embodiment include, but are not limited to: power supply faults: ECU power supply overvoltage, undervoltage, power failure, power supply short circuit, power supply reverse connection, power supply overheating; communication faults: ECU offline, bus off, message loss, message timeout, node unresponsive; drive faults: load open circuit, load short circuit, drive overcurrent, drive overheating, HSD / eFuse protection triggered, drive chip fault; internal faults: ECU self-test failure, core chip abnormality, memory fault, clock fault; safety-related faults: VCU, BMS, EPS, ESP, airbag, etc.

[0053] In step S2, the acquired vehicle operating status signal is used for scene recognition and condition judgment. The vehicle operating status signal includes, but is not limited to: Seat Occupancy Status: Occupied / Unoccupied status of driver's seat, front passenger seat, and rear seats; Door status: Opening / closing status of the four doors (front left, front right, rear left, and rear right); Hazard warning lights status: The on / off status of the vehicle's hazard warning lights (hazard lights); Sentry Mode Status: The status of the Sentry function being enabled or disabled; Vehicle Armed / Disarmed Status: The arming / disarming signal of the vehicle's anti-theft system.

[0054] In step S3, this embodiment designs fault classification rules, including: Level 0: No fault; Level 1: Minor fault (does not affect safety or basic functions); Level 2: General fault (functions are partially limited, but the vehicle can be driven safely); Level 3: Serious fault (affects driving safety, key functions fail, and the vehicle cannot be used normally). Based on the fault status of the vehicle's ECU, a serious fault is determined to exist if any of the following conditions are met: 1. Safety-related ECUs (VCU, BMS, EPS, ESP, airbags, brakes) have ≥ Level 2 faults; 2. Any ECU experiences a Level 3 critical fault; 3. The entire vehicle bus is shut down, critical ECUs are offline, and communication interruption is irreversible; 4. The power system experiences irreversible overvoltage, undervoltage, or short-circuit faults; 5. Malfunctions cause the vehicle to be unable to drive, unable to unlock, lights to fail, or brakes / steering to malfunction.

[0055] If a serious fault is detected, no scenario-based power-off operation will be performed during this control cycle; all loads will be kept powered normally to ensure that the vehicle can enter the fault diagnosis mode, and fault information can be reported to the cloud and the owner's terminal. The scenario-based energy-saving function will only be restored after the fault is eliminated and the next control cycle begins.

[0056] If the fault is level 0 (no fault), level 1 (minor fault), or level 2 (general fault), it will not affect the scenario-based low-voltage power consumption control process, and will normally execute signal acquisition, scenario judgment, load power failure and power supply restoration.

[0057] In step S4, the preset scenarios include a driver-only scenario, a temporary parking scenario, and a sentry mode scenario. The driver-only scenario refers to a situation where only the driver is using the vehicle while it is in motion or parked, with no occupants in the other seats. In this case, the heavy load in the rear seats and front passenger seat is unnecessary and can be de-energized. The conditions for entering the driver-only scenario are (all of the following conditions must be met simultaneously): only the driver's seat is occupied (the front passenger seat and all rear seats are unoccupied), and the driver's seat is occupied for more than a first preset time (in this embodiment, the first preset time is set to 10 minutes).

[0058] When the driver-only vehicle use scenario is met, the corresponding load power-off operation is as follows: power off the rear screen, rear blower, passenger seat module, and rear ambient lighting; at the same time, the exit condition for the driver-only vehicle use scenario is (if any condition is met, the scenario will be exited immediately and power will be restored): any seat other than the driver's seat is occupied or the driver actively turns on the load that was turned off.

[0059] The temporary vehicle parking scenario refers to a situation where the vehicle is temporarily parked, hazard lights are flashing, no one is inside, and the doors are closed. In this case, only lights and safety-related loads need to be kept powered on, and all other non-essential loads are powered off. The conditions for entering the temporary vehicle parking scenario are (all of the following conditions must be met simultaneously to enter the temporary vehicle parking scenario): the vehicle's hazard lights are on, all four doors are closed, and the seats are not occupied for more than a second preset time (in this embodiment, the second preset time is set to 3 minutes).

