Power supply control device, method, vehicle-mounted controller, and vehicle for vehicle

Abstract

Embodiments of the present disclosure provide a power supply control device, a method, an in-vehicle controller and a vehicle for limp-home function of a vehicle. The power supply control device for the limp-home function of the vehicle comprises: a fail-safe module configured to: receive an ignition state signal of the vehicle; detect whether a control unit of the vehicle fails; in response to detecting that the ignition state signal indicates that the vehicle has been ignited and the control unit of the vehicle fails, output a first power supply enable signal; and a load power supply module configured to: in response to receiving the first power supply enable signal, supply power to a load. The power supply control device for the limp-home function of the vehicle of the present disclosure can effectively and energy-efficiently implement the limp-home function of the vehicle in the case that the control unit of the vehicle fails.

Description

Technical Field

[0001] This disclosure relates to the field of electronic control technology for vehicles, and more specifically, to a power supply control device, method, on-board controller, and vehicle for limp-off function of a vehicle. Background Technology

[0002] Limp Home is a crucial safety feature in automotive electronic control systems. Its primary purpose is to ensure the vehicle continues to operate at a minimum performance level even in the event of a malfunction in the vehicle's controller or other critical systems, allowing the driver to safely drive the vehicle to the nearest repair shop. Furthermore, when the vehicle's controller or other critical systems fail, Limp Home also requires the ability to maintain the functionality of load-bearing devices such as lights, doors, and windshield wipers.

[0003] Therefore, it is necessary to provide an efficient power supply for the vehicle's limp-home function. Summary of the Invention

[0004] To effectively and energy-efficiently implement the limp-off function of a vehicle, this disclosure proposes a power supply control device for the limp-off function of a vehicle, comprising: a fail-safe module configured to: receive an ignition status signal of the vehicle; detect whether the control unit of the vehicle has malfunctioned; and output a first power supply enable signal in response to detecting that the ignition status signal indicates that the vehicle has been ignited and that the control unit of the vehicle has malfunctioned; and a load power supply module configured to: supply power to a load in response to receiving the first power supply enable signal.

[0005] According to an embodiment of this disclosure, when the vehicle's control unit is not malfunctioning, the control unit outputs a second power supply enable signal to the load power supply module, and the load power supply module is further configured to supply power to the load in response to receiving the second power supply enable signal.

[0006] According to embodiments of this disclosure, the load power supply module includes one or more power supply modules, wherein each power supply module supplies power to its corresponding load in response to receiving the first power supply enable signal or the second power supply enable signal.

[0007] According to embodiments of this disclosure, each of the power supply modules includes: an input unit configured to receive a first power supply enable signal or a second power supply enable signal, and to output a fused power supply enable signal in response to receiving the first power supply enable signal or the second power supply enable signal; and a power supply unit configured to supply power to the corresponding load in response to receiving the fused power supply enable signal.

[0008] According to an embodiment of this disclosure, the input unit includes: a first diode, the anode of which is configured to receive the first power enable signal; a second diode, the anode of which is configured to receive the second power enable signal, and the cathode of which is configured to be connected to the cathode of the first diode; wherein the connection node between the cathodes of the first diode and the cathodes of the second diode is configured to output the fused power enable signal.

[0009] According to an embodiment of this disclosure, the fail-safe module includes: a fault detection submodule configured to communicate with the control unit, detect whether the control unit has malfunctioned based on the communication connection, and output a limp-walking capability signal when a malfunction is detected in the control unit of the vehicle; and a limp-walking control submodule configured to output a first power supply enable signal in response to receiving the limp-walking capability signal and the ignition status signal, wherein the ignition status signal indicates that the vehicle has been ignited.

[0010] According to an embodiment of this disclosure, the limp control submodule includes: a first transistor, whose control electrode receives the limp enable signal and whose first electrode receives the ignition status signal; and a first resistor, whose first terminal is connected to the second electrode of the first transistor and whose second terminal is grounded, wherein, when the ignition status signal indicates that the vehicle has been ignited and the limp enable signal indicates limp control, the first transistor is turned on, and the first power enable signal is output at the first terminal of the first resistor.

