Control system for an assistance system

Abstract

Aspects of the invention relate to a control system (300) for controlling a plurality of auxiliary electrical systems (350-1 to 350-n) which are controllable to operate in a plurality of power modes, including a default power mode and a power saving mode. The control system is configured to: receive (210) a usage context signal (202) indicative of a current context of the vehicle; determine (220) a predicted usage level of the plurality of auxiliary electrical systems of the vehicle in dependence on the current context of the vehicle; determine (230) that at least one of the plurality of auxiliary electrical systems is to operate in the power saving mode in dependence on the predicted usage level; and output (240) a power saving control signal (204) to the at least one of the plurality of auxiliary electrical systems to cause the at least one auxiliary electrical system to operate in the power saving mode.

Description

Technical Field

[0001] This disclosure relates to a context-aware control system for auxiliary systems of a vehicle. Aspects of the invention relate to a control system, a system, a vehicle, and a method for controlling multiple auxiliary electrical systems of a vehicle. Background Technology

[0002] It is known that vehicles offer various features and assistance functions to provide a comfortable experience and journey for drivers and passengers. Such features include temperature control, lighting, visual and audio outputs, and other in-vehicle features. These features are powered by the vehicle's electrical storage devices. Powering more features consumes more electrical energy. Using electrical energy to provide such features means that less electrical energy is available for using the necessary features, and / or, particularly in the case of electric or hybrid vehicles, less electrical energy is available for propelling the vehicle.

[0003] The purpose of this invention is to address one or more of the disadvantages associated with the prior art. Summary of the Invention

[0004] The various aspects and embodiments of the present invention provide control systems, systems, vehicles, and methods for controlling multiple auxiliary electrical systems of a vehicle as claimed in the appended claims.

[0005] According to one aspect of the present invention, a control system for controlling a plurality of auxiliary electrical systems of a vehicle is provided. The control system includes one or more processors configured to: receive a usage context signal indicating the current situation of the vehicle; determine, based on the current situation of the vehicle, that at least one of the plurality of auxiliary electrical systems is operating in a power-saving mode; and output a power-saving control signal to the at least one auxiliary electrical system to cause the at least one auxiliary electrical system to operate in the power-saving mode.

[0006] Advantageously, power consumption can be reduced by operating one or more auxiliary electrical systems in power-saving mode according to the vehicle's usage scenario. In this way, one or more auxiliary electrical systems can operate in power-saving mode compared to the power consumption of auxiliary electrical systems operating in default mode. Because the operation of one or more auxiliary electrical systems is performed according to the vehicle's usage scenario, intelligent control can be implemented, so the user will not perceive a significant reduction in the functionality provided by the auxiliary electrical systems. For example, in a scenario with a single driver and no passengers, turning off the rear seat auxiliary electrical systems reduces the overall power consumption of the vehicle's auxiliary electrical systems.

[0007] The control system includes one or more controllers, which collectively include: at least one electronic processor having an electrical input for receiving an input signal; and at least one memory device electrically coupled to the at least one electronic processor and having instructions stored therein; wherein the at least one electronic processor is configured to access the at least one memory device and execute the instructions on the at least one memory device in order to: receive a usage scenario signal indicating the current situation of the vehicle; determine, based on the current situation of the vehicle, that at least one of a plurality of auxiliary electrical systems is operating in a power-saving mode; and output a power-saving control signal to the at least one auxiliary electrical system to cause the at least one auxiliary electrical system to operate in the power-saving mode.

[0008] Advantageously, power usage can be reduced by operating one or more auxiliary electrical systems in power-saving mode according to the vehicle's usage scenario.

[0009] According to one aspect of the present invention, a control system for controlling a plurality of auxiliary electrical systems of a vehicle is provided, wherein the plurality of auxiliary electrical systems can be controlled to operate in multiple power modes, the multiple power modes including a default power mode and a power-saving mode that uses less power compared to the default power mode, the control system including one or more processors, the one or more processors being jointly configured to: receive a usage scenario signal indicating the current situation of the vehicle; determine a predicted usage level of the plurality of auxiliary electrical systems of the vehicle based on the current situation of the vehicle; determine, based on the predicted usage level, that at least one of the plurality of auxiliary electrical systems operates in a power-saving mode; and output a power-saving control signal to the at least one of the plurality of auxiliary electrical systems to cause the at least one auxiliary electrical system to operate in the power-saving mode.

[0010] Advantageously, the vehicle's auxiliary electrical systems can be controlled according to the vehicle's usage scenario, and the vehicle can save power by operating one or more auxiliary electrical systems in a power-saving mode in a scenario-appropriate manner. For example, if the vehicle's scenario is that it is driven during the day with only the driver as an occupant, the auxiliary electrical systems configured to provide functionality in the rear passenger seats can operate in power-saving mode because there are no rear passengers in this scenario. Furthermore, since the vehicle is in sunlight, the vehicle's interior and exterior lighting can operate in power-saving mode. Thus, even though at least one auxiliary electrical system operates in a scenario-intelligent manner in power-saving mode, the vehicle's occupant can perceive that the auxiliary electrical systems are providing full or sufficient functionality.

[0011] The control system includes one or more controllers, which collectively include: at least one electronic processor having an electrical input for receiving input signals; and at least one memory device electrically coupled to the at least one electronic processor and having instructions stored therein; wherein the at least one electronic processor is configured to access the at least one memory device and execute the instructions on the at least one memory device to: receive a usage scenario signal indicating the current situation of the vehicle; determine a predicted usage level of a plurality of auxiliary electrical systems of the vehicle based on the current situation of the vehicle; determine, based on the predicted usage level, that at least one of the plurality of auxiliary electrical systems operates in a power-saving mode; and output a power-saving control signal to the at least one of the plurality of auxiliary electrical systems to cause the at least one auxiliary electrical system to operate in the power-saving mode.

[0012] Advantageously, the vehicle's auxiliary electrical systems can be controlled according to the vehicle's usage scenario, and the vehicle can save power by operating one or more auxiliary electrical systems in a power-saving mode in a scenario-appropriate manner.

[0013] The control system can be configured to: determine, based on the predicted usage level, that another auxiliary electrical system among a plurality of auxiliary electrical systems operates in a default power mode; and output a default power control signal to that other auxiliary electrical system to cause it to operate in the default power mode.

[0014] Advantageously, depending on the vehicle's context, while at least one auxiliary electrical system operates in power-saving mode, another auxiliary electrical system can operate in default power mode.

[0015] At least one auxiliary electrical system operating in power-saving mode may use less than 50% of the power used by the at least one auxiliary electrical system operating in default power mode. As part of a plurality of auxiliary electrical systems, at least one auxiliary electrical system operating in power-saving mode may cause the power used by the plurality of auxiliary electrical systems to be less than 50% of the power used by all the plurality of auxiliary electrical systems operating in default power mode. In the case where the plurality of auxiliary electrical systems are operating in power-saving mode, the power consumption of the plurality of auxiliary electrical systems may be less than 50% of the power consumption of the plurality of auxiliary electrical systems operating in default power mode.

[0016] Advantageously, the power used by at least one auxiliary electrical system operating in power-saving mode can be at most half the power used by at least one auxiliary electrical system operating in default power mode. Advantageously, the total power used by all auxiliary electrical systems by means of at least one auxiliary electrical system operating in power-saving mode can be at most half the power used by all auxiliary electrical systems operating in default power mode. Advantageously, since multiple auxiliary electrical systems operate in power-saving mode, the total power consumption of all multiple auxiliary electrical systems can be at most half the power used by each of the multiple auxiliary electrical systems operating in default power mode.

[0017] The current situation may indicate one or more of the following: the vehicle's planned trip; the vehicle's usage time; the identified identity of the vehicle's current user; the identified occupant situation of the vehicle; and the remaining state of charge of the vehicle's energy storage devices.

[0018] Advantageously, the vehicle's context can be determined in different ways to identify the predicted usage level of the auxiliary electrical system in that context, and the power requirements of the multiple auxiliary electrical systems can be reduced by intelligently operating at least one of the multiple auxiliary electrical systems in a power-saving mode.

[0019] The current situation can indicate the planned journey of the vehicle; and the determination of the predicted usage level is performed based on the planned journey to determine at least one of the multiple auxiliary electrical systems to operate in power-saving mode, so that the multiple auxiliary electrical systems use energy not exceeding a predetermined energy threshold of the planned journey.

