Electronic systems and methods

Abstract

The present disclosure relates to a method 500 of operating an electronic system 200 of a vehicle 10, the electronic system 200 comprising a controller area network (CAN) bus 270, a CAN transceiver 289 configured to transmit signals on the CAN bus and to receive signals from the CAN bus, a non-isolated power supply 250, and an isolated power supply 260. The method 500 comprises switching between operating the electronic system 200 in a first mode 510 and operating the electronic system 200 in a second mode 520. When in the first mode 510, the CAN bus 270 receives power from the non-isolated power supply 250. When in the second mode 520, the CAN bus 270 receives power from the isolated power supply 260.

Description

Technical Field

[0001] This disclosure relates to a method of operating an electronic system for a vehicle. This disclosure also relates to an electronic system comprising: a Controller Area Network (CAN) bus; a CAN transceiver configured to transmit signals on and receive signals from the CAN bus; a non-isolated power supply unit; an isolated power supply unit; and means configured to perform the method. Background Technology

[0002] An electronic system is known, comprising a controller, a DC bus (DC link), an inverter, and a motor having a rotor coupled to a mechanical load. This electronic system is typically configured to drive a mechanical load. The mechanical load may, for example, be a compressor or fan associated with a refrigeration circuit of a transport refrigeration system. The inverter may be configured to communicate with the system's controller using a controller area network (CLAN) bus.

[0003] When the inverter is running and a closed loop is formed between the inverter and the CAN bus, common-mode (CM) interference may occur on the CAN bus. This type of CM interference can cause a significant deterioration in signal quality, or even cause a complete failure of communication on the CAN bus.

[0004] The present invention was proposed in view of the above-mentioned problems. Summary of the Invention

[0005] According to a first aspect, a method is provided for operating an electronic system of a vehicle, the electronic system comprising: a controller area network (CAN) bus; a CAN transceiver configured to transmit signals on and receive signals from the CAN bus; a non-isolated power supply unit; and an isolated power supply unit; the method comprising: switching between operating the electronic system in a first mode and operating the electronic system in a second mode; wherein, when in the first mode, the CAN transceiver receives power from the non-isolated power supply unit; and when in the second mode, the CAN transceiver receives power from the isolated power supply unit. The isolated power supply unit may include inductive coupling (e.g., a transformer) or capacitive coupling.

[0006] The first mode can be a standby mode or a hibernation mode. The second mode can be a running mode or a normal mode. The electronic system may include a controller (e.g., a main application controller, MAC). The controller may be communicatively coupled to the CAN bus via the CAN transceiver.

[0007] Optionally, when in the first mode, the CAN bus does not receive power from the isolated power supply unit. Optionally, when in the second mode, the CAN bus does not receive power from the non-isolated power supply unit.

[0008] The electronic system may also include a power supply. The non-isolated power supply unit and the isolated power supply unit may each be electrically coupled to the power supply unit.

[0009] Optionally, the method includes: switching from the first mode to the second mode in response to a signal on the CAN bus.

[0010] The electronic system may include power electronic devices communicatively coupled to the CAN bus. Optionally, the controller is configured to communicate with the power electronic devices via the CAN transceiver and the CAN bus. Optionally, the power electronic devices are electrically coupled to the power source. The power electronic devices may be inverters. Optionally, the inverter is electrically coupled to a rotating electric motor.

[0011] Optionally, the non-isolated power supply unit is a secondary non-isolated power supply unit; the electronic system also includes a primary non-isolated power supply unit; and the isolated power supply unit is electrically coupled to the primary non-isolated power supply unit.

[0012] Optionally, the isolated power supply unit is electrically coupled to the power source via the primary non-isolated power supply unit. Optionally, the secondary non-isolated power supply unit is electrically coupled to the power source.

[0013] Optionally, when the electronic system operates in the second mode, the electronic system is configured such that the CAN transceiver is electrically isolated or substantially electrically isolated from the power supply. Optionally, when the electronic system operates in the second mode, the electronic system is configured such that the CAN transceiver is galvanically isolated from the power supply current.