[0011] According to an embodiment of this disclosure, the fault detection submodule is configured to: communicate with the control unit in real time, and in the event of a fault in the control unit, detect a fault in the control unit in response to an interruption in the real-time communication, and output the limp-walking capability signal.

[0012] According to an embodiment of this disclosure, the fault detection submodule includes a watchdog circuit, wherein, when the control unit does not malfunction, the control unit provides a "feed" signal to the watchdog circuit via the real-time communication, and the watchdog circuit detects that the control unit has not malfunctioned in response to receiving the "feed" signal; and when the control unit malfunctions, the watchdog circuit detects that the control unit has malfunctioned in response to the interruption of the real-time communication.

[0013] According to an embodiment of this disclosure, the fault detection submodule is further configured to: in response to a communication interruption between the fault detection submodule and the control unit, output a reset signal to the control unit for resetting the control unit.

[0014] According to embodiments of this disclosure, the load includes one or more of a vehicle light, a vehicle door, and a windshield wiper.

[0015] Embodiments of this disclosure also provide an on-board controller, including: a control unit; and the aforementioned power supply control device.

[0016] Embodiments of this disclosure also provide a vehicle including the aforementioned power supply control device and / or on-board controller.

[0017] Embodiments of this disclosure also provide a power supply control method for a vehicle's limp function, comprising: receiving an ignition status signal of the vehicle; detecting whether a control unit of the vehicle has malfunctioned; in response to detecting that the ignition status signal indicates that the vehicle has been ignited and that the control unit of the vehicle has malfunctioned, outputting a first power supply enable signal; and in response to the first power supply enable signal, supplying power to a load.

[0018] The power supply control method for limp-off function of a vehicle disclosed herein can control the limp-off function of the vehicle by taking into account the ignition status of the vehicle. In the event of a failure in the vehicle's control unit or on-board controller, the method determines whether the vehicle is in an ignition state based on the vehicle's ignition status signal, and only provides power to loads under limp-off function, such as headlights, doors, and windshield wipers, when the vehicle is in an ignition state. Therefore, by outputting a power supply enable signal based on whether the vehicle is in an ignition state, it avoids the on-board battery continuously supplying power to loads such as headlights, doors, or windshield wipers when the vehicle is not ignited, thus preventing the on-board battery from being depleted or discharged. The power supply control method for limp-off function of a vehicle disclosed herein more closely reflects the actual operating state of the vehicle, and implements the limp-off function of the vehicle more effectively and energy-efficiently. Attached Figure Description

[0019] To more clearly illustrate the technical solutions of the embodiments of this disclosure, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are merely some exemplary embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without any creative effort.

[0020] In the attached image:

[0021] Figure 1 This is a schematic diagram illustrating a vehicle according to an embodiment of the present disclosure;

[0022] Figure 2 and Figure 3 This is a schematic diagram illustrating the principle of using an on-board controller to supply power to a load according to an embodiment of the present disclosure;

[0023] Figure 4 This is a schematic diagram illustrating the circuit principle according to an embodiment of the present disclosure; and

[0024] Figure 5 This is a schematic flowchart illustrating a power supply control method for a limp function of a vehicle according to an embodiment of the present disclosure. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of this disclosure more apparent, exemplary embodiments according to this disclosure will now be described in detail with reference to the accompanying drawings. Obviously, the described embodiments are merely some embodiments of this disclosure, and not all embodiments of this disclosure. It should be understood that this disclosure is not limited to the exemplary embodiments described herein.

[0026] Furthermore, in this specification and the accompanying drawings, steps and elements that are substantially the same or similar are indicated by the same or similar reference numerals, and repeated descriptions of these steps and elements will be omitted.

[0027] Furthermore, in this specification and accompanying drawings, elements are described in singular or plural forms according to embodiments. However, the singular and plural forms have been suitably chosen for the presented cases merely for ease of explanation and are not intended to limit this disclosure. Thus, a singular form may include a plural form, and a plural form may include a singular form, unless the context clearly indicates otherwise.