[0020] Advantageously, in the context of planned travel, the predicted power demand of multiple auxiliary electrical systems can be determined based on the planned travel, and one or more of the multiple auxiliary electrical systems can be operated in a power-saving mode.

[0021] Predicted energy consumption can depend on one or more of the following: the distance of the planned trip; the altitude of the planned trip; and the terrain of the planned trip. Advantageously, when determining which auxiliary electrical systems should operate in power-saving mode, different factors affecting the vehicle's driving range, as determined by the planned route, can be considered.

[0022] Usage context signals may include inputs instructing the vehicle to travel along a planned route generated by the route planning system. Advantageously, the user may input a route into the vehicle's route planning system, and this route may be used as input to the control system to determine whether one or more auxiliary electrical systems operate in a power-saving mode, for example, to conserve energy stored in the vehicle.

[0023] The current situation can instruct the vehicle to plan a route based on the route planning system of the vehicle, and the determination of the predicted usage level can be performed based on the planned trip to: determine that at least one auxiliary electrical system among a plurality of auxiliary electrical systems operates in a first power saving mode based on the predicted energy consumption for performing the planned trip being higher than a first energy consumption threshold; and determine that at least one auxiliary electrical system among a plurality of auxiliary electrical systems operates in a second power saving mode based on the predicted energy consumption for performing the planned trip being higher than a second energy consumption threshold greater than the first energy consumption threshold, wherein the second power saving mode consumes less power than the first power saving mode.

[0024] Advantageously, a fine-grained approach can be used to determine which auxiliary electrical systems should operate in one of several possible power-saving modes based on the context in which the vehicle is being used. This fine-grained approach can be employed based on predicted energy consumption for a planned trip estimate, and / or it can also be employed based on one or more other contextual factors. For example, a set of auxiliary electrical systems can be operated in a first power-saving mode based on the location of the occupants in the vehicle; and a set of auxiliary electrical systems can be operated in a second power-saving mode based on the driver's identity.

[0025] The current context can indicate the current usage time of the vehicle; and the determination of the predicted usage level can include: using a usage log stored in a storage device to identify historical times during which the vehicle was used in a manner corresponding to the current usage time of the vehicle; and using the usage log to identify at least one of a plurality of auxiliary electrical systems that was operating in power-saving mode during the corresponding historical usage time of the vehicle.

[0026] Advantageously, the historical use of multiple auxiliary electrical systems can be considered in the future use of the vehicle in a scenario that matches the vehicle's context based on historical usage records. For example, if a particular driver frequently drives the vehicle at 8 a.m. on Mondays and has previously disabled the audio-visual output system for the rear passenger seats, this historical use can be considered, and in the current scenario where the same particular driver drives the vehicle at 8 a.m. on Mondays, the auxiliary electrical system for the rear passenger seats can automatically operate in power-saving mode.

[0027] The current context can indicate the vehicle's usage time. Therefore, usage context signals can include inputs indicating that the vehicle should be driven at the indicated time, such as a pre-set unlock signal or engine start signal, or a pre-set trip signal. Advantageously, the instruction to drive the vehicle can be provided in different ways.

[0028] A power-saving control signal, output to at least one auxiliary electrical system to cause it to operate in power-saving mode, can be determined based on operating parameters retrieved from the usage log. These operating parameters indicate the historical operation of at least one of the multiple auxiliary electrical systems in power-saving mode during a matching historical usage period of the vehicle. Advantageously, the control system can not only determine that the auxiliary electrical system should operate in power-saving mode, but also retrieve previously determined operating parameters stored in the usage log and provide these operating parameters to the auxiliary electrical system, for example, rather than making a determination of what the operating parameters should be.

[0029] The current context can indicate the identified identity of the current user of the vehicle; and the determination of the predicted usage level can include: using usage logs stored in a storage device to identify the vehicle's history of use by the current user; and using the usage logs to identify at least one of a plurality of auxiliary electrical systems that was historically operated by the current user in power-saving mode.

[0030] Advantageously, the operation of one or more auxiliary electrical systems in power-saving mode can be performed based on the individual preferences of a particular user. For example, the control system can determine to operate the rear interior lights of the vehicle in power-saving mode when the vehicle is in daylight. However, if a particular user prefers to operate the rear interior lights in the default power mode even when the vehicle is in daylight, this preference can be stored in the usage log, and the user preference for operating the interior lights can be executed when the vehicle is identified as being used by that particular user.

[0031] Use case signals may include inputs that indicate user identity, such as: unlock signals from a personal device associated with the user, input of personal credentials indicating user identity, or biometric detection and identification of the vehicle user (e.g., facial scanning, fingerprint, or password input). Advantageously, user identity can be detected in different ways.

[0032] A power-saving control signal can be determined based on operating parameters retrieved from a usage log stored in a storage device, which are output to at least one auxiliary electrical system to enable the at least one auxiliary electrical system to operate in a power-saving mode. These operating parameters indicate historical operations performed by the current user on at least one of a plurality of auxiliary electrical systems. Advantageously, the control system can not only determine that the auxiliary electrical system should operate in power-saving mode, but also retrieve previously determined operating parameters stored in the usage log and provide these operating parameters to the auxiliary electrical system, for example, rather than determining what the operating parameters should be.

[0033] The current situation can indicate the determined occupant configuration of the vehicle; and the determination of the predicted usage level includes identifying at least one auxiliary electrical system configured to provide functionality at the location of one or more occupants in the vehicle. Advantageously, it can be determined which / which of the auxiliary electrical systems should operate in power-saving mode based on the occupant configuration of the vehicle. For example, if it is determined that there are no occupants in the rear passenger seats, then the infotainment system or audio output device configured to provide output to these rear passenger seats can operate in power-saving mode.

[0034] Determining the predicted usage level may include identifying at least one additional auxiliary electrical system configured not to provide functionality at locations in the carriage other than the locations of the one or more occupants. Advantageously, if it is determined that there are no occupants at a particular location, the auxiliary electrical system configured to provide functionality at that location may operate in a power-saving mode.

[0035] Usage context signals may include inputs indicating one or more occupants located in the vehicle compartment. Occupant status signals can be generated based on one or more of the following: a seatbelt engagement signal indicating that the seatbelt is fastened in its position within the compartment; a pressure sensor signal indicating the occupant weight applied to the seat position within the compartment; and an image capture signal indicating image capture of the occupant at its location within the compartment. Advantageously, the presence of occupants can be determined in various ways, including via devices already present in the vehicle.

[0036] The control system can be configured to: retrieve from storage devices the historical usage status of multiple auxiliary electrical systems during a previously predetermined time period and the corresponding historical positions of one or more occupants in the car during the previously predetermined time period; and determine a predicted usage level based on the determined position of one or more occupants in the car matching the historical positions of one or more occupants in the car during the previously predetermined time period and the corresponding historical usage status of the multiple auxiliary electrical systems.

[0037] Advantageously, the vehicle's context can be based on the vehicle's historical usage of determined occupant conditions, and after determining that the occupant conditions are the same as those in the historical records, the vehicle's context can be taken into account when determining which / which auxiliary electrical systems should operate in power-saving mode.

[0038] When operating in power-saving mode, at least one auxiliary electrical system can be shut down. Advantageously, the auxiliary electrical system determined to be operating in power-saving mode can be shut down such that the power consumed by the auxiliary electrical system is substantially zero. For example, the system can be shut down, or can be operated in a hibernation mode where it cannot provide functionality unless input is made to turn the system on.

[0039] When operating in power-saving mode, at least one auxiliary electrical system can be activated and configured to provide a reduced range of functions compared to operation in the default power mode. For example, the infotainment system may provide only audio output without visual output, or the seat heater may provide heating only in a portion of the seat. Advantageously, the auxiliary electrical system can operate in power-saving mode by reducing the number of functions it can provide, for example, by allowing the auxiliary electrical system to operate in a basic or restrictive manner, thereby reducing the power consumed by the auxiliary electrical system while allowing the provision of limited functions.

[0040] When operating in power-saving mode, at least one auxiliary electrical system can be turned on and configured to provide a default level of functionality with reduced output power compared to operation in default power mode [e.g., a dimmer infotainment screen, seat heaters heated to a lower temperature]. Advantageously, the auxiliary electrical system can operate in power-saving mode by maintaining the number of functions it can provide but reducing the power requirements for providing those functions compared to operation in default power mode. For example, the magnitude of the output provided by the auxiliary electrical system can be reduced compared to operation in default power mode (e.g., a dimmer screen brightness or lower audio output).