[0060] When a vehicle is temporarily parked, the corresponding load power-off operation is as follows: power off all loads except for lights (high and low beam headlights, position lights, hazard lights, license plate lights) and safety loads (braking system, steering system, anti-theft system, body control basic module, etc.); at the same time, the exit condition for the vehicle temporary parking scenario is (if any condition is met, the scenario will be exited immediately and power will be restored): any door is opened or the vehicle receives an unlock signal.

[0061] The Sentry Mode scenario refers to a vehicle being armed and parked with the Sentry function activated. Only the monitoring load required by the Sentry is retained, while all other components are powered off to minimize idle power consumption and prevent battery depletion. The conditions for entering the Sentry Mode scenario are (all of the following conditions must be met simultaneously): the vehicle is in Sentry Mode and the vehicle has been armed for more than a third preset time (in this embodiment, the third preset time is set to 10 minutes).

[0062] When the Sentry Mode scenario is met, the corresponding load power-off operation is as follows: Power is cut off to all loads except those required for Sentry Mode. The loads required for Sentry Mode include, but are not limited to: vehicle monitoring sensors, anti-theft modules, Sentry camera modules, alarm modules, etc. Meanwhile, the exit condition for the Sentry Mode scenario is (if either condition is met, the scenario will exit immediately and power will be restored): the vehicle is disabled or Sentry Mode is turned off.

[0063] If it is determined that the current entry conditions for any of the above three scenarios are not met, then the following actions are taken: maintain normal power supply to all loads; do not perform any power outage operations; continuously acquire signals and determine scenario conditions in a loop; until the scenario entry conditions are met, or the cycle ends.

[0064] During any scenario execution, continuous monitoring is conducted at a frequency of no less than 10Hz to detect: whether the ECU fault status has escalated to a critical fault (if so, immediately stop the power cut and restore full load); whether the scenario exit condition has been triggered; and whether the vehicle has received an arming signal. This cyclical monitoring mechanism ensures real-time response, safety priority, and energy efficiency and reliability.

[0065] When a vehicle arming signal is detected, the current control cycle is considered to have ended. All scenario judgments and load control are stopped; if the scene is in a power-off state, power supply management before hibernation is executed according to the safety policy; the central computing unit, area controller, and each ECU enter hibernation in sequence; the low-voltage power supply system enters low-power standby mode.

[0066] By powering the various ECUs in the vehicle through eFuse and HSD, and based on intelligent judgment and decision-making by the central computing unit, a refined and efficient power supply method can be achieved for the vehicle's loads. This minimizes the vehicle's low-voltage energy consumption in various usage scenarios.

[0067] Example 3 This embodiment provides a computer-readable storage medium storing a program thereon, characterized in that, when the program is executed by a processor, it implements the steps in the method for reducing low-voltage power consumption of a vehicle as provided in Embodiment 1.

[0068] Addressing the technical challenges of high low-voltage power consumption, inflexible load management, and lack of scenario adaptability in existing automotive low-voltage power distribution systems, this embodiment proposes a method to reduce overall vehicle low-voltage power consumption. This method leverages the advantages of a central computing unit + regional controller architecture and HSD + eFuse intelligent power distribution to intelligently cut off power to infrequently used loads in general driving scenarios and directly cut off power to irrelevant loads in special scenarios. Furthermore, it mitigates the risk of battery depletion in certain situations.

[0069] Taking the vehicle's transition from disarming to arming as a complete control cycle, the system ensures safe vehicle operation through ECU fault state classification, achieves adaptive low-voltage load management through vehicle operating status signal acquisition and scene recognition, and reduces the vehicle's ineffective power consumption through scenario-based precise power cut-off. This solves the technical problems of inflexible power distribution strategies, low level of intelligence, inability to dynamically adjust according to scenarios, inability to independently control a single load, and high low-voltage power consumption in existing technologies.