[0028] Furthermore, the terms "first / second" used in this specification and drawings are merely to distinguish similar objects and do not represent a specific ordering of objects. It is understood that "first / second" may be interchanged in a specific order or sequence where permitted, so that the embodiments of this disclosure described herein can be implemented in an order other than that illustrated or described herein.

[0029] Furthermore, in this specification and accompanying drawings, unless otherwise expressly stated, "connection" does not necessarily mean "direct connection" or "direct contact." Here, "connection" can mean both a fixing function and electrical connection.

[0030] As an example, this disclosure relates to the field of electronic control technology for vehicles, and embodiments of this disclosure will be further described below with reference to the accompanying drawings.

[0031] First refer to Figure 1 A schematic diagram illustrating the structure of a vehicle 1000 according to an embodiment of the present disclosure.

[0032] like Figure 1As shown, vehicle 1000 may include, but is not limited to, cars, tractor-trailers (with or without trailers), buses, recreational vehicles, minivans, or sport utility vehicles (SUVs).

[0033] like Figure 1 As shown, vehicle 1000 may include an on-board controller 100, which may be a domain controller, zone controller, or similar device. The on-board controller 100 can be used to control the vehicle's normal driving functions, limp-walk function, etc. According to an embodiment of this disclosure, the on-board controller 100 may include a control unit, a fail-safe module, and a load power supply module. The fail-safe module may be configured to: provide a first power supply enable signal to the load power supply module when the vehicle's control unit fails; the control unit may be configured to: provide a second power supply enable signal to the load power supply module when the vehicle's control unit does not fail; and the load power supply module may be configured to: supply power to the load in response to receiving either the first or second power supply enable signal.

[0034] According to some embodiments, the vehicle controller 100 can be a forward-looking integrated camera controller, and as... Figure 1 As shown, it is installed on the windshield of vehicle 1000. According to some embodiments, the vehicle controller 100 can also be other types of controllers and installed in other locations on the vehicle.

[0035] To more clearly explain the process of using the vehicle controller 100 to supply power to the load, the following is combined with... Figures 2-5 To illustrate. As an example, Figure 1 The vehicle controller 100 in the middle can have Figure 2 The structure of the vehicle controller 120 shown is illustrated.

[0036] for Figure 2 The vehicle controller 120 shown can be installed in the vehicle to control the vehicle's load power supply module to supply power to loads such as headlights and windshield wipers when the vehicle's control unit is functioning correctly; when the control unit fails, the vehicle can enter a limp-out mode, and based on the vehicle's ignition status, control the vehicle's load power supply module to supply power to loads such as headlights and windshield wipers through a fail-safe module different from the control unit.

[0037] like Figure 2As shown, the vehicle controller 120 includes a control unit 121, a fail-safe module 122, and a load power supply module 130. The fail-safe module 122 and the load power supply module 130 can constitute a power supply control device for the vehicle's limp-off function. When the vehicle's control unit 121 malfunctions, in response to the vehicle's ignition status signal KL15, the fail-safe module 122 can provide a first power supply enable signal S1 to the load power supply module 130. When the vehicle's control unit 121 does not malfunction, the control unit 121 can provide a second power supply enable signal S2 to the load power supply module 130. The load power supply module 130 can be configured to supply power to the load 140 in response to receiving either the first power supply enable signal S1 or the second power supply enable signal S2.

[0038] Control unit 111 can be an electronic control unit (ECU), microcontroller (MCU), other control circuits, controllers, or control chips in the vehicle's onboard controller. Fail-safe module 112 can be implemented based on the vehicle's system base chip (SBC). Load 140 can include one or more of the following: headlights, doors, and windshield wipers.

[0039] More specifically, when the control unit 121 is not malfunctioning, the signal flow is shown as a solid arrow. In this case, the control unit 121 can provide a second power enable signal S2 to the load power supply module 130 to control the load power supply module 130 to supply power to the load 140, at which point the vehicle is operating in normal mode. In normal mode, the vehicle's lights, doors, windshield wipers, and other loads operate normally, and the vehicle's running components (e.g., the engine) operate at high performance. A real-time communication signal S3 can be transmitted between the control unit 121 and the fail-safe module 122. At this time, the fail-safe module 122 is not enabled.