[0041] Multiple auxiliary electrical systems may not be directly powered by the vehicle's traction battery. For example, multiple auxiliary electrical systems can be configured to operate at low voltages, such as 12 V. Advantageously, the "low-power" function provided by the vehicle can be controlled to operate in a power-saving mode.

[0042] Multiple auxiliary electrical systems may include: infotainment input / output devices, interior lights, exterior lights, speakers, heaters, air conditioning, seat heaters, and seat ventilators. Advantageously, various auxiliary electrical systems can be controlled by a control system to allow for the flexibility of providing the user's expected predictable usage levels while also saving energy.

[0043] The predicted usage level of multiple auxiliary electrical systems in a vehicle can be one of a plurality of predetermined predicted usage levels. For example, each of the multiple auxiliary electrical systems can have six predicted usage levels (0 to 5), where each level corresponds to a range of power consumption of the auxiliary electrical system operating at that predicted usage level. Advantageously, the predicted usage level of the auxiliary electrical systems can be used to determine how one or more of the auxiliary electrical systems operate in a power-saving mode. As an example, in a fully loaded vehicle scenario, the predicted usage level of the infotainment system in the vehicle can be the highest level, such as level 5 out of 5, while in a scenario with only one driver or passenger, the usage level of the infotainment system can be the lowest level, capable of providing only functions to the driver, such as level 1 out of 5.

[0044] The control system can also be configured to output indication signals to an output device, which in turn provides the vehicle occupants with an indication that at least one auxiliary electrical system is operating in power-saving mode. Advantageously, informing the user of the operation of the auxiliary electrical systems in power-saving mode helps avoid concerns or confusion about why those systems are not operating in the default power mode, and increases the user's confidence in the operation of the auxiliary electrical systems in a context-relevant manner.

[0045] The control system can also be configured to receive user over-control input signals to cause at least one auxiliary electrical system operating in power-saving mode to operate in default power mode. Advantageously, the user can manually control the operation of the auxiliary electrical systems and, if desired, can select one or more auxiliary electrical systems to operate in power-saving mode.

[0046] The control system can also be configured to: determine an estimated difference in the vehicle's driving range between operating at least one auxiliary electrical system in a default power mode and operating at least one auxiliary electrical system in a power-saving mode; output a driving range difference indication signal to an output device; and cause the output device to output an indication to the vehicle occupants of the driving range difference caused by operating at least one auxiliary electrical system in the default power mode compared to operating it in the power-saving mode. Advantageously, the power saved by operating the auxiliary electrical system in the power-saving mode, which is the opposite of the default power mode, can contribute to the vehicle's driving range, and this contribution can be indicated to the user.

[0047] Multiple auxiliary electrical systems may include multiple different auxiliary electrical systems configured to provide functions at the same location in the passenger compartment, such as seat heaters, seat coolers, HVAC vents, lighting (e.g., interior lights) and infotainment systems.

[0048] Multiple auxiliary electrical systems may include multiple identical auxiliary electrical systems located in multiple different locations within the carriage, such as multiple infotainment screens for viewing from different seats within the carriage.

[0049] According to one aspect of the invention, a system is provided comprising: any control system disclosed herein; and a plurality of auxiliary electrical systems. Advantageously, the control system and the plurality of auxiliary electrical systems can be provided and installed in a vehicle.

[0050] According to one aspect of the invention, a vehicle is provided that includes any system or control system disclosed herein. Advantageously, the vehicle may include multiple auxiliary electrical systems, which can be controlled according to the control system to save electrical energy and to operate one or more of the auxiliary electrical systems in a power-saving mode.

[0051] According to one aspect of the present invention, a method for controlling a plurality of auxiliary electrical systems of a vehicle is provided, wherein the plurality of auxiliary electrical systems can be controlled to operate in multiple power modes, the multiple power modes including a default power mode and a power-saving mode that uses less power compared to the default power mode, the method comprising: receiving a usage scenario signal indicating a current situation of the vehicle; determining a predicted usage level of the plurality of auxiliary electrical systems of the vehicle based on the current situation of the vehicle; determining, based on the predicted usage level, that at least one of the plurality of auxiliary electrical systems operates in a power-saving mode; and outputting a power-saving control signal to at least one of the plurality of auxiliary electrical systems to cause at least one auxiliary electrical system to operate in the power-saving mode.

[0052] According to one aspect of the invention, computer-readable instructions are provided that, when executed by one or more processors, cause one or more processors to perform any of the methods disclosed herein.

[0053] Within the scope of this application, it is expressly intended that all aspects, embodiments, examples, and alternatives set forth in the foregoing paragraphs, in the claims, and / or in the following description and drawings, and in particular their various features, may be adopted independently or in any combination. That is, all embodiments and / or features of any embodiment may be combined in any manner and / or combination, unless such features are incompatible. The applicant reserves the right to amend any originally filed claim or accordingly file any new claim, including the right to modify any originally filed claim to be subordinate to any other claim and / or incorporated into any other claim, even though it was not initially claimed in this manner. Attached Figure Description

[0054] One or more embodiments of the invention will now be described by way of example only with reference to the accompanying drawings, in which:

[0055] Figure 1 A vehicle according to an example of the present invention is shown;

[0056] Figure 2 A method for controlling multiple auxiliary electrical systems of a vehicle according to an example of the present invention is shown;

[0057] Figure 3 A control system for controlling multiple auxiliary electrical systems of a vehicle, according to an example of the present invention, is shown;

[0058] Figure 4 A control system for controlling multiple auxiliary electrical systems of a vehicle, according to an example of the present invention, is shown;

[0059] Figures 5A to 5D Examples of power consumption are shown in different scenarios according to the invention, where the auxiliary electrical system operates in a default mode and at least one of the auxiliary electrical systems operates in a power-saving mode.

[0060] Figure 6 An example relationship is shown, according to the invention, between the power consumed by the vehicle's auxiliary electrical system and the remaining state of charge of the vehicle's energy sources; and

[0061] Figure 7 An example of a system including a control system and multiple auxiliary electrical systems according to the present invention is shown. Detailed Implementation

[0062] Various features and assistance functions are known to be provided in vehicles to offer a comfortable experience and journey for drivers and passengers. Such features include temperature control, lighting, visual output, audio output, and other in-vehicle features.

[0063] Such auxiliary features are powered by the vehicle's electrical storage system. Powering more auxiliary features consumes more electrical energy. Using electrical energy to power auxiliary features means that less electrical energy is available for using the necessary features and / or, particularly, in the case of electric or hybrid vehicles, less electrical energy is available for propelling the vehicle. In passenger electric vehicles, auxiliary features typically operate on a low-voltage system (e.g., a 12V power supply). Typically, auxiliary features operate when the vehicle is fully occupied. While these auxiliary features contribute to the comfort and convenience of occupants and the driver, they consume electrical energy even when not actively used. Therefore, fully operating auxiliary features results in a loss of electrical energy, even if they do not necessarily contribute to the experience of the driver and any passengers during vehicle use.

[0064] The examples disclosed herein provide context-appropriate functionality based on auxiliary features, with the aim of improving energy utilization of the vehicle's energy storage devices while maintaining the functionality perceived by vehicle occupants as provided by those auxiliary features. For example, if the vehicle is intended for use in sunlight, the functionality provided by the lights as an auxiliary system can be suspended or reduced, as occupants may prefer not to operate the lights while using the vehicle in sunlight and to save power by not operating the lights (or at least operating them in a reduced power mode, etc.). It should be understood that there are a range of scenarios and methods for managing the operation of auxiliary systems within a vehicle that provide power-saving benefits, as covered by the examples disclosed herein.

[0065] Examples of auxiliary systems that can operate in a reduced power mode include:

[0066] • An infotainment system, which may include a large touchscreen, a music system, and a processor. Power consumption by the infotainment system can be reduced by dimming the display, lowering the audio volume, and / or turning off unused features (such as navigation) when not in use.

[0067] • Ambient lighting (including “mood lighting”) can be available and consume power. The ability to provide adjustable brightness levels or turn off specific lighting areas, compared to turning all lights on by default, enables a personalized experience while reducing power consumption.

[0068] Temperature control systems (such as heated and ventilated seats) consume power to operate. Providing timed settings or operating based on detected vehicle occupant conditions helps reduce the power consumption of these features.