[0014] The power source may be a DC power source. Each power supply unit may include a power converter. Each power converter may be a DC-DC power converter. Each power converter may be electrically coupled to the DC power source via a DC bus.

[0015] According to a second aspect, an electronic system for a vehicle is provided, the electronic system comprising: a controller area network (CAN) bus; a CAN transceiver configured to transmit signals on and receive signals from the CAN bus; a non-isolated power supply unit; an isolated power supply unit; and means configured to perform the method according to the first aspect. The electronic system of the second aspect may have any of the features (e.g., any combination thereof) mentioned above with respect to the method of the first aspect.

[0016] Optionally, the power supply unit is configured to at least partially perform the method according to the first aspect. The CAN transceiver may be configured to at least partially perform the method according to the first aspect. The power supply unit and the CAN transceiver may be configured to work together to perform the method according to the first aspect.

[0017] According to a third aspect, a transport refrigeration system is provided, including the electronic system described in the second aspect.

[0018] According to a fourth aspect, a vehicle is provided, including the electronic system described in the second aspect and / or the transport refrigeration system described in the third aspect.

[0019] According to a fifth aspect, a computer program is provided, comprising instructions for causing an electronic system according to a second aspect to perform the method according to a first aspect.

[0020] According to a sixth aspect, a computer-readable medium is provided having a computer program stored thereon according to the fifth aspect. Attached Figure Description

[0021] Figure 1 The vehicle shown includes a transport refrigeration system;

[0022] Figure 2 It is applicable to and Figure 1 A schematic diagram of an exemplary transport refrigeration unit (TRU) used in vehicles, the exemplary transport refrigeration unit including a vapor compression refrigeration circuit with a compressor;

[0023] Figure 3 It is applicable to and Figure 2 A schematic diagram of an exemplary electronic system used in conjunction with a transport refrigeration unit;

[0024] Figure 4 It shows the operation Figure 3 A flowchart of an exemplary method for an electronic system in the process;

[0025] Figure 5 It is a schematic diagram of a computer-readable medium on which computer programs are stored. Detailed Implementation

[0026] Figure 1 A vehicle 10, including a transport refrigeration system 20, is shown. Figure 1In one example, the transport refrigeration system 20 forms part of a highway refrigerated semi-trailer having a structure 22 supporting (or forming) at least one temperature-controlled compartment 24 configured to be cooled and / or heated by the TRU 110. The temperature-controlled compartment 24 may be in the form of multiple compartments or have multiple zones. Structure 22 includes a chassis. Vehicle 10 includes electronics 100 comprising various components disposed within a chassis underbody 105. In some examples, one or more components of electronics 100 may be integrated or incorporated into the TRU 110. Structure 22 supports the TRU 110 and the chassis underbody 105. Vehicle 10 also includes a tractor unit 14 removably coupled to the semi-trailer.

[0027] Figure 2 Schematic illustration of applicable Figure 1 A figure shows an exemplary TRU 110 of a vehicle 10 and a transport refrigeration system 20. TRU 110 includes a vapor compression refrigeration circuit 400. The vapor compression refrigeration circuit 400 includes an evaporator 408 and a condenser 404, the evaporator 408 being configured to receive heat from a temperature-controlled compartment 24 of the transport refrigeration system 20, and the condenser 404 being configured to dissipate the heat to a radiator 44 (e.g., ambient air outside the temperature-controlled compartment 24). For this purpose, the vapor compression refrigeration circuit 400 also includes a compressor 402 and an expansion valve 406. Therefore, the vapor compression refrigeration circuit 400 can be controlled to remove heat from the temperature-controlled compartment 24. TRU 110 also includes a plurality of fans 462, 464. Figure 2 In the example, a first fan 462 is associated with a condenser 404 (e.g., located adjacent to the condenser 404) to improve heat transfer at one or more surfaces of the condenser 404; and a second fan 464 is associated with an evaporator 408 (e.g., located adjacent to the evaporator 408) to improve heat transfer at one or more surfaces of the evaporator 408.