[0070] The complete process from when a vehicle receives an arming signal to when it receives a disarming signal is defined as a low-voltage power consumption control cycle. Within a control cycle, a closed-loop process is continuously executed: signal acquisition → fault diagnosis → scenario identification → load on / off control → exit condition monitoring → cycle end judgment. That is, when the vehicle receives an arming signal, the current cycle ends immediately, scenario judgment and load control stop, and the vehicle controller gradually enters a sleep state, waiting for the next disarming to trigger a new cycle.

[0071] Based on the vehicle frame, including the power battery, DC-DC converter, 12V low-voltage battery, intelligent power distribution module with eFuse power distribution, central computing unit, zone controller with HSD power distribution, and several ECUs on the vehicle body; each ECU transmits relevant signals to the zone controller, the zone controller processes the signals and uploads them to the central computing unit, and the central computing unit issues control commands to control the intelligent power distribution module and the zone controller to supply power to the loads connected to it.

[0072] The vehicle's power supply is provided by the power battery via a DC-DC converter and a 12V low-voltage battery, which together supply power to the intelligent power distribution module. The intelligent power distribution module then distributes current to various electrical components: the central computing unit, the zone controller, and the various ECUs on the vehicle. Simultaneously, the zone controller itself has the function of providing secondary power to several key ECUs via the HSD (Hardware Storage System), and can flexibly control the power outage of unrelated controllers under predefined scenarios.

[0073] like Figure 1 As shown, the process steps of a method for reducing low-voltage power consumption in a vehicle are as follows: S1: Vehicle is deactivated, system power-on initialization; S2: Continuously acquire signals of vehicle ECU fault status and vehicle operating status; S3: Determine if there is a serious fault based on the fault status of the vehicle's ECU; if a serious fault exists, the scenario-based power-off operation will not be performed in this cycle, and all loads will be kept powered normally. S4: If there is no serious fault, determine whether the preset scenario entry conditions are met based on the vehicle operation status signal; if the preset scenario entry conditions are met, execute the load power-off operation of the corresponding preset scenario, and continuously monitor the exit conditions of the corresponding scenario after power-off until the scenario exit conditions are triggered. When the exit conditions are triggered, immediately restore the normal power supply to the power-off load. S5: If the preset scene entry conditions are not met, maintain normal power supply to the load and continuously cycle through the scene conditions. S6: Repeat steps S2 to S5 within the cycle until a vehicle arming signal is detected; S7: The current control cycle ends when a vehicle arming signal is detected.

[0074] In step S2, within each control cycle, the fault status of all ECUs in the vehicle is acquired in real time and periodically, with an acquisition frequency of no less than 10Hz to ensure real-time fault identification. The acquisition method is to poll the diagnostic messages of each ECU via the vehicle's CAN / LIN bus and read the fault codes, fault levels, fault types, fault occurrence times, fault durations, and other information reported by each controller.

[0075] The ECU fault states obtained in this embodiment include, but are not limited to: power supply faults: ECU power supply overvoltage, undervoltage, power failure, power supply short circuit, power supply reverse connection, power supply overheating; communication faults: ECU offline, bus off, message loss, message timeout, node unresponsive; drive faults: load open circuit, load short circuit, drive overcurrent, drive overheating, HSD / eFuse protection triggered, drive chip fault; internal faults: ECU self-test failure, core chip abnormality, memory fault, clock fault; safety-related faults: VCU, BMS, EPS, ESP, airbag, etc.

[0076] In step S2, the acquired vehicle operating status signal is used for scene recognition and condition judgment. The vehicle operating status signal includes, but is not limited to: Seat Occupancy Status: Occupied / Unoccupied status of driver's seat, front passenger seat, and rear seats; Door status: Opening / closing status of the four doors (front left, front right, rear left, and rear right); Hazard warning lights status: The on / off status of the vehicle's hazard warning lights (hazard lights); Sentry Mode Status: The status of the Sentry function being enabled or disabled; Vehicle Armed / Disarmed Status: The arming / disarming signal of the vehicle's anti-theft system.