[0040] In the event of a malfunction in the control unit 121, the signal flow is indicated by a dashed arrow. In this case, the fail-safe module 122 can determine that the control unit 121 has malfunctioned in response to the failure to receive the real-time communication signal S3 from the control unit 121. Then, the fail-safe module 122 can provide a first power enable signal S1 to the load power supply module 130 based on the vehicle's ignition status signal, thereby controlling the load power supply module 130 to supply power to the load 140. This ensures that, when the vehicle is operating in limp mode, the loads corresponding to the vehicle's limp function (e.g., headlights, doors, windshield wipers, etc.) can be powered normally.

[0041] It should be noted that the ignition status signal of the vehicle in this disclosure can be the KL15 signal. The KL15 signal is an important signal in the automotive electrical system, mainly used to control the vehicle's starting and the operating status of some control units. In gasoline vehicles, the KL15 signal is controlled by the ignition key status; when the ignition key is turned to the ON position, the KL15 signal is activated, meaning it is at a valid operating level. In electric vehicles, the KL15 signal is also controlled based on the ignition key status; when the driver depresses the brake pedal and turns the ignition key to the ON position, the KL15 signal is activated.

[0042] exist Figure 2 In the illustrated embodiment, in the event of a malfunction in the vehicle's control unit 121, power is only supplied to loads such as the vehicle's lights, doors, and windshield wipers when the vehicle is already ignited (i.e., the KL15 signal is valid). Therefore, Figure 2 The vehicle controller 120 can control the power supply to the vehicle's load 140 to stop when the vehicle is not started, thereby saving the vehicle battery's power and preventing the vehicle battery from being depleted.

[0043] As an example, the vehicle controller 120 may have Figure 3 The structure shown.

[0044] exist Figure 3 In the structure shown, the vehicle controller 120 includes: a microcontroller (MCU), a fault detection submodule (as an example, the fault detection submodule can be implemented based on the system base chip (SBC)), a limp control submodule (En), and a load power supply module (including...). Figure 3 The power supply modules HSD1, HSD2, HSD3, and HSD4 (collectively referred to as HSD) in the system are microcontrollers (MCUs). Figure 2 The control unit 121, fault detection submodule, and limp control submodule En are used together as Figure 2 The fail-safe module 122 is described below using the system base chip SBC as an example of a fault detection submodule. Figure 3 In the diagram, the signal flow when the microcontroller (MCU) is functioning correctly is shown with solid arrows, while the signal flow when the MCU malfunctions is shown with dashed arrows.

[0045] The microcontroller (MCU) can be used to execute various vehicle control functions. The vehicle battery supplies power to the system base chip (SBC) via the vehicle battery signal VBAT. Furthermore, the system base chip (SBC) supplies power to the microcontroller (MCU) via the signal VCC. The microcontroller (MCU) and the fail-safe module (SBC) can also communicate in real time via the SPI communication line.

[0046] When the microcontroller (MCU) is functioning correctly, it can normally control the load power supply module (HSD) to supply power to multiple loads, such as the vehicle's lights. Specifically, the MCU can output a second power enable signal (GPO), which can be one or more signals, to control the HSD to output power signals to multiple loads (e.g., ...). Figure 3 VO1, VO2, VO3, and VO4 in the load power supply module HSD can be collectively referred to as VO, thus enabling multiple loads to operate normally. The multiple power supply modules HSD1, HSD2, HSD3, and HSD4 in the load power supply module HSD can be powered by the vehicle battery signal VBAT.

[0047] In the event of a microcontroller (MCU) failure, real-time communication between the MCU and the system base chip (SBC) is interrupted. At this time, the SBC can send a reset signal (RESET) to the MCU to reset it. Simultaneously, in response to the real-time communication interruption, the SBC can generate a limp-walking capability signal (FO1) and send it to the limp-walking control submodule (En) to instruct the vehicle to operate in limp-walking mode.

[0048] According to an embodiment of this disclosure, the system base chip SBC may include a watchdog circuit, wherein, when the control unit is not faulty, the control unit provides a feed signal to the watchdog circuit via the real-time communication, and the watchdog circuit detects that the control unit is not faulty in response to receiving the feed signal; and when the control unit is faulty, the watchdog circuit detects that the control unit is faulty in response to the interruption of the real-time communication.