[0028] Compressor 402 is mechanically coupled to and thus configured to be driven by electronic system 200. Electronic system 200 can operate to drive compressor 402, thereby controlling vapor compression refrigeration circuit 400. Compressor 402 can be any suitable type of compressor, as understood by those skilled in the art. However, in a specific example, compressor 402 can be a reciprocating compressor (e.g., a piston compressor) or a scroll compressor.

[0029] Figure 3 This is a schematic diagram of an exemplary electronic system 200, which is particularly (but not limited to) suitable for Figure 2 The vapor compression refrigeration circuit 400 and Figure 1The vehicle 10 / transportation refrigeration system 20. An exemplary electronic system 200 includes: a DC bus 210, an inverter 220 (i.e., a power electronic device 220), a motor 230, a primary non-isolated power converter 240, a secondary non-isolated power converter 250, an isolated power converter 260, a controller local area network (CAN) bus 270, CAN transceivers 282 and 289, and a controller (e.g., a master application controller (MAC)) 290. Figure 3 In this document, communication coupling between components / devices is represented by dashed lines, while electrical coupling between components / devices is represented by solid lines. Each power converter 240, 250, 260 may be more broadly referred to as a power supply unit 240, 250, 260 (i.e., primary non-isolated power supply unit 240, secondary non-isolated power supply unit 250, and isolated power supply unit 260), or included within a power supply unit 240, 250, 260 (i.e., primary non-isolated power supply unit 240, secondary non-isolated power supply unit 250, and isolated power supply unit 260). References to non-isolated power converters 240, 250 herein should be understood as references to non-isolated power supply units 240, 250, and isolated power converter 260 herein should be understood as references to isolated power supply units 260. This disclosure contemplates providing power supply units 240, 250, 260 that do not include power converters.

[0030] The induction / asynchronous motor 230 can be more broadly referred to as motor 230 (e.g., rotating motor 230), and the inverter 220 can be referred to as DC-AC power converter 220. Power converters 240, 250, and 260 can be referred to as DC-DC power converters 240, 250, and 260.

[0031] Non-isolated DC-DC power converters 240 and 250 do not provide current isolation between their input and output sides. However, one or both of the non-isolated DC-DC power converters 240 and 250 can be configured such that, when disabled, their input side is electrically isolated from their output side, or substantially electrically isolated. For example, one or both of the non-isolated DC-DC power converters 240 and 250 can be a so-called "true-shutdown" type power converter, configured to electrically isolate its output side from its input side when disabled. It should be understood that, when disabled, a typical non-isolated DC-DC power converter can at least partially isolate its output side from its input side, at least to the extent that its output side is electrically coupled to its input side only via one or more (e.g., relatively high-resistance) parasitic electrical paths (e.g., through the body diode of the transistor included in the DC-DC converter).

[0032] Non-isolated DC-DC power converters 240 and 250 may have buck, boost, buck-boost, or Ćuk topologies, as understood by those skilled in the art. In contrast, isolated DC-DC power converter 260 provides current isolation between its input and output sides. For this purpose, isolated DC-DC power converter 260 includes inductive coupling such as a transformer (e.g., within a dual active bridge topology), as understood by those skilled in the art. Isolated DC-DC power converter 260 may also additionally or alternatively include capacitive coupling, also as understood by those skilled in the art. This coupling enables non-conductive power transfer.

[0033] MAC 290 is configured to communicate with inverter 220 using (e.g., via / through) CAN bus 270 and CAN transceivers 282, 289. In other words, MAC 290 is communicatively coupled to inverter 220 via CAN bus 270 and CAN transceivers 282, 289. For this purpose, MAC 290 is directly communicatively connected to CAN transceiver 289 (which may be referred to as MAC CAN transceiver 289), while the inverter is directly communicatively coupled to CAN transceiver 282 (which may be referred to as inverter CAN transceiver 282). Conversely, CAN transceivers 282, 289 are each directly communicatively coupled to CAN bus 270 and are therefore configured to transmit and receive signals on and from CAN bus 270. It should be understood that other CAN transceivers (not shown) may be communicatively coupled to CAN bus 270 to provide communication between other devices (also not shown).