[0077] In step S3, this embodiment designs fault classification rules, including: Level 0: No fault; Level 1: Minor fault (does not affect safety or basic functions); Level 2: General fault (functions are partially limited, but the vehicle can be driven safely); Level 3: Serious fault (affects driving safety, key functions fail, and the vehicle cannot be used normally). Based on the fault status of the vehicle's ECU, a serious fault is determined to exist if any of the following conditions are met: 1. Safety-related ECUs (VCU, BMS, EPS, ESP, airbags, brakes) have ≥ Level 2 faults; 2. Any ECU experiences a Level 3 critical fault; 3. The entire vehicle bus is shut down, critical ECUs are offline, and communication interruption is irreversible; 4. The power system experiences irreversible overvoltage, undervoltage, or short-circuit faults; 5. Malfunctions cause the vehicle to be unable to drive, unable to unlock, lights to fail, or brakes / steering to malfunction.

[0078] If a serious fault is detected, no scenario-based power-off operation will be performed during this control cycle; all loads will be kept powered normally to ensure that the vehicle can enter the fault diagnosis mode, and fault information can be reported to the cloud and the owner's terminal. The scenario-based energy-saving function will only be restored after the fault is eliminated and the next control cycle begins.

[0079] If the fault is level 0 (no fault), level 1 (minor fault), or level 2 (general fault), it will not affect the scenario-based low-voltage power consumption control process, and will normally execute signal acquisition, scenario judgment, load power failure and power supply restoration.

[0080] In step S4, the preset scenarios include a driver-only scenario, a temporary parking scenario, and a sentry mode scenario. The driver-only scenario refers to a situation where only the driver is using the vehicle while it is in motion or parked, with no occupants in the other seats. In this case, the heavy load in the rear seats and front passenger seat is unnecessary and can be de-energized. The conditions for entering the driver-only scenario are (all of the following conditions must be met simultaneously): only the driver's seat is occupied (the front passenger seat and all rear seats are unoccupied), and the driver's seat is occupied for more than a first preset time (in this embodiment, the first preset time is set to 10 minutes).

[0081] When the driver-only vehicle use scenario is met, the corresponding load power-off operation is as follows: power off the rear screen, rear blower, passenger seat module, and rear ambient lighting; at the same time, the exit condition for the driver-only vehicle use scenario is (if any condition is met, the scenario will be exited immediately and power will be restored): any seat other than the driver's seat is occupied or the driver actively turns on the load that was turned off.

[0082] The temporary vehicle parking scenario refers to a situation where the vehicle is temporarily parked, hazard lights are flashing, no one is inside, and the doors are closed. In this case, only lights and safety-related loads need to be kept powered on, and all other non-essential loads are powered off. The conditions for entering the temporary vehicle parking scenario are (all of the following conditions must be met simultaneously to enter the temporary vehicle parking scenario): the vehicle's hazard lights are on, all four doors are closed, and the seats are not occupied for more than a second preset time (in this embodiment, the second preset time is set to 3 minutes).

[0083] When a vehicle is temporarily parked, the corresponding load power-off operation is as follows: power off all loads except for lights (high and low beam headlights, position lights, hazard lights, license plate lights) and safety loads (braking system, steering system, anti-theft system, body control basic module, etc.); at the same time, the exit condition for the vehicle temporary parking scenario is (if any condition is met, the scenario will be exited immediately and power will be restored): any door is opened or the vehicle receives an unlock signal.

[0084] The Sentry Mode scenario refers to a vehicle being armed and parked with the Sentry function activated. Only the monitoring load required by the Sentry is retained, while all other components are powered off to minimize idle power consumption and prevent battery depletion. The conditions for entering the Sentry Mode scenario are (all of the following conditions must be met simultaneously): the vehicle is in Sentry Mode and the vehicle has been armed for more than a third preset time (in this embodiment, the third preset time is set to 10 minutes).

[0085] When the Sentry Mode scenario is met, the corresponding load power-off operation is as follows: Power is cut off to all loads except those required for Sentry Mode. The loads required for Sentry Mode include, but are not limited to: vehicle monitoring sensors, anti-theft modules, Sentry camera modules, alarm modules, etc. Meanwhile, the exit condition for the Sentry Mode scenario is (if either condition is met, the scenario will exit immediately and power will be restored): the vehicle is disabled or Sentry Mode is turned off.