[0069] Other auxiliary features, such as lighting units with adjustable brightness and automatic power windows, contribute to overall power consumption and can operate in a reduced power mode depending on the situation.

[0070] By implementing context-sensitive controls (such as partial operation options or disabling functions), more fuel-efficient vehicles can be provided without sacrificing user experience. This is beneficial for conventional fuel vehicles, hybrid vehicles, and electric vehicles. For electric vehicles in particular, increased driving range is desirable, and this is facilitated by operating assistive functions that do not significantly contribute to vehicle usability without using electricity. Conventional fuel vehicles can benefit from improved fuel economy through enhanced power management.

[0071] Figure 1 A vehicle 100 according to an embodiment of the present invention is shown. The vehicle 100 includes, as follows: Figure 3 and Figure 4 The control system 300 shown serves as, for example, Figure 7This is part of a system 700 having multiple auxiliary electrical systems 350. The auxiliary electrical systems 350 can be controlled by a control system 300 to save electrical energy by operating one or more of the auxiliary electrical systems 350 in a power-saving mode.

[0072] It should be understood that the term "power-saving mode" as used herein refers to operating the auxiliary electrical system in a way that consumes less power than when operating in the default or standard operating mode, based on the current situation of the vehicle. It refers to a single "power-saving" phenomenon that can be achieved by a vehicle set to operate in a so-called "economy mode" or "efficiency mode," whereby the vehicle operates, for example, by adjusting engine and transmission parameters and / or reducing throttle response, in a way that reduces fuel consumption and encourages a more economical driving style. One or more "power-saving modes" may alternatively be referred to as "power management modes," as operating the auxiliary electrical system in this mode can improve power management by avoiding or reducing unnecessary power supply due to the current situation of the vehicle.

[0073] Multiple auxiliary electrical systems 350 may not be directly powered by the vehicle 100's traction battery. For example, multiple auxiliary electrical systems 350 may be configured to operate at low voltages (e.g., 12 V) via an auxiliary power supply. Multiple auxiliary electrical systems 350 may include, for example, infotainment input / output devices, interior lights, exterior lights, speakers, heaters, air conditioning, seat heaters, and seat ventilators. These various auxiliary electrical systems 350 can be controlled by the control system 300 to provide flexible and context-dependent levels of functionality, while also conserving power by reducing the functionality of the auxiliary electrical systems 350 (and thus the power consumed), where, depending on the current context of the vehicle 100, the auxiliary electrical systems contribute nothing (or their contribution is negligible) to the perception functions provided by the vehicle.

[0074] Multiple auxiliary electrical systems 350 may include multiple different auxiliary electrical systems configured to provide functionality (e.g., for use by specific occupants of the carriage) at the same location within the carriage, such as seat heaters, seat coolers, HVAC vents, lighting (e.g., interior lights), and infotainment systems. Multiple auxiliary electrical systems may also include multiple auxiliary electrical systems of the same type located at multiple different locations within the carriage, such as multiple infotainment screens for viewing from different seats within the carriage.

[0075] Figure 2 A method for controlling multiple auxiliary electrical systems of a vehicle according to an embodiment of the present invention is illustrated. Method 200 is for controlling vehicle 100 (e.g., Figure 1A method for multiple auxiliary electrical systems 350 of the vehicle 100 shown, wherein the multiple auxiliary electrical systems can be controlled to operate in multiple power modes, including a default power mode and a power-saving mode that uses less power compared to the default power mode. Method 200 can be... Figure 3 and Figure 4 The control system 300 shown is used to execute this. Specifically, refer to... Figure 4 The memory 130 may include computer-readable instructions that, when executed by the processor 120, cause the processor to perform the method 200 according to an embodiment of the present invention.

[0076] Method 200 includes receiving a usage context signal 202 indicating the current situation of vehicle 100, 210. Method 200 includes determining, 220, a predicted usage level of a plurality of auxiliary electrical systems 350 of vehicle 100 based on the current situation of vehicle 100. Method 200 includes determining, 230, that at least one of the plurality of auxiliary electrical systems 350 operates in a power-saving mode based on the predicted usage level. Method 200 includes outputting a power-saving control signal 204, 240, to at least one of the plurality of auxiliary electrical systems 350 to cause at least one auxiliary electrical system 350 to operate in a power-saving mode. (Refer to below...) Figure 3 These different steps will be described in more detail.

[0077] Figure 3 and Figure 4 A control system 300 for controlling a plurality of auxiliary electrical systems 350-1 to 350-n (also collectively referred to as reference numeral 350) of a vehicle 100 according to an embodiment of the present invention is shown. The control system 300 includes, as... Figure 4 One or more controllers 110 are shown.

[0078] The control system 300 is used to control multiple auxiliary electrical systems 350 of the vehicle. The control system 300 includes one or more processors 120, which are collectively configured to: receive a usage scenario signal 202 indicating the current situation of the vehicle 100 (210); determine, based on the current situation of the vehicle 100, that at least one of the multiple auxiliary electrical systems 350 operates in a power-saving mode; and output a power-saving control signal 204 240 to the at least one auxiliary electrical system 350 to cause the at least one auxiliary electrical system 350 to operate in the power-saving mode. By taking into account the vehicle's usage scenario, power consumption can be reduced by operating one or more auxiliary electrical systems in power-saving mode. By operating the auxiliary electrical systems 350 according to the usage scenario of the vehicle 100, intelligent control can be performed, thereby ensuring that the user does not perceive a significant reduction in the functionality provided by the auxiliary electrical systems 350. For example, in a scenario where the vehicle is driven by a driver and there are no passengers, disabling the rear seat auxiliary electrical system reduces the overall power consumption of the vehicle's auxiliary electrical system in such a way that the driver (as the sole occupant in the front driver's seat) believes it will not affect the functions of interest provided by the auxiliary electrical system 350. It should be understood that the scenario of vehicle 100 can include a variety of different scenario factors discussed in more detail herein.

[0079] Figure 3 The control system 300 shown is configured to: receive a usage context signal 202 indicating the current situation of vehicle 100; determine, based on the current situation of the vehicle, a predicted usage level of a plurality of auxiliary electrical systems 350 of vehicle 100; determine, based on the predicted usage level, that at least one of the plurality of auxiliary electrical systems 350 operates in a power-saving mode; and output a power-saving control signal 204 240 to at least one of the plurality of auxiliary electrical systems 350 to cause at least one auxiliary electrical system to operate in a power-saving mode. For example, if the situation of vehicle 100 is that it will be driven during the day, then because vehicle 100 is being used in sunlight, the interior and exterior lighting of vehicle 100 (as auxiliary electrical systems 350) can operate in a power-saving mode. Therefore, even though at least one auxiliary electrical system 350 (i.e., lighting) operates in a context-intelligent manner in a power-saving mode, the user of vehicle 100 can perceive that the auxiliary electrical system 350 provides full or sufficient functionality. In daylight environments, the predicted usage level of lighting can be classified as “low usage”, and therefore the lighting can operate in a reduced power mode (e.g., the lights will not automatically turn on after a trigger input such as opening a door or turning off an engine, as they would when operating in their default operating mode).

[0080] like Figure 4 as well as Figure 3 As shown, the control system 300 includes one or more controllers 110, which collectively include: at least one electronic processor 120 having an electrical input for receiving an input signal 202; and at least one memory device 130 electrically coupled to the at least one electronic processor 120 and having instructions stored therein; and wherein the at least one electronic processor 120 is configured to access the at least one memory device 130 and execute the instructions on the at least one memory device in order to: receive 210 a usage scenario signal 202 indicating the current situation of the vehicle; determine 220 a predicted usage level of a plurality of auxiliary electrical systems 350 of the vehicle based on the current situation of the vehicle; determine 230, based on the predicted usage level, that at least one of the plurality of auxiliary electrical systems 350 operates in a power-saving mode; and output a power-saving control signal 204 240 to at least one of the plurality of auxiliary electrical systems 350 to cause at least one auxiliary electrical system to operate in a power-saving mode.