[0034] Motor 230 is mechanically coupled to compressor 402 and is therefore configured to drive compressor 402. Compressor 402 is directly or indirectly driven by the rotation of the rotor of motor 230, such that compressor 402 serves as a mechanical load coupled to the rotor. As an example, motor 230 may be directly mechanically coupled to compressor 402 via a drive shaft. As another example, motor 230 may be indirectly coupled to compressor 402 via a transmission including a gearbox.

[0035] DC bus 210 is configured to receive a DC supply voltage from DC power supply 205. DC power supply 205 can be or is derived from an internal power supply unit (e.g., a fuel cell stack, battery, or a rectifier coupled to a generator). If so, DC power supply 205 can be set... Figure 1The electronic device 100 of the vehicle 10 shown is located within (e.g., within the undercarriage housing 105). Alternatively, the DC power supply 205 may be derived from an external power supply (e.g., a shore power supply), which may be coupled to the electronic device 100 via an external connection port and suitable cables. In particular, the DC power supply 205 may be a rectifier configured to receive AC voltage from the shore power supply. Such a rectifier may be referred to as a grid converter. This disclosure also contemplates that the inverter 220 may be coupled to the shore power supply (e.g., instead of the DC bus 210), and thus may also be referred to as a grid converter.

[0036] Inverter 220 is typically configured to receive an input DC voltage from DC bus 210 and provide multiple output currents (i.e., alternating current, AC) and corresponding voltages to motor 230. The input DC voltage corresponds to the voltage of DC bus 210. Therefore, motor 230 draws AC power from inverter 220 in use. Inverter 220 may include multiple switching devices, at least one inductor element, and / or at least one capacitor element arranged in a suitable inverter topology, as is known to those skilled in the art. Thus, in use, inverter 220 draws electrical energy from DC bus 210 and thereby serves as an electronic load. In other examples, electronic system 200 may include one or more additional electronic loads configured to draw electrical energy from DC bus 210 and communicatively coupled to MAC 290 via CAN bus 270 and CAN transceiver 289 (and suitable additional CAN transceivers).

[0037] The input side of the primary non-isolated power converter 240 is electrically connected to the DC bus 210, and the output side of the primary non-isolated power converter 240 is electrically coupled to the input side of the isolated power converter 260 and a set of power terminals of the MAC 290. Conversely, the output side of the isolated power converter 260 is electrically coupled to a set of power terminals of the MAC CAN transceiver 289. On the other hand, the input side of the secondary non-isolated power converter 250 is electrically connected to the DC bus 210, and the output side of the secondary non-isolated power converter 250 is electrically coupled to a set of power terminals of the MAC CAN transceiver 289. Therefore, the isolated power converter 260 is electrically coupled to the DC power supply 205 via the primary non-isolated power converter 240 and the DC bus 210, while the secondary non-isolated power converter 250 is electrically coupled to the DC power supply 205 only via the DC bus 210. In this way, each power converter 240, 250, and 260 is electrically coupled to the DC power supply 205 via the DC bus 210. Figure 3As shown, each power converter 240, 250, 260 is also directly communicatively connected to the MAC CAN transceiver 289. Furthermore, the MAC 290 is electrically coupled to the DC power supply 205 via the primary non-isolated power converter 240 and the DC bus 210. The DC bus 210 is electrically coupled to a set of power terminals of the inverter CAN transceiver 282.

[0038] MAC 290 is typically configured to control the operation of electronic system 200 (e.g., the operation of automatic control electronic system 200). More specifically, MAC 290 is configured according to the reference below. Figure 4 The described example method is a way to control the operation of electronic system 200. For this purpose, MAC 290 is configured to control power converters 240, 250, and 260. MAC 290 can also be configured to control inverter 220 via CAN bus 270 and CAN transceivers 282 and 289 (e.g., when electronic system 200 is in the operating / normal mode as described below).