[0086] If it is determined that the current entry conditions for any of the above three scenarios are not met, then the following actions are taken: maintain normal power supply to all loads; do not perform any power outage operations; continuously acquire signals and determine scenario conditions in a loop; until the scenario entry conditions are met, or the cycle ends.

[0087] During any scenario execution, continuous monitoring is conducted at a frequency of no less than 10Hz to detect: whether the ECU fault status has escalated to a critical fault (if so, immediately stop the power cut and restore full load); whether the scenario exit condition has been triggered; and whether the vehicle has received an arming signal. This cyclical monitoring mechanism ensures real-time response, safety priority, and energy efficiency and reliability.

[0088] When a vehicle arming signal is detected, the current control cycle is considered to have ended. All scenario judgments and load control are stopped; if the scene is in a power-off state, power supply management before hibernation is executed according to the safety policy; the central computing unit, area controller, and each ECU enter hibernation in sequence; the low-voltage power supply system enters low-power standby mode.

[0089] By powering the various ECUs in the vehicle through eFuse and HSD, and based on intelligent judgment and decision-making by the central computing unit, a refined and efficient power supply method can be achieved for the vehicle's loads. This minimizes the vehicle's low-voltage energy consumption in various usage scenarios.

[0090] Example 4 This embodiment provides an electronic device, including a memory, a processor, and a program stored in the memory and executable on the processor. When the processor executes the program, it implements the steps in the method for reducing the low-voltage power consumption of a vehicle as provided in Embodiment 1.

[0091] Addressing the technical challenges of high low-voltage power consumption, inflexible load management, and lack of scenario adaptability in existing automotive low-voltage power distribution systems, this embodiment proposes a method to reduce overall vehicle low-voltage power consumption. This method leverages the advantages of a central computing unit + regional controller architecture and HSD + eFuse intelligent power distribution to intelligently cut off power to infrequently used loads in general driving scenarios and directly cut off power to irrelevant loads in special scenarios. Furthermore, it mitigates the risk of battery depletion in certain situations.

[0092] This embodiment takes the vehicle's transition from disarming to arming as a complete control cycle. It ensures safe vehicle operation by classifying and judging ECU fault states, achieves adaptive low-voltage load management by collecting vehicle operating status signals and recognizing scenarios, and reduces the vehicle's ineffective power consumption by precisely cutting off power in specific scenarios. This solves the technical problems in existing technologies, such as inflexible power distribution strategies, low level of intelligence, inability to dynamically adjust according to scenarios, inability to independently control a single load, and high low-voltage power consumption.

[0093] The complete process from when a vehicle receives an arming signal to when it receives a disarming signal is defined as a low-voltage power consumption control cycle. Within a control cycle, a closed-loop process is continuously executed: signal acquisition → fault diagnosis → scenario identification → load on / off control → exit condition monitoring → cycle end judgment. That is, when the vehicle receives an arming signal, the current cycle ends immediately, scenario judgment and load control stop, and the vehicle controller gradually enters a sleep state, waiting for the next disarming to trigger a new cycle.

[0094] Based on the vehicle frame, including the power battery, DC-DC converter, 12V low-voltage battery, intelligent power distribution module with eFuse power distribution, central computing unit, zone controller with HSD power distribution, and several ECUs on the vehicle body; each ECU transmits relevant signals to the zone controller, the zone controller processes the signals and uploads them to the central computing unit, and the central computing unit issues control commands to control the intelligent power distribution module and the zone controller to supply power to the loads connected to it.

[0095] The vehicle's power supply is provided by the power battery via a DC-DC converter and a 12V low-voltage battery, which together supply power to the intelligent power distribution module. The intelligent power distribution module then distributes current to various electrical components: the central computing unit, the zone controller, and the various ECUs on the vehicle. Simultaneously, the zone controller itself has the function of providing secondary power to several key ECUs via the HSD (Hardware Storage System), and can flexibly control the power outage of unrelated controllers under predefined scenarios.