[0081] The control system 300 is configured to receive a usage scenario signal 202 from an input device 310 configured to indicate a vehicle scenario. The input device 310 may include, for example, a user interface through which a user can provide input indicating the scenario (e.g., a user ID, or route planning if the input device 310 is a navigation system). The input device 310 may include environmental sensors such as an ambient light sensor, precipitation sensor, temperature sensor, or humidity sensor. The input device 310 may include occupant input, for example, from a seatbelt, seat pressure sensor, or an image capture device that captures an image of the current occupant. Based on the usage scenario signal 202, the control system 300 is configured to determine a predicted usage level of a plurality of auxiliary electrical systems 350 and / or that at least one of the plurality of auxiliary electrical systems 350 operates in a power-saving mode. The control system 300 may then output a power-saving control signal 204 to control one or more auxiliary electrical systems and cause them to operate in a power-saving mode.

[0082] like Figure 1The control system 300 shown includes a controller 110; however, it should be understood that this is illustrative only, and one or more controllers are conceivable. Controller 110 includes a processing device 120 and a memory device 1130. The processing device 120 may be one or more electronic processing devices 120 operably executing computer-readable instructions. The memory device 130 may be one or more memory devices 130. The memory device 130 is electrically coupled to the processing device 120. The memory device 130 is configured to store instructions, and the processing device 120 is configured to access the memory device 130 and execute the instructions stored on the memory device.

[0083] Controller 110 includes an input device 140 and an output device 150. Input device 140 may include an electrical input 140 of controller 110. Output device 150 may include an electrical output 340 of controller 305. Input 140 is arranged to receive a usage scenario signal 202 from the input device as described above. Usage scenario signal 202 is an electrical signal indicating the current state of the vehicle. Output 150 is arranged to output a power-saving control signal 204 indicating that one or more auxiliary electrical systems 350 should operate in power-saving mode, for controlling the auxiliary electrical systems 350 and causing them to operate in power-saving mode.

[0084] In some examples, the control system 300 can be configured to: determine, based on a predicted usage level, that another auxiliary electrical system among a plurality of auxiliary electrical systems 350 will operate in a default power mode; and output a default power control signal to said other auxiliary electrical systems to cause them to operate in the default power mode. That is, for example, in a scenario where driving is in warm weather and there are passengers in the rear seats, the rear seat heaters can be made to operate in a power-saving mode (because the weather is warm) by transmitting a power-saving control signal 204 to the rear seat heaters. However, since there are passengers in the rear seats, the infotainment systems used by the rear seat passengers can be controlled to operate in a default power mode and provide full functionality by transmitting a default power control signal to each rear seat infotainment system. Therefore, depending on the context of the vehicle 100, the auxiliary electrical systems 350 in the vehicle can each operate in either a default power mode or a power-saving mode.

[0085] When operating in power-saving mode, at least one auxiliary electrical system 350-1 to 350-n can be shut down. Advantageously, the auxiliary electrical systems 350-1 to 350-n determined to operate in power-saving mode can be shut down such that their power consumption is essentially zero. For example, the auxiliary electrical systems can be shut down, or they can be operated in a pause mode without providing any function unless input is made to turn the system on.

[0086] When operating in power-saving mode, at least one auxiliary electrical system 350-1 to 350-n can be activated and configured to provide a reduced range of functions compared to operation in default power mode. For example, an infotainment system may provide only audio output without visual output, or a seat heater may provide heating to only one part of the seat. When operating in power-saving mode, at least one auxiliary electrical system 350-1 to 350-n can be activated and configured to provide a default level of functionality with reduced output power compared to operation in default power mode. For example, adjusting the frequency balance in the audio output and / or the brightness of the visual display may be limited to a level below the maximum possible output frequency range / brightness limit.

[0087] In some examples, the power consumed by at least one auxiliary electrical system 350 operating in power-saving mode may be less than 50% of the power consumed by at least one auxiliary electrical system 350 operating in default power mode. For example, an infotainment system operating in default mode may consume three times the electrical energy consumed in power-saving mode. In some examples, as part of a plurality of auxiliary electrical systems 350, at least one auxiliary electrical system 350 operating in power-saving mode may cause the power consumed by the plurality of auxiliary electrical systems 350 to be less than 50% of the power consumed by all the auxiliary electrical systems operating in default power mode. For example, there may be a group of ten auxiliary electrical systems 350, and two of these ten systems may operate in their respective power-saving modes while the remaining eight systems operate in default power mode, which may cause this group of ten systems to consume less than half the power compared to the same ten systems operating in their respective default power modes. In some examples, the power consumption of the plurality of auxiliary electrical systems 350 operating in power-saving mode may be less than 50% of that of the plurality of auxiliary electrical systems 350 operating in default power mode. In other words, a subgroup of auxiliary electrical systems 350 included in a vehicle's HVAC system may consume less than half the power when all of them operate in their respective power-saving modes compared to when all of the auxiliary electrical systems 350 in that subgroup operate in their default power modes. Of course, in other examples, the power saving may be greater than or less than 50%. Advantageously, the power used by one or more of the auxiliary electrical systems operating in power-saving mode may be at most half (or some other fraction less than 1) of the power used by the auxiliary electrical systems operating in their default power modes.

[0088] In a broader sense, the current context can indicate the vehicle's environment and usage. The vehicle's context can be determined in different ways to identify the predicted usage level of the auxiliary electrical system 350 in that context, enabling the power demand of the auxiliary electrical system 350 to be reduced by intelligently operating those systems 350 in a context-appropriate manner.

[0089] For example, the current context of a vehicle may include a planned trip for vehicle 100. The planned trip may be a trip input via user interface 310, such as a trip input to a route planning device (e.g., the vehicle's satellite navigation system). In such an example, the usage context signal 202 provided to the control system 300 can be considered to include input instructing the vehicle to travel along a planned route generated by the route planning device. The user may input a route to the vehicle's route planning system, and this route can be used as input to the control system 300 to provide the usage context signal 202 for determining that one or more auxiliary electrical systems 350 operate in power-saving mode to conserve energy stored in vehicle 100. By planning the trip, factors of the upcoming journey can be considered, such as the distance to be traveled, the terrain to be traversed, changes in altitude, the gradient of the road to be traveled, and other factors that may particularly affect the vehicle's energy consumption.

[0090] In the example of the planned trip of vehicle 100 in the current context, a determination 220 of the predicted usage level can be performed based on the planned trip to determine that at least one of the multiple auxiliary electrical systems 350 operates in a power-saving mode so that the energy used by the multiple auxiliary electrical systems 350 does not exceed a predetermined energy threshold of the planned trip.

[0091] For example, the scenario could be a short planned trip to a user's home or other location with an electric vehicle supply system available to recharge the vehicle's energy storage devices, and the user might park the vehicle there for a period of time during which it can be recharged. In this example, it can be predicted that the user is not interested in conserving energy stored in vehicle 100 (e.g., to increase the vehicle's range) because the vehicle is only traveling a short distance and can be recharged at the destination. Therefore, one or more auxiliary electrical systems 350 determined to be of least interest to the user can operate in a power-saving mode, while other auxiliary electrical systems 350 operate in a default power mode to provide full-range or near-full-range functionality, without needing to conserve available energy for propelling the vehicle where possible.

[0092] As another example, in scenarios involving long planned trips (e.g., exceeding one hour, exceeding 100 km, anticipated use of more than 75% of the vehicle's fully charged energy storage, or exceeding some other threshold measure of trip length), and / or in scenarios where the user indicates they do not wish to stop to recharge the vehicle's energy storage if possible (e.g., to save total trip time or avoid using public charging stations), it can be determined that the user may want to drive without stopping to recharge the vehicle's energy storage. Therefore, it can be predicted that the user may want to conserve energy as much as possible to extend the vehicle's driving range, and thus at least some of the multiple auxiliary electrical systems 350 can operate in a power-saving mode to prevent energy from being used to power those systems 350, instead using energy to propel the vehicle to complete its planned trip, thereby advantageously without affecting powertrain performance.

[0093] Advantageously, in the context of a planned trip, the predicted power demand of multiple auxiliary electrical systems 350 can be determined based on the planned trip, and one or more of the auxiliary electrical systems 350 can operate in a power-saving mode.