[0049] According to embodiments of this disclosure, the limp control submodule En can be powered by the ignition status signal KL15. When the limp control submodule En receives the limp enable signal FO1 and is powered by the ignition status signal KL15, it can generate a first power enable signal FSO. The first power enable signal FSO can be one or more signals to control the load power supply module HSD to output power supply signals VO to multiple loads, thereby ensuring that multiple loads can still be normally powered in the vehicle's limp mode.

[0050] exist Figure 3In the illustrated embodiment, in the event of a microcontroller (MCU) failure, multiple power supply modules (HSDs) will only output power supply signals (VO) to multiple loads, consuming the vehicle battery, if the ignition status signal KL15 indicates that the vehicle is in ignition. If there is no ignition status signal KL15, or if the ignition status signal KL15 is invalid or indicates that the vehicle is not in ignition, then the multiple power supply modules and multiple loads will not consume the vehicle battery. Therefore, Figure 3 The vehicle controller 120 shown can control the vehicle more effectively and energy-efficiently, more closely matching the actual working conditions of the vehicle.

[0051] According to embodiments of this disclosure, Figure 3 The portion shown in the dashed box 210 can be based on Figure 4 The circuit shown is used to implement this. Figure 4 The part shown in the dashed box 410 is equivalent to Figure 3 The limp control submodule En described in [the document] Figure 4 The part shown in the dashed box 420 is equivalent to Figure 3 The power supply module HSD1 can include an input unit 421 and a power supply unit 422. Power supply modules HSD2, HSD3, and HSD4 have similar structures. Figure 4 It will no longer be specifically marked.

[0052] like Figure 4 As shown in the dashed box 410, the limp control submodule En includes: a first transistor Q1, whose control electrode receives the limp enable signal FO1, and whose first electrode receives the ignition status signal KL15; and a first resistor R5, whose first terminal is connected to the second electrode of the transistor Q1, and whose second terminal is grounded. When the ignition status signal KL15 indicates that the vehicle is ignited and the limp enable signal FO1 indicates limp control, the first transistor Q1 is turned on, and the first power enable signal FSO is output from the first terminal of the first resistor R5. For example, the first transistor Q1 can be a bipolar transistor or a field-effect transistor.

[0053] As a more specific example Figure 4 The diagram also shows other electrical components included in the limp control submodule En. It should be understood that these electrical components are not essential to the limp control submodule En. For example, such as... Figure 4As shown, the ignition status signal KL15 can be input to the source of the first transistor Q1 via resistor R1, and the limp-action power signal FO1 can be input to the control terminal of the first transistor Q1 via resistor R3. Resistor R2 is connected between resistors R1 and R3. Resistor R2 can be an additional resistor or a parasitic resistance of transistor Q1. Capacitor C1 is also connected to the source of the first transistor Q1. Capacitor C2 is connected to the drain of the first transistor Q1. Capacitors C1 and C2 can be additional resistors or parasitic capacitances of the first transistor Q1. One end of resistor R4 is connected to the drain of the first transistor Q1, and the other end is connected to the first resistor R5.

[0054] like Figure 4 As shown in the dashed box 420 in the figure, Figure 3 Taking the power supply module HSD1 as an example, the power supply module HSD1 may include an input unit 421 and a power supply unit 422. The input unit 421 is configured to receive the first power supply enable signal FSO or the second power supply enable signal GPO, and in response to receiving the first power supply enable signal FSO or the second power supply enable signal GPO, output a fused power supply enable signal FUSA. The power supply unit 422 is configured to supply power to the corresponding load (i.e., output a power supply signal VO) in response to receiving the fused power supply enable signal FUSA.

[0055] like Figure 4 As shown, input unit 421 may include: a first diode D1, whose anode is configured to receive the first power enable signal FSO; and a second diode D2, whose anode is configured to receive the second power enable signal GPO, and whose cathode is configured to be connected to the cathode of the first diode D1; wherein the connection node of the cathodes of the first diode D1 and the second diode D2 is configured to output the fused power enable signal FUSA. Furthermore, input unit 421 may also include a resistor R6, one end of which is connected to the cathodes of the first diode D1 and the second diode D2, and the other end is grounded. However, it should be understood that resistor R6 is not necessary.