[0096] like Figure 1 As shown, the process steps of a method for reducing low-voltage power consumption in a vehicle provided in this embodiment are as follows: S1: Vehicle is deactivated, system power-on initialization; S2: Continuously acquire signals of vehicle ECU fault status and vehicle operating status; S3: Determine if there is a serious fault based on the fault status of the vehicle's ECU; if a serious fault exists, the scenario-based power-off operation will not be performed in this cycle, and all loads will be kept powered normally. S4: If there is no serious fault, determine whether the preset scenario entry conditions are met based on the vehicle operation status signal; if the preset scenario entry conditions are met, execute the load power-off operation of the corresponding preset scenario, and continuously monitor the exit conditions of the corresponding scenario after power-off until the scenario exit conditions are triggered. When the exit conditions are triggered, immediately restore the normal power supply to the power-off load. S5: If the preset scene entry conditions are not met, maintain normal power supply to the load and continuously cycle through the scene conditions. S6: Repeat steps S2 to S5 within the cycle until a vehicle arming signal is detected; S7: The current control cycle ends when a vehicle arming signal is detected.

[0097] In step S2, within each control cycle, the fault status of all ECUs in the vehicle is acquired in real time and periodically, with an acquisition frequency of no less than 10Hz to ensure real-time fault identification. The acquisition method is to poll the diagnostic messages of each ECU via the vehicle's CAN / LIN bus and read the fault codes, fault levels, fault types, fault occurrence times, fault durations, and other information reported by each controller.

[0098] The ECU fault states obtained in this embodiment include, but are not limited to: power supply faults: ECU power supply overvoltage, undervoltage, power failure, power supply short circuit, power supply reverse connection, power supply overheating; communication faults: ECU offline, bus off, message loss, message timeout, node unresponsive; drive faults: load open circuit, load short circuit, drive overcurrent, drive overheating, HSD / eFuse protection triggered, drive chip fault; internal faults: ECU self-test failure, core chip abnormality, memory fault, clock fault; safety-related faults: VCU, BMS, EPS, ESP, airbag, etc.

[0099] In step S2, the acquired vehicle operating status signal is used for scene recognition and condition judgment. The vehicle operating status signal includes, but is not limited to: Seat Occupancy Status: Occupied / Unoccupied status of driver's seat, front passenger seat, and rear seats; Door status: Opening / closing status of the four doors (front left, front right, rear left, and rear right); Hazard warning lights status: The on / off status of the vehicle's hazard warning lights (hazard lights); Sentry Mode Status: The status of the Sentry function being enabled or disabled; Vehicle Armed / Disarmed Status: The arming / disarming signal of the vehicle's anti-theft system.

[0100] In step S3, this embodiment designs fault classification rules, including: Level 0: No fault; Level 1: Minor fault (does not affect safety or basic functions); Level 2: General fault (functions are partially limited, but the vehicle can be driven safely); Level 3: Serious fault (affects driving safety, key functions fail, and the vehicle cannot be used normally). Based on the fault status of the vehicle's ECU, a serious fault is determined to exist if any of the following conditions are met: 1. Safety-related ECUs (VCU, BMS, EPS, ESP, airbags, brakes) have ≥ Level 2 faults; 2. Any ECU experiences a Level 3 critical fault; 3. The entire vehicle bus is shut down, critical ECUs are offline, and communication interruption is irreversible; 4. The power system experiences irreversible overvoltage, undervoltage, or short-circuit faults; 5. Malfunctions cause the vehicle to be unable to drive, unable to unlock, lights to fail, or brakes / steering to malfunction.

[0101] If a serious fault is detected, no scenario-based power-off operation will be performed during this control cycle; all loads will be kept powered normally to ensure that the vehicle can enter the fault diagnosis mode, and fault information can be reported to the cloud and the owner's terminal. The scenario-based energy-saving function will only be restored after the fault is eliminated and the next control cycle begins.

[0102] If the fault is level 0 (no fault), level 1 (minor fault), or level 2 (general fault), it will not affect the scenario-based low-voltage power consumption control process, and will normally execute signal acquisition, scenario judgment, load power failure and power supply restoration.