[0094] In some examples, a more granular approach to controlling the operation of auxiliary electrical systems in power-saving modes can be implemented. For example, the determination of predicted usage level 220 can be performed based on a planned trip to: determine that at least one of a plurality of auxiliary electrical systems 350 operates in a first power-saving mode based on the predicted energy consumption for performing the planned trip being higher than a first energy consumption threshold; and determine that at least one of the plurality of auxiliary electrical systems 350 operates in a second power-saving mode based on the predicted energy consumption for performing the planned trip being higher than a second energy consumption threshold greater than the first energy consumption threshold, in which the second power-saving mode consumes less power compared to the first power-saving mode. For example, if the planned trip is for a distance not exceeding 10 km, no auxiliary electrical system operates in power-saving mode. For planned trip distances between 10 km and 50 km, one or more auxiliary electrical systems operate in the first power-saving mode (e.g., a first number of systems operate in power-saving mode, and / or systems operate in the first power-saving mode to provide a first reduced level of functionality compared to operation in the default operating mode). For planned travel distances exceeding 50 km, one or more auxiliary electrical systems operate in a second power-saving mode, providing greater power savings than operation in the first power-saving mode (e.g., a second, larger number of systems operate in power-saving mode, and / or systems operate in the second power-saving mode to provide a second, further reduced level of functionality compared to operation in the default operating mode). It will be understood that different levels of power savings can be achieved based on one or more criteria for the planned travel distance.

[0095] Such a fine-grained approach can be adopted based on the predicted energy consumption for planned trip estimation as discussed above, and / or it can also be adopted based on one or more other contextual factors. For example, a set of auxiliary electrical systems 350 can operate in a first power-saving mode based on the location of the occupants in the vehicle, and can further operate in or not in a second power-saving mode based on the driver's identity. It will be understood that there are many combinations of factors that can be taken into account in the context of the vehicle and can be used as inputs to determine how to operate the auxiliary electrical systems in a context-dependent manner, thereby saving power without sacrificing relevant functionality.

[0096] As another example of a scenario, the current scenario of a vehicle may include the current usage time of vehicle 100. "Usage time" is intended to refer to a point in time within a calendar cycle, which could be a time of day (e.g., 7:00 AM), a day of the week (e.g., Monday, weekend), a month of the year (e.g., January), etc. In some examples, a scenario including vehicle usage time may also be understood to refer to a predicted length of vehicle usage time, such as an approximate duration or a duration within or above / below a predetermined upper / lower limit (e.g., a trip of approximately 10 minutes, a trip of approximately 1 hour, a trip between 5 and 15 minutes, a trip exceeding 2 hours, a trip less than 15 minutes, etc.). In such an example, usage scenario signal 202 may include input provided by the user indicating that the vehicle should be driven at the indicated time, such as an unlock signal, an engine start signal, or a predetermined trip signal. Therefore, instructions to drive the vehicle can be provided in various ways.

[0097] In such an example, determining the predicted usage level 220 may include: using a usage log stored in storage device 320 to identify historical usage times corresponding to the vehicle's current usage time; and using the usage log to identify at least one of a plurality of auxiliary electrical systems operating in power-saving mode during the corresponding historical usage time of the vehicle. In some examples, the usage log may store the context along with indications of one or more auxiliary electrical systems operating in power-saving mode and operating parameters (e.g., current, operating duration) to be used to operate the auxiliary electrical systems. Thus, control system 300 may utilize past operating parameters to control the vehicle's systems in a manner similar to trips corresponding to usage at the same time and / or on the same day. Storage device 320 may include, for example, vehicle local memory (e.g., memory 130 of control system 300 or external memory connected to control system 300), or memory of the vehicle remote from the control system and to which the control system can communicate via a wireless communication channel (e.g., a remote server or the cloud).

[0098] In other words, a power-saving control signal 204 can be determined based on the operating parameters retrieved from the usage log, which is output to at least one auxiliary electrical system 350 to cause at least one auxiliary electrical system 350 to operate in power-saving mode. The operating parameters indicate the historical operation of at least one of the multiple auxiliary electrical systems 350 in power-saving mode during a matching historical usage time of the vehicle 100. Therefore, the control system 300 can not only determine that the auxiliary electrical system will operate in power-saving mode, but also retrieve previously determined operating parameters stored in the usage log and provide these operating parameters to the auxiliary electrical system, for example, rather than making a determination of what the operating parameters should be. In terms of "matching," it will be understood that a match between historical usage time and current usage time may occur within a matching time window, for example, the historical time and current time may be within 15 minutes (or 30 minutes, or other time windows), or the historical date and current date may be within a specific date window (e.g., within a week, or within the same month).

[0099] For example, if the logs include records showing that the vehicle was previously driven around 7 a.m. on Monday, and during those trips, the vehicle's occupants opted to disable the rear-view infotainment system, that information could be used to automatically disable the rear-view infotainment system for subsequent trips around 7 a.m. on Monday. In this example, disabling the system reduces power consumption.

[0100] In some examples, the control system 300 may be configured to retrieve from storage device 320 the historical usage status of multiple auxiliary electrical systems over a previously predetermined time period (e.g., a previous week, month, three-month period, year, etc.), and the corresponding historical positions of one or more occupants in the vehicle compartment during the previously predetermined time period (e.g., driver and passenger in the front passenger seat; driver and no passenger; driver and two occupants on the left and right sides of the rear seats). The control system 300 can then determine a predicted usage level based on matching the currently determined position of one or more occupants in the vehicle compartment with their historical positions during the previously predetermined time period and based on the corresponding historical usage status of the multiple auxiliary electrical systems. Therefore, the auxiliary electrical systems 350 can operate similarly to previous operations for the same occupant situation.

[0101] In other examples, the control system 300 may consider both a predicted usage level of the auxiliary electrical system 350 based on a first contextual factor and a predicted usage level of the auxiliary electrical system 350 based on a second contextual factor. The first contextual factor is used to reduce the system's power consumption compared to operation in the default operating mode, while the second contextual factor is used to increase the system's power consumption compared to operation based solely on the first contextual factor, but still reduces the system's power consumption compared to operation in the default operating mode. For example, the first contextual factor could be that the vehicle is in sunlight, and the control system 300 could determine to prevent the vehicle's interior and exterior lights from illuminating (which are the default lighting operation) when the door is being opened. However, the second contextual factor could be the identity of the user unlocking the door (e.g., identified via a personal key fob or device used to unlock the door), which, based on the user's historical use of the vehicle during the day (e.g., retrieved from a usage log stored in storage device 320), indicates that the particular user desires the interior lights to be on even in sunlight. Therefore, the first contextual factor will achieve a first power saving by not turning on any lights, and the second contextual factor will achieve a second, smaller power saving for the identified user by turning on the internal lights. At the same time, considering only the first contextual factor or both the first and second contextual factors, the lighting will be operated with less power compared to the case where it operates in the default mode.

[0102] In this way, when in a matching current context, historical power-saving usage of multiple auxiliary electrical systems can be considered by taking into account their historical usage. In a sense, the control system 300 can therefore operate using machine learning to control the auxiliary electrical systems, by using training data in the form of historical data stored in usage logs to control the auxiliary electrical systems in a similar manner to the historical context in the current context.

[0103] As another example of the current context mentioned above, the current context of vehicle 100 may include the identified identity of the current user of the vehicle, such as the driver. In such an example, determining the predicted level of use may include: using a usage log stored in storage device 320 to identify historical usage of vehicle 100 by the current user; and using that usage log to identify at least one of a plurality of auxiliary electrical systems historically operated by the current user in power-saving mode. Thus, user preferences may be considered along with identified potentially desired functions. Desired functions may be determined based on one or more other contextual factors. Therefore, while maximizing power savings by operating one or more auxiliary electrical systems in power-saving mode, expected or preferred functions may be provided to the user. In such an example, the usage context signal 202 may include input indicating user identity, such as an unlock signal from a personal device associated with the user, input of personal credentials indicating user identity, or biometric detection and identification of the vehicle user (e.g., via facial scanning, fingerprint, password entry, etc.).

[0104] As another example of the scenarios mentioned above, the current situation of the vehicle can include the determined occupant situation. By determining the location of the occupants in the vehicle compartment, auxiliary electrical functions serving the occupant's location can be operated in a default operating mode, while in the absence of detected occupants, the auxiliary electrical functions serving said location can be operated in a power-saving mode. Therefore, in the example where the current situation indicates the determined occupant situation of the vehicle, the determination of the predicted usage level can include identifying that at least one auxiliary electrical system is configured to provide functionality at one or more occupant locations in the vehicle, and / or identifying that at least one additional auxiliary electrical system is configured not to provide functionality at locations in the compartment other than those one or more occupant locations. Thus, it is possible to determine which auxiliary electrical systems operate in power-saving mode based on the vehicle's occupant situation. For example, if it is determined that there are no occupants in the rear passenger seats, the infotainment system or audio output device configured to provide output to those rear passenger seats can operate in power-saving mode.