[0056] Furthermore, similar to the power supply module HSD1 outlined in dashed box 420, power supply modules HSD2, HSD3, or HSD4 have the same structure. Moreover, as... Figure 4 As shown, power supply module HSD2 includes diodes D3 and D4 and resistor R7, and power supply module HSD3 includes diodes D5 and D6 and resistor R8. Optionally, at least one power supply module HSD may also include capacitor C3, which is connected in parallel with the first resistor R5.

[0057] In addition, the power supply unit 422 can be a switching power supply, a high-side switching power supply, etc., which can be implemented using existing switching power supplies or high-side switching power supplies, and will not be described in detail here.

[0058] Therefore, the first transistor Q1 can output a first power enable signal FSO via resistor R5 when the vehicle is ignited (e.g., the ignition status signal KL15 indicates that the vehicle is ignited) and a limp-drive enable signal FO1 is received (e.g., the limp-drive enable signal FO1 is high, indicating that the MCU has failed and the vehicle is operating in limp-drive mode). The first power enable signal FSO can be one or more signals, enabling the power supply module (including multiple power supply modules) to supply power to multiple loads.

[0059] If the MCU does not malfunction, the limp enable signal FO1 is low, and the MCU directly outputs the second power enable signal GPO. The second power enable signal GPO can be one or more signals, enabling the power supply module (including multiple power supply modules) to supply power to multiple loads.

[0060] Next, the anode of the first diode D1 receives the FSO signal, or the anode of the second diode D2 receives the GPO signal, and a fused power supply enable signal FUSA is output at the cathodes of the first diode D1 and the second diode D2. Then, in response to the fused power supply enable signal FUSA, the power supply unit 422 (e.g., a high-side switching power supply) can supply power to the corresponding load.

[0061] In addition, it should be noted that, although Figure 3 The diagram illustrates the scenario where four power supply modules (HSDs) supply power to four loads respectively, and in... Figure 4 The illustration shows a case with three HSD power supply modules connected in parallel. It should be understood that the embodiments of this disclosure do not limit the number of power supply modules included in the power supply module, and more or fewer power supply modules can be set according to vehicle control requirements.

[0062] Figure 5 This is a schematic flowchart illustrating a power supply control method 500 for a limp function of a vehicle according to an embodiment of the present disclosure.

[0063] It should be noted that the term "vehicle" in this disclosure should be interpreted broadly, and may include vehicles such as gasoline-powered cars, electric cars, hybrid cars, motorcycles, and trains.

[0064] In step S510, the ignition status signal of the vehicle is received.

[0065] In step S520, it is detected whether the vehicle's control unit has malfunctioned.

[0066] In step S530, in response to detecting that the ignition status signal indicates that the vehicle has been ignited and that the vehicle's control unit has malfunctioned, a first power supply enable signal is output.

[0067] In step S540, power is supplied to the load in response to the first power supply enable signal.

[0068] The power supply control method 500 for the limp-off function of a vehicle can be implemented by a power supply control device for the limp-off function of a vehicle, wherein the power supply control device for the limp-off function of a vehicle includes a fail-safe module and a load power supply module. The fail-safe module can be used to implement steps S510 to S530, and the load power supply module can be used to implement step S540.

[0069] According to an embodiment of this disclosure, when the vehicle's control unit is not malfunctioning, the control unit can output a second power supply enable signal to the load power supply module, and the load power supply module can also supply power to the load in response to receiving the second power supply enable signal.

[0070] According to embodiments of this disclosure, the load may include components such as vehicle lights, doors, and windshield wipers. In the limp mode (e.g., when the control unit experiences an internal MCU failure), power supply to the vehicle lights, doors, and windshield wipers can be maintained.