[0103] In step S4, the preset scenarios include a driver-only scenario, a temporary parking scenario, and a sentry mode scenario. The driver-only scenario refers to a situation where only the driver is using the vehicle while it is in motion or parked, with no occupants in the other seats. In this case, the heavy load in the rear seats and front passenger seat is unnecessary and can be de-energized. The conditions for entering the driver-only scenario are (all of the following conditions must be met simultaneously): only the driver's seat is occupied (the front passenger seat and all rear seats are unoccupied), and the driver's seat is occupied for more than a first preset time (in this embodiment, the first preset time is set to 10 minutes).

[0104] When the driver-only vehicle use scenario is met, the corresponding load power-off operation is as follows: power off the rear screen, rear blower, passenger seat module, and rear ambient lighting; at the same time, the exit condition for the driver-only vehicle use scenario is (if any condition is met, the scenario will be exited immediately and power will be restored): any seat other than the driver's seat is occupied or the driver actively turns on the load that was turned off.

[0105] The temporary vehicle parking scenario refers to a situation where the vehicle is temporarily parked, hazard lights are flashing, no one is inside, and the doors are closed. In this case, only lights and safety-related loads need to be kept powered on, and all other non-essential loads are powered off. The conditions for entering the temporary vehicle parking scenario are (all of the following conditions must be met simultaneously to enter the temporary vehicle parking scenario): the vehicle's hazard lights are on, all four doors are closed, and the seats are not occupied for more than a second preset time (in this embodiment, the second preset time is set to 3 minutes).

[0106] When a vehicle is temporarily parked, the corresponding load power-off operation is as follows: power off all loads except for lights (high and low beam headlights, position lights, hazard lights, license plate lights) and safety loads (braking system, steering system, anti-theft system, body control basic module, etc.); at the same time, the exit condition for the vehicle temporary parking scenario is (if any condition is met, the scenario will be exited immediately and power will be restored): any door is opened or the vehicle receives an unlock signal.

[0107] The Sentry Mode scenario refers to a vehicle being armed and parked with the Sentry function activated. Only the monitoring load required by the Sentry is retained, while all other components are powered off to minimize idle power consumption and prevent battery depletion. The conditions for entering the Sentry Mode scenario are (all of the following conditions must be met simultaneously): the vehicle is in Sentry Mode and the vehicle has been armed for more than a third preset time (in this embodiment, the third preset time is set to 10 minutes).

[0108] When the Sentry Mode scenario is met, the corresponding load power-off operation is as follows: Power is cut off to all loads except those required for Sentry Mode. The loads required for Sentry Mode include, but are not limited to: vehicle monitoring sensors, anti-theft modules, Sentry camera modules, alarm modules, etc. Meanwhile, the exit condition for the Sentry Mode scenario is (if either condition is met, the scenario will exit immediately and power will be restored): the vehicle is disabled or Sentry Mode is turned off.

[0109] If it is determined that the current entry conditions for any of the above three scenarios are not met, then the following actions are taken: maintain normal power supply to all loads; do not perform any power outage operations; continuously acquire signals and determine scenario conditions in a loop; until the scenario entry conditions are met, or the cycle ends.

[0110] During any scenario execution, continuous monitoring is conducted at a frequency of no less than 10Hz to detect: whether the ECU fault status has escalated to a critical fault (if so, immediately stop the power cut and restore full load); whether the scenario exit condition has been triggered; and whether the vehicle has received an arming signal. This cyclical monitoring mechanism ensures real-time response, safety priority, and energy efficiency and reliability.

[0111] When a vehicle arming signal is detected, the current control cycle is considered to have ended. All scenario judgments and load control are stopped; if the scene is in a power-off state, power supply management before hibernation is executed according to the safety policy; the central computing unit, area controller, and each ECU enter hibernation in sequence; the low-voltage power supply system enters low-power standby mode.

[0112] By powering the various ECUs in the vehicle through eFuse and HSD, and based on intelligent judgment and decision-making by the central computing unit, a refined and efficient power supply method can be achieved for the vehicle's loads. This minimizes the vehicle's low-voltage energy consumption in various usage scenarios.