[0039] Figure 4 The above reference shows Figure 3 The described electronic system 200 has a method 500 for operating it. This method 500 is typically performed by converters 240, 250, and 260, which, in addition to the functions provided by CAN transceivers 282 and 289, are also equipped with (e.g., include) appropriate data processing means. Method 500 includes switching between operating the electronic system 200 in a first mode 510 and operating the electronic system in a second mode 520. The first mode 510 is a standby / sleep mode 510, while the second mode 520 is an operating / normal mode 520. The switching between modes 510 and 520 will be described in further detail below. Method 500 can be initiated (e.g., started) by operating the electronic system 200 in standby / sleep mode 510.

[0040] Operating the electronic system 200 in standby / sleep mode 510 includes activating the secondary non-isolated power converter 250 at block 512 and deactivating the primary non-isolated power converter 240 (and optionally, also deactivating the isolated power converter 260) at block 514. Therefore, in standby / sleep mode 510, the MAC CAN transceiver 289 receives power from the secondary non-isolated power converter 250 but not from the isolated power converter 260 (or the primary non-isolated power converter 240). Preferably, but optionally, the electronic loads of the electronic system 200 are designed / selected such that when the electronic system is operating in standby / sleep mode 510, their power consumption is low enough that the power supply 205 does not deeply discharge even after a relatively long period (e.g., several weeks) of inactivity. For this purpose, the appropriate limit for the current (e.g., consumption) drawn from the DC bus 210 by each electronic load, including the inverter 220, is <1 mA or <100 μA.

[0041] Operating in standby / sleep mode 510 also includes, at block 516, determining whether a power-on condition is met. If a power-on signal is present (e.g., transmitted) on the CAN bus 270, the power-on condition can be determined to be met. For this purpose, the MAC CAN transceiver 289 monitors the CAN bus 270, and each converter 240, 250, 260 uses a corresponding communication connection therebetween to monitor the MAC CAN transceiver 289. That is, the MAC CAN transceiver 289 may include (e.g., have) a remote wake-up function. The CAN transceivers 282, 289 can be configured to provide current isolation between their associated communication coupling (i.e., their communication terminals) with the CAN bus 270 and their power supply terminals. Conversely, if a power-on signal is not present on the CAN bus 270, the power-on condition can be determined not to be met. Determining the presence of a power-on signal on the CAN bus 270 at block 516 can be performed according to ISO 11898-5. Otherwise, if it is determined that an external auxiliary power supply cable (e.g., a charging cable) is connected to the electronic system 200, then the power-on conditions can be determined to be met.

[0042] If it is determined at box 516 that the power-on conditions are not met, method 500 keeps the electronic system 200 in standby / sleep mode 510 and then returns to box 516 to determine whether the power-on conditions are met, thus repeating the determination. Conversely, if it is determined at box 516 that the power-on conditions are met, method 500 switches the electronic system from running in standby / sleep mode 510 to running in running / normal mode 520.

[0043] Operating the electronic system 200 in Run / Normal Mode 520 includes: activating the primary non-isolated power converter 240 and the isolated power converter 260 at block 522, and deactivating the secondary non-isolated power converter 250 at block 524. Thus, in Run / Normal Mode 520, the MAC CAN transceiver 289 receives power from the isolated power converter 260 (and the primary non-isolated power converter 240) but not from the secondary non-isolated power converter 250. In Run / Normal Mode 520, the electronic system 200 can be configured such that the MAC CAN transceiver 289 is substantially electrically isolated, electrically isolated, or current isolated from the power supply 205. For example, in Run / Normal Mode 520, optionally, there may be no conductive path (or at least no relatively low-resistance conductive path) between a set of power terminals of the MAC CAN transceiver 289 and the power supply 205.

[0044] As described above, the secondary non-isolated power converter 250 can be configured such that its output side is electrically isolated from its input side, or substantially electrically isolated, when disabled. Therefore, in such an example, operating the isolated power converter 260 and the secondary non-isolated power converter 250 in run / normal mode 520 enables power supply from power supply 205 to the MAC CAN transceiver 289 while simultaneously ensuring that the MAC CAN transceiver 289 is electrically isolated from or substantially electrically isolated from power supply 205.