[0071] like Figure 2 As shown, the vehicle controller 110 includes a control unit 111, a fail-safe module 112, and a load power supply module 130. The fail-safe module 112 and the load power supply module 130 can constitute a power supply control device for the vehicle's limp-off function. When the vehicle's control unit 111 fails, the fail-safe module 112 can provide a first power supply enable signal S1 to the load power supply module 130; when the vehicle's control unit 111 does not fail, the control unit 111 can provide a second power supply enable signal S2 to the load power supply module 130. The load power supply module 130 can be configured to supply power to the load 140 in response to receiving either the first or second power supply enable signal.

[0072] In summary, this disclosure provides a power supply control device for a vehicle's limp-off function, an on-board controller, and a vehicle. The power supply control device for a vehicle's limp-off function includes: a fail-safe module configured to: receive an ignition status signal of the vehicle; detect whether a control unit of the vehicle has malfunctioned; and output a first power supply enable signal in response to detecting that the ignition status signal indicates that the vehicle is ignited and that the vehicle's control unit has malfunctioned; and a load power supply module configured to: supply power to a load in response to receiving the first power supply enable signal.

[0073] The power supply control device for limp-off function of a vehicle disclosed herein can control the limp-off function of the vehicle by taking into account the ignition status of the vehicle. Using the power supply control device or method for limp-off function of the vehicle disclosed herein, in the event of a failure in the vehicle's control unit or on-board controller, it can determine whether the vehicle is in an ignition state based on the vehicle's ignition status signal, and only supply power to loads under limp-off function, such as headlights, doors, and windshield wipers, when the vehicle is in an ignition state. Therefore, by outputting a power supply enable signal based on whether the vehicle is in an ignition state, it can avoid the on-board battery continuously supplying power to loads such as headlights, doors, or windshield wipers when the vehicle is not ignited, thus preventing the on-board battery from being depleted or discharged. The power supply control device or method for limp-off function of the vehicle disclosed herein can more closely approximate the actual operating state of the vehicle, and implement the vehicle's limp-off function more effectively and energy-efficiently.

[0074] This disclosure uses specific terms to describe embodiments of the present disclosure. Terms such as "first / second embodiment," "an embodiment," and / or "some embodiments" refer to a particular feature, structure, or characteristic associated with at least one embodiment of the present disclosure. Therefore, it should be emphasized and noted that references to "an embodiment," "one embodiment," or "an alternative embodiment" in different locations throughout this specification do not necessarily refer to the same embodiment. Furthermore, certain features, structures, or characteristics in one or more embodiments of the present disclosure can be appropriately combined.

[0075] It should be noted that, in this specification, the terms "comprising," "including," or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0076] Furthermore, the aforementioned series of processes includes not only processes executed in the order described herein in a time sequence, but also processes executed in parallel or separately, rather than in a time sequence.

[0077] Through the above description of the embodiments, those skilled in the art can clearly understand that this disclosure can be implemented by means of software plus necessary hardware platforms, and of course, it can also be implemented entirely by hardware. Based on this understanding, all or part of the technical solutions of this disclosure that contribute to the background technology can be embodied in the form of software products, which can be stored in storage media, such as ROM (Read-Only Memory) / RAM (Random Access Memory), magnetic disks, optical disks, etc.

[0078] Unless otherwise defined, all terms used herein (including technical and scientific terms) shall have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure pertains. It should also be understood that terms such as those defined in a common dictionary shall be interpreted as having a meaning consistent with their meaning in the context of the relevant art, and not as having an idealized or highly formalized meaning, unless expressly defined herein.

[0079] The foregoing description is illustrative of the present disclosure and should not be construed as limiting it. Although several exemplary embodiments of the present disclosure have been described, those skilled in the art will readily understand that many modifications can be made to the exemplary embodiments without departing from the novel teachings and advantages of the present disclosure. Therefore, all such modifications are intended to be included within the scope of the present disclosure as defined by the claims. It should be understood that the foregoing description is illustrative of the present disclosure and should not be construed as limiting it to the specific embodiments disclosed, and modifications to the disclosed embodiments and other embodiments are intended to be included within the scope of the appended claims. The present disclosure is defined by the claims and their equivalents.