[0113] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

[0114] While the specific embodiments of the present invention have been described above in conjunction with the accompanying drawings, this is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art without creative effort based on the technical solutions of the present invention are still within the scope of protection of the present invention.

Claims

1. A method for reducing low-voltage power consumption in a vehicle, characterized in that, include: Acquire signals for vehicle ECU fault status and vehicle operating status; Determine whether a serious fault exists based on the fault status of the vehicle's ECU; If a serious fault exists, the scenario-based power outage will not be executed in this cycle; If there is no serious fault, the system will determine whether the preset scenario entry conditions are met based on the vehicle's operating status signals. If the preset scenario entry conditions are met, the corresponding preset scenario load power-off operation will be executed until the scenario exit conditions are triggered. If the preset scenario entry conditions are not met, the load will continue to be powered normally; when a vehicle arming signal is detected, the current control cycle ends.

2. The method for reducing low-voltage power consumption in a vehicle as described in claim 1, characterized in that, The vehicle operating status signals include seat occupancy status, door status, hazard light status, sentry mode status, and vehicle arming or disarming status.

3. The method for reducing low-voltage power consumption in a vehicle as described in claim 1, characterized in that, The preset scenarios include driver-only driving scenario, temporary vehicle parking scenario, and sentry mode scenario.

4. The method for reducing low-voltage power consumption in a vehicle as described in claim 3, characterized in that, The entry condition for the driver-only vehicle use scenario is that only the driver's seat is occupied and the occupation time exceeds a first preset time; The exit condition for the driver-only vehicle use scenario is that any seat other than the driver's seat is occupied or the driver actively turns on a load that has been turned off.

5. The method for reducing low-voltage power consumption in a vehicle as described in claim 3, characterized in that, The conditions for entering the temporary parking scenario are that the vehicle's hazard lights are on, all four doors are closed, and the seats have not been occupied for more than a second preset time; the conditions for exiting the temporary parking scenario are that any door is opened or the vehicle receives an unlock signal.

6. The method for reducing low-voltage power consumption in a vehicle as described in claim 1, characterized in that, The conditions for entering the sentry mode scenario are that the vehicle activates sentry mode and the vehicle is armed for more than a third preset time; the conditions for exiting the sentry mode scenario are that the vehicle is disarmed or the sentry mode is turned off.

7. The method for reducing low-voltage power consumption in a vehicle as described in claim 3, characterized in that, The load power-off operation corresponding to the driver-only vehicle use scenario is to perform a power-off operation on the rear screen, rear blower, passenger seat module, and rear ambient lighting; the load power-off operation corresponding to the temporary vehicle parking scenario is to perform a power-off operation on all loads except for lighting and safety-related loads; the load power-off operation corresponding to the sentry mode scenario is to perform a power-off operation on all loads except for those required for sentry mode.

8. A system for reducing low-voltage power consumption in a vehicle, characterized in that, Includes the following modules: The signal acquisition module is configured to acquire signals indicating the fault status of the vehicle's ECU and the vehicle's operating status. The ECU fault diagnosis module is configured to: determine whether there is a serious fault based on the fault status of the vehicle's ECU; if a serious fault exists, the scenario-based power cut-off will not be executed in this cycle; The execution module is configured to: if there is no serious fault, determine whether the preset scenario entry conditions are met based on the vehicle operating status signal; If the preset scenario entry conditions are met, the corresponding preset scenario load power-off operation will be executed until the scenario exit conditions are triggered. If the preset scenario entry conditions are not met, the load will continue to be powered normally; when the vehicle arming signal is detected, the current control cycle ends.

9. A computer-readable storage medium having a program stored thereon, characterized in that, When the program is executed by the processor, it implements the steps in the method for reducing low-voltage power consumption of a vehicle as described in any one of claims 1-7.

10. An electronic device comprising a memory, a processor, and a program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the steps in the method for reducing low-voltage power consumption of a vehicle as described in any one of claims 1-7.

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