[0045] Additionally or alternatively, system 200 may include a switching circuit 201 that, when system 200 is operating in a running / normal mode 520, can (e.g., by MAC 290) operate in a first or "open" state, in which the switching circuit 201 disconnects the electrical coupling between a set of power terminals of the MAC CAN transceiver 289 and the power supply 205 via the secondary non-isolated power converter 250. In such an example, it should be understood that when system 200 is operating in a standby / sleep mode 510, the switching circuit 201 can (e.g., by MAC 290) operate in a second or "closed" state, in which the switching circuit 201 allows the electrical coupling. With the switching circuit 201 present, it can be positioned anywhere suitable within system 200. For example, as... Figure 3As schematically shown, the output side of the secondary non-isolated power converter 250 can be electrically coupled or coupled to a set of power terminals of the MAC CAN transceiver 289 via a switching circuit 201. In such an example, the switching circuit 201 can be configured to: electrically isolate (e.g., current-isolate) a set of power terminals of the MAC CAN transceiver 289 from the output side of the secondary non-isolated power converter 250 when the switching circuit 201 is operating in its open state, and electrically couple a set of power terminals of the MAC CAN transceiver 289 to the output side of the secondary non-isolated power converter 250 when the switching circuit 201 is operating in its closed state. Alternatively, although not explicitly stated in the diagram... Figure 3 As shown, the input side of the secondary non-isolated power converter 250 can be electrically connected to or electrically connected to the DC bus 210 via a switching circuit 201. In such an example, the switching circuit 201 can be configured to: electrically isolate (e.g., current-isolate) the input side of the secondary non-isolated power converter 250 from the DC bus 210 when operating in its open-circuit state, and electrically connect the input side of the secondary non-isolated power converter 250 to the DC bus 210 when operating in its closed state.

[0046] In the presence of switching circuit 201, the switching circuit 201 may include any suitable circuitry for providing the functions described herein. For example, switching circuit 201 may include multiple switches, such as relays, contactors, or semiconductor switching devices such as (e.g., power) transistors, or any combination thereof.

[0047] Operating in Run / Normal Mode 520 also includes, at block 526, determining whether a shutdown condition is met. If a shutdown signal exists (e.g., has been sent) on the CAN bus 270, the shutdown condition can be determined to be met. Conversely, if a shutdown signal does not exist on the CAN bus 270, the shutdown condition can be determined not to be met. Otherwise, if a predetermined time has elapsed since the electronic system 200 switched to Run / Normal Mode 520, the shutdown condition can be determined to be met.

[0048] If it is determined at box 526 that the shutdown condition is not met, method 500 includes remaining in standby / sleep mode 520 and returning to box 526 to determine whether the shutdown condition is met, thereby repeating the determination. Conversely, if it is determined at box 526 that the shutdown condition is met, method 500 switches the electronic system from operating in running / normal mode 520 to operating in standby / sleep mode 510.

[0049] In previously known electronic systems, common-mode (CM) interference can occur on the CAN bus when a load (e.g., an inverter) communicatively coupled to the CAN bus is operating and a closed loop (e.g., a ground loop) is formed between the CAN bus and the load. This CM interference can cause a significant degrade in signal quality and may even lead to a complete failure of communication on the CAN bus.

[0050] In the method and system according to this disclosure, the MAC CAN transceiver 289 receives power from an isolated power converter during operation / normal mode, which suppresses (e.g., prevents) the formation of closed loops, thereby reducing (e.g., eliminating) CM interference and improving signal quality. In contrast, the MAC CAN transceiver 289 receives power from a non-isolated power converter during standby / sleep mode, thereby reducing power consumption. In this way, the method and system according to this disclosure achieve a balance between communication quality (e.g., signal quality) and power consumption. It should be understood that in this disclosure, references to the CAN transceiver 289 receiving power cover / cause the CAN bus 270 to indirectly receive power, since the CAN transceiver 289 uses the power it receives to transmit / receive signals on / from the CAN bus 270.