Claims

1. A power supply control device for a vehicle's limp-off function, comprising: The fail-safe module is configured as follows: Receive the ignition status signal of the vehicle; Detect whether the vehicle's control unit is malfunctioning; In response to detecting that the ignition status signal indicates that the vehicle has been ignited and that the vehicle's control unit has malfunctioned, a first power supply enable signal is output; as well as The load power supply module is configured as follows: In response to receiving the first power enable signal, power is supplied to the load.

2. The power supply control device as described in claim 1, wherein, When the vehicle's control unit is not malfunctioning, the control unit outputs a second power supply enable signal to the load power supply module, and The load power supply module is also configured to: In response to receiving the second power enable signal, power is supplied to the load.

3. The power supply control device as described in claim 2, wherein, The load power supply module includes one or more power supply modules. Each of the power supply modules supplies power to its corresponding load in response to receiving the first power supply enable signal or the second power supply enable signal.

4. The power supply control device as described in claim 3, wherein, Each of the aforementioned power supply modules includes: The input unit is configured to receive the first power enable signal or the second power enable signal, and in response to receiving the first power enable signal or the second power enable signal, output a fused power enable signal. The power supply unit is configured to supply power to the corresponding load in response to receiving the fusion power supply enable signal.

5. The power supply control device as described in claim 4, wherein, The input unit includes: A first diode, the anode of which is configured to receive the first power supply enable signal; The second diode has its anode configured to receive the second power enable signal and its cathode configured to be connected to the cathode of the first diode. The connection node between the cathodes of the first diode and the cathodes of the second diode is configured to output the fusion power enable signal.

6. The power supply control device as described in any one of claims 1-5, wherein, The fail-safe module includes: A fault detection submodule is configured to communicate with the control unit, detect whether the control unit has malfunctioned based on the communication connection, and output a limp-riding capability signal if a malfunction is detected in the vehicle's control unit; and The limp control submodule is configured to output the first power enable signal in response to receiving the limp enable signal and the ignition status signal, wherein the ignition status signal indicates that the vehicle has been ignited.

7. The power supply control device as described in claim 6, wherein, The limp control submodule includes: A first transistor, whose control electrode receives the limp-action power signal and whose first electrode receives the ignition status signal; and The first resistor has its first terminal connected to the second terminal of the first transistor, and its second terminal grounded. Specifically, when the ignition status signal indicates that the vehicle has been ignited and the limp-walking enable signal indicates limp-walking control, the first transistor is turned on and the first power supply enable signal is output at the first terminal of the first resistor.

8. The power supply control device as described in claim 6, wherein, The fault detection submodule is configured to: communicate with the control unit in real time, and in the event of a fault in the control unit, detect a fault in the control unit in response to an interruption in the real-time communication, and output the limp-walking capability signal.

9. The power supply control device as described in claim 8, wherein, The fault detection submodule includes a watchdog circuit, wherein, If the control unit is not malfunctioning, the control unit provides a "feed" signal to the watchdog circuit via the real-time communication; the watchdog circuit, in response to receiving the "feed" signal, detects that the control unit is not malfunctioning; and In the event of a failure in the control unit, the watchdog circuit detects the failure in response to the real-time communication interruption.

10. The power supply control device as claimed in claim 8, wherein, The fault detection submodule is also configured as follows: In response to a communication interruption between the fault detection submodule and the control unit, a reset signal is output to the control unit to reset the control unit.

11. The power supply control device as described in any one of claims 1-5, wherein, The load includes one or more of the following: vehicle lights, vehicle doors, and windshield wipers.

12. A power supply control method for a vehicle's limp-off function, comprising: Receive the ignition status signal of the vehicle; Detect whether the vehicle's control unit is malfunctioning; In response to detecting that the ignition status signal indicates that the vehicle has been ignited and that the vehicle's control unit has malfunctioned, a first power supply enable signal is output; as well as In response to the first power supply enable signal, power is supplied to the load.

13. An on-board controller, comprising: Control unit; as well as The power supply control device as described in any one of claims 1 to 11.

14. A vehicle comprising a power supply control device as claimed in any one of claims 1 to 11 and / or an on-board controller as claimed in claim 13.

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