[0105] In such an example, the use of situation signal 202 may include input indicating one or more occupants located in the vehicle compartment. Occupant situation signals can be generated based on one or more of the following: a seatbelt engagement signal indicating that the seatbelt 310 is fastened in its position within the compartment; a pressure sensor signal indicating the occupant weight applied to the pressure sensor 310 at the seat position within the compartment; and an image capture signal indicating image capture of the occupant at the position within the compartment by the image capture device 310. It will be understood that different possible methods exist that can be used individually or in combination to determine the presence of an occupant. In some examples, the type of occupant can be considered when controlling the auxiliary electrical system to operate in a power-saving mode or a default power mode. For example, if an occupant is detected and determined to be an adult, the seat heater, as an auxiliary electrical system, can be controlled to operate in the default power mode; while if the occupant is determined to be a child or animal, the seat heater, as an auxiliary electrical system, can be controlled to operate in a power-saving mode. As another example, if the occupant is determined to be a child, the infotainment system located in the child's seat can operate in the default power mode; while if the occupant is determined to be a pet, the infotainment system can operate in the power-saving mode.

[0106] As another example of the scenarios mentioned above, the current situation of the vehicle can indicate environmental factors of the vehicle's environment. These environmental factors may include, for example, one or more of the following: light level, precipitation level, and ambient temperature. Determining the predicted usage level 220 may include: determining, based on the illuminated environment, that one or more lights of the vehicle will operate in power-saving mode, said one or more lights being one or more auxiliary electrical systems. Determining the predicted usage level 220 may include: determining, based on the presence of precipitation in the vehicle's environment, that one or more windshield wipers will operate in power-saving mode, said one or more wipers being one or more auxiliary electrical systems. Determining the predicted usage level 220 may include: determining, based on the ambient temperature, that one or more HVAC systems of the vehicle will operate in power-saving mode, said HVAC systems being one or more auxiliary electrical systems. Advantageously, lighting, dehumidification, and / or temperature systems may be controlled to operate in power-saving mode based on the detected environment; for example, providing lighting is unlikely to be particularly beneficial because the vehicle is in sunlight.

[0107] In any or all of the examples discussed above, the control system 300 can be configured to: determine, based on the predicted usage level 220, identify subgroups of multiple auxiliary electrical systems 350 operating in a power-saving mode; and output a power-saving control signal 204 to the multiple auxiliary electrical systems to cause the subgroups of auxiliary electrical systems to operate in the power-saving mode. Thus, subgroups of auxiliary electrical systems 350 can be identified and made to operate in a power-saving mode. This can be a computationally more efficient way to control each of the multiple auxiliary electrical systems compared to processing each auxiliary electrical system individually.

[0108] The desired outcome is that vehicle users are informed that the auxiliary electrical system 350 operates in either a default mode or a power-saving mode, thus eliminating confusion about why the auxiliary electrical system 350 is not always operating in its default mode (e.g., if a light is not turned on to save power, the user might mistakenly believe that the light is faulty or damaged, when in fact the light is operational, but it has been determined that its operation is not necessary in the current situation). Therefore, the control system 300 can also be configured to output an indication signal to an output device, which in turn provides the vehicle occupants with an indication that at least one auxiliary electrical system is operating in a power-saving mode. In this way, users are informed of the operation of the auxiliary electrical systems in power-saving modes, helping to avoid concerns or confusion about why these systems are not operating in their default power modes, and enhancing user confidence in the operation of the auxiliary electrical systems in a context-sensitive manner.

[0109] As illustrated in the example above, the control system 300 can also be configured to receive a user overriding input signal to cause at least one auxiliary electrical system operating in power-saving mode to operate in default power mode. Advantageously, the user can manually control the operation of the auxiliary electrical systems and, if desired, select one or more auxiliary electrical systems to operate in power-saving mode.

[0110] Users may want to understand the power-saving benefits of operating the auxiliary electrical system 350 in power-saving mode, and one such benefit is an increase in the driving range of the EV vehicle because the power not used to power the auxiliary electrical system 350 can be used to propel the vehicle along a route. Therefore, in some embodiments, the control system 300 may also be configured to: determine an estimated difference in the driving range of the vehicle 100 between operating at least one auxiliary electrical system 350 in a default power mode and operating at least one auxiliary electrical system 350 in a power-saving mode, and output a range difference indication signal to an output device (e.g., a display of the vehicle or the user's personal electronic device) and cause the output device to output an indication to the occupants of the vehicle of the difference in driving range caused by operating at least one auxiliary electrical system in the default power mode compared to operating in the power-saving mode. Advantageously, the power saved by operating the auxiliary electrical system in power-saving mode compared to the default power mode can contribute to the driving range of the vehicle 100, and this contribution can be indicated to the user.

[0111] Figures 5A to 5D Radar graphs are shown illustrating different examples of auxiliary electrical systems 350 that operate in power-saving modes in various ways depending on the vehicle occupant situation. It will be understood that such graphs can also be determined for other situations. Each radar graph includes six points representing the following different auxiliary electrical systems 350: climate comfort / HVAC system 502, cabin air quality / air filtration system 504, infotainment system 506, audio output 508, active noise cancellation, vibration and harshness (NVH) system 510, and interior lighting system 512 (of course, other systems may be included in other examples, and not all of these systems may be included in other examples). Figures 5A to 5D The predicted usage level of multiple auxiliary electrical systems 350 in the vehicle is shown to be one of multiple predetermined predicted usage levels (e.g., levels from 0 to 5).

[0112] Each system 502 to 512 is indicated as having possible operating modes, with associated power consumption ranging from zero (i.e., off and not consuming power) to increasing power consumption in modes one, two, three, four, and five (which are the system's default power consumption modes). On each diagram, the system's power demand 516 is indicated by dashed lines, and the perceived operation 514 by the vehicle's occupants is indicated by dotted lines.

[0113] Figure 5AAs shown, without any systems operating in power-saving mode, the climate comfort / HVAC system 502 has a high power requirement of 5, the cabin air quality / air filtration system 504 has a high power requirement of 4, the infotainment system 506 has a high power requirement of 5, the audio output system 508 has a high power requirement of 5, the active NVH system 510 has a high power requirement of 4, and the interior lighting system 512 has a high power requirement of 4. For all systems, perception operation 514 is determined to be high (all systems are at level 5 except for the infotainment system 506, where perception operation 514 is level 4).

[0114] Figure 5B As shown, by operating the system in power-saving mode based on a scenario with one driver occupant and no other occupants, the climate comfort / HVAC system 502 has a low power requirement of 2, the cabin air quality / air filtration system 504 has a low power requirement of 2, the infotainment system 506 has a low power requirement of 2, the audio output system 508 has a low power requirement of 1, the active NVH system 510 has a low power requirement of 1, and the interior lighting system 512 has a low power requirement of 2. However, for all systems, the perception operation 514 is still determined to be high (all systems are at level 5 except for the infotainment system 506, which has a perception operation 514 of level 4).

[0115] Figure 5C As shown, when operating the system in power-saving mode based on a scenario with one driver occupant, one front passenger occupant, and no other occupants behind the front passenger, the climate comfort / HVAC system 502 has a medium power requirement of 3, the cabin air quality / air filtration system 504 has a low power requirement of 2, the infotainment system 506 has a low power requirement of 2, the audio output system 508 has a low power requirement of 2, the active NVH system 510 has a low power requirement of 2, and the interior lighting system 512 has a medium power requirement of 3. However, again, for all systems, the perceived operation 514 is still determined to be high (all systems are at level 5 except for the infotainment system 506, which has a perceived operation 514 at level 4).

[0116] Figure 5DAs shown, by operating the system in power-saving mode based on a fully loaded vehicle scenario (with a driver, front passenger, and three second-row occupants), the climate comfort / HVAC system 502 has a high power requirement of 5, the cabin air quality / air filtration system 504 has a high power requirement of 4, the infotainment system 506 has a high power requirement of 5, the audio output system 508 has a high power requirement of 5, the active NVH system 510 has a high power requirement of 4, and the interior lighting system 512 has a high power requirement of 4. For all systems, the perception operation 514 is also determined to be high (all systems are at level 5 except for the infotainment system 506, which has a perception operation 514 of level 4), as expected, since all seating positions are occupied.

[0117] As can be seen, depending on the occupant situation, the functions of these auxiliary electrical systems 502 to 514 can be reduced, thereby consuming less power than when operating in the default power mode, and the sensing function of the system remains unchanged.