[0051] Figure 5 A non-transitory computer-readable (e.g., machine-readable) medium 600 is illustrated schematically on which a computer program 60 is stored, the computer program 60 including instructions that, when set to an electronic system (e.g., as referenced above), will... Figure 3 When the converters 240, 250, and 260 of the exemplary electronic system 200 are executed, the converters 240, 250, and 260 are caused to perform (e.g., implement) the above reference. Figure 4 The method described is 500. The computer program 60 can be software or firmware, or a combination of software and firmware applied to hardware.

[0052] Unless mutually exclusive, features described with respect to any of the foregoing aspects may be applied to any other aspect with necessary modifications. Furthermore, unless mutually exclusive, any feature described herein may be applied to any aspect and / or combined with any other feature described herein. Moreover, although this disclosure is made in the context of transport refrigeration systems and / or vapor compression circuits, it should be understood that this disclosure also has other possible applications in other technical fields.

[0053] The controller described herein may include a processor. The controller and / or processor may include any suitable circuitry to perform the methods described herein and illustrated in the accompanying drawings. The controller or processor may include: at least one application-specific integrated circuit (ASIC); and / or at least one field-programmable gate array (FPGA); and / or a single-processor or multi-processor architecture; and / or a sequential (von Neumann) / parallel architecture; and / or at least one programmable logic controller (PLC); and / or at least one microprocessor; and / or at least one microcontroller; and / or a central processing unit (CPU) to perform the methods and / or functions configured for the controller or processor.

Claims

1. A method for operating an electronic system of a vehicle, the electronic system comprising: Controller Area Network (CAN) bus; A CAN transceiver is configured to transmit signals on the CAN bus and receive signals from the CAN bus. Non-isolated power supply section; And an isolated power supply unit, the method comprising: Switching is performed between operating the electronic system in a first mode and operating the electronic system in a second mode, wherein: When in the first mode, the CAN transceiver receives power from the non-isolated power supply unit; and When in the second mode, the CAN transceiver receives power from the isolated power supply unit.

2. The method according to claim 1, wherein, The first mode is standby mode or hibernation mode.

3. The method according to claim 1 or 2, wherein, The second mode is either the running mode or the normal mode.

4. The method according to any one of the preceding claims, wherein: When in the first mode, the CAN transceiver does not receive power from the isolated power supply unit.

5. The method according to any one of the preceding claims, wherein: When in the second mode, the CAN transceiver does not receive power from the non-isolated power supply unit.

6. The method according to any one of the preceding claims, wherein: The electronic system also includes a power supply; and The non-isolated power supply unit and the isolated power supply unit are each electrically coupled to the power source.

7. The method according to any one of the preceding claims, wherein, The isolated power supply unit includes inductive coupling or capacitive coupling.

8. The method according to any one of the preceding claims, wherein, The method includes: switching from the first mode to the second mode in response to a signal on the CAN bus.

9. The method according to any one of the preceding claims, wherein, The electronic system includes power electronic devices communicatively coupled to the CAN bus.

10. The method according to claim 9, wherein, The power electronic device is an inverter.

11. The method according to any one of the preceding claims, wherein: The non-isolated power supply unit is a secondary non-isolated power supply unit; The electronic system also includes a primary non-isolated power supply unit; and The isolated power supply unit is electrically coupled to the primary non-isolated power supply unit.

12. An electronic system for a vehicle, the electronic system comprising: Controller Area Network (CAN) bus; A CAN transceiver is configured to transmit signals on the CAN bus and receive signals from the CAN bus. Non-isolated power supply section; Isolated power supply unit; And an apparatus configured to perform the method according to any of the preceding claims.

13. A vehicle comprising the electronic system according to claim 12.

14. A computer program comprising instructions for causing an electronic system according to claim 12 to perform the method according to any one of claims 1 to 11.

15. A computer-readable medium having a computer program stored thereon according to claim 14.

Images