[0118] Figure 6 An example relationship is shown between the power 604 consumed by the vehicle's auxiliary electrical system 350 on the vertical axis and the residual state of charge 602 of the vehicle's energy source on the horizontal axis, according to an embodiment of the invention. This illustrates that the operation of the auxiliary electrical system 350 can be controlled to either a default operating mode or a power-saving mode depending on the situation of the residual state of charge of the vehicle's energy storage device. Therefore, as another example of the current situation, the current situation of the vehicle 100 may include the residual state of charge of the vehicle's energy source.

[0119] Dotted line 620 indicates the energy consumption of the auxiliary electrical system 350 when the vehicle 100 is operating in "Comfort" (i.e., full-function) mode, where there is no power-saving mode accessed through the auxiliary electrical system 350. Regardless of the state of charge 602, the function of the auxiliary electrical system 350 and therefore its energy consumption remain constant and high. Dashed line 630 indicates the energy consumption of the auxiliary electrical system 350 when the vehicle 100 is operating in "Economy" (i.e., low-function energy-saving) mode, where the auxiliary electrical system 350 operates in a constant power-saving mode regardless of the state of charge 602 of the energy storage device (i.e., regardless of the vehicle's condition). The function of the auxiliary electrical system 350 and therefore its energy consumption remain constant and low.

[0120] According to the examples disclosed herein, intelligent context-dependent power saving can be performed on the auxiliary electrical system 350 based on the state of charge 602 of the vehicle's energy storage device. As the energy stored in the energy storage device decreases (e.g., by driving the vehicle 100), the control system 300 gradually controls the operation of the auxiliary electrical system 350 to change the overall energy consumed through the auxiliary electrical system 350, thereby consuming less energy when the state of charge decreases. In this example, when 80% of the full state of charge is reached, the control system 300 controls the interior lighting system 606 to operate in a power-saving mode, causing the power 604 consumed through all auxiliary electrical systems 350 to decrease. When 70% of the full state of charge is reached, the control system 300 controls the infotainment system 608 to operate in a power-saving mode, causing the power 604 consumed through all auxiliary electrical systems 350 to decrease again. When 60% of the full state of charge is reached, the control system 300 controls the cabin air quality system 610 to operate in a power-saving mode, causing the power 604 consumed through all auxiliary electrical systems 350 to decrease again. When 40% of the full charge is reached, the control system 300 controls the climate comfort / HVAC system 612 to operate in power-saving mode, causing the power 604 consumed through all auxiliary electrical systems 350 to decrease again. When 20% of the full charge is reached, the control system 300 controls another auxiliary electrical system 616 to operate in power-saving mode, causing the power 604 consumed through all auxiliary electrical systems 350 to decrease again. At 5% charge, all auxiliary electrical systems 350 operate in power-saving mode. Of course, it will be understood that the order in which auxiliary electrical systems 350 are switched to power-saving mode and the state of charge can be changed. Such an example can be implemented in combination with one or more other examples disclosed herein (e.g., if occupant conditions are used as the context on which the control of the power mode of auxiliary electrical systems 350 is based, this may cause a shift in the state of charge value when auxiliary electrical systems 350 switch to power-saving mode, and / or a change in the order in which auxiliary electrical systems 350 switch to operate in power-saving mode).

[0121] Figure 7 A system 700 is shown, comprising a control system 300 and multiple auxiliary electrical systems 350-1 to 350-n. An input device 310 is also shown, through which a context can be provided to the control system 300 via a user context signal 202. This input device may be, for example, a sensor, a user input device, a user identification device, or other input system configured to indicate current contextual factors of the vehicle.

[0122] This disclosure illustrates various examples designed to provide a comparable level of vehicle user experience while reducing unnecessary power consumption. Power savings can be achieved by intelligently determining which features can operate with reduced power consumption based on the specific usage context of the vehicle, by reducing the power used by features identified as unnecessary for vehicle operation and user experience.

[0123] It will be understood that various changes and modifications can be made to this invention without departing from the scope of this application.

Claims

1. A control system for controlling multiple auxiliary electrical systems of a vehicle, wherein, The plurality of auxiliary electrical systems can be controlled to operate in multiple power modes, including a default power mode and a power-saving mode that uses less power compared to the default power mode. The control system includes one or more processors, which are collectively configured to: Receive a usage context signal indicating the current situation of the vehicle; Based on the current situation of the vehicle, determine the predicted usage level of the vehicle's multiple auxiliary electrical systems; Based on the predicted usage level, at least one of the plurality of auxiliary electrical systems is determined to operate in the power-saving mode; as well as A power-saving control signal is output to at least one of the plurality of auxiliary electrical systems to cause the at least one auxiliary electrical system to operate in the power-saving mode.

2. The control system according to claim 1, wherein, The power used by the at least one auxiliary electrical system operating in the power-saving mode is less than 50% of the power used by the at least one auxiliary electrical system operating in the default power mode.

3. The control system according to any of the preceding claims, wherein, The current situation indicates one or more of the following: The planned route of the vehicle; The usage time of the vehicle; The identified identity of the current user of the vehicle; and The determined occupant information of the vehicle.

4. The control system according to any of the preceding claims, wherein: The current situation indicates the planned route of the vehicle; and The determination of the predicted usage level is performed based on the planned schedule to identify at least one of the plurality of auxiliary electrical systems to operate in the power-saving mode, so that the plurality of auxiliary electrical systems do not use energy exceeding a predetermined energy threshold of the planned schedule.

5. The control system according to any of the preceding claims, wherein: The current context indicates the current usage time of the vehicle; and Determining the predicted usage level includes: Using usage logs stored in the storage device, the vehicle was identified as having been used at historical times corresponding to the vehicle's current usage time. as well as Using the usage log, at least one of the plurality of auxiliary electrical systems was identified as operating in power-saving mode during a corresponding historical usage time in the vehicle.

6. The control system according to any of the preceding claims, wherein: The current context indicates the identified identity of the current user of the vehicle; and Determining the predicted usage level includes: Using usage logs stored in a storage device, identify the vehicle's history of use by the current user; as well as Using the usage log, at least one of the plurality of auxiliary electrical systems was historically operated by the current user in power-saving mode.

7. The control system according to any of the preceding claims, wherein: The current situation indicates the determined occupant situation of the vehicle; and Determining the predicted usage level includes identifying that the at least one auxiliary electrical system is configured to provide functionality at the location of one or more occupants in the carriage.

8. The control system according to any of the preceding claims, wherein the control system is configured to: Retrieve from the storage device the historical usage status of the plurality of auxiliary electrical systems during a previously predetermined time period and the corresponding historical location of one or more occupants in the carriage during the previously predetermined time period; and The predicted usage level is determined based on the determined positions of one or more occupants in the carriage, matching them with the historical positions of one or more occupants in the carriage during the previously predetermined time period, and the corresponding historical usage status of the plurality of auxiliary electrical systems.

9. The control system according to any of the preceding claims, wherein, When operating in power-saving mode, the at least one auxiliary electrical system is shut down.

10. The control system according to any of the preceding claims, wherein, The multiple auxiliary electrical systems are not directly powered by the vehicle's traction battery.

11. The control system according to any of the preceding claims, wherein, The predicted usage level of the vehicle's multiple auxiliary electrical systems is one of multiple predetermined predicted usage levels.

12. The control system according to any of the preceding claims, wherein, The control system is also configured to output an indication signal to an output device and to provide the occupants of the vehicle with an indication of the operation of the at least one auxiliary electrical system in the power-saving mode.

13. A system comprising: The control system according to any of the preceding claims; as well as The multiple auxiliary electrical systems.

14. A vehicle comprising the system according to claim 13 or the control system according to claims 1 to 12.

15. A method for controlling multiple auxiliary electrical systems of a vehicle, wherein, The plurality of auxiliary electrical systems can be controlled to operate in multiple power modes, including a default power mode and a power-saving mode that uses less power compared to the default power mode, the method comprising: Receive a usage context signal indicating the current situation of the vehicle; Based on the current situation of the vehicle, determine the predicted usage level of the vehicle's multiple auxiliary electrical systems; Based on the predicted usage level, at least one of the plurality of auxiliary electrical systems is determined to operate in the power-saving mode; and A power-saving control signal is output to at least one of the plurality of auxiliary electrical systems to cause the at least one auxiliary electrical system to operate in the power-saving mode.

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