Method, apparatus, electronic device and product for powering a vehicle

Abstract

The present disclosure relates to a method, device, electronic equipment and product for vehicle power supply. The method further comprises determining that a battery occurs a power-off event based on a power signal. In addition, the method further comprises controlling an energy storage unit in a power scheduling module of the vehicle to supply power to a driving automation unit, so that the driving automation unit persists storage of driving data of the vehicle, wherein the power scheduling module is electrically connected between the battery and the driving automation unit, and is used to schedule power supply of the driving automation unit. In this way, timely power supply can be ensured for the driving automation unit after the battery is powered off.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle technology, and more particularly to methods, apparatus, electronic devices and products for powering vehicles. Background Technology

[0002] With the continuous development of vehicle technology, automated driving technology is gradually becoming more widespread. In an automated driving environment, vehicles generate and record a large amount of driving data during operation. This data includes information such as vehicle speed, steering, braking, and environmental perception. It can be used for scenarios such as driving behavior analysis, automated driving algorithm optimization, vehicle safety monitoring, and traffic accident liability tracing, providing an important data foundation for improving driving safety and vehicle intelligence. Summary of the Invention

[0003] In a first aspect of the embodiments of this disclosure, a method for supplying power to a vehicle is provided. The method includes acquiring a power signal from a vehicle's battery. The method further includes determining, based on the power signal, that a battery power failure event has occurred. Furthermore, the method includes controlling an energy storage unit within a power scheduling module of the vehicle to supply power to a driving automation unit, such that the driving automation unit persistently stores driving data of the vehicle, wherein the power scheduling module is electrically connected between the battery and the driving automation unit and is used to schedule the power supply to the driving automation unit.

[0004] In a second aspect of the embodiments of this disclosure, an apparatus for supplying power to a vehicle is provided. The apparatus includes an acquisition module configured to acquire a power signal from a vehicle's battery. The apparatus also includes a determination module configured to determine, based on the power signal, that a battery power failure event has occurred. Furthermore, the apparatus includes a control module configured to control an energy storage unit within a power scheduling module of the vehicle to supply power to a driving automation unit, such that the driving automation unit persistently stores the vehicle's driving data. The power scheduling module is electrically connected between the battery and the driving automation unit and is used to schedule the power supply to the driving automation unit.

[0005] In a third aspect of the embodiments of this disclosure, an electronic device is provided. The electronic device includes one or more processors; and a storage device for storing one or more programs, which, when executed by the one or more processors, cause the one or more processors to implement the method provided according to the first aspect of this disclosure.

[0006] In a fourth aspect of embodiments of this disclosure, a computer program product is provided. The computer program product is tangibly stored on a non-transitory computer-readable medium and includes machine-executable instructions that, when executed, cause a machine to implement the method provided according to a first aspect of this disclosure.

[0007] It should be understood that the description in the Summary of the Invention section is not intended to limit the key or essential features of the embodiments of this disclosure, nor is it intended to restrict the scope of this disclosure. Other features of this disclosure will become readily apparent from the following description. Attached Figure Description

[0008] The above and other features, advantages, and aspects of the embodiments of this disclosure will become more apparent from the accompanying drawings and the following detailed description. In the drawings, the same or similar reference numerals denote the same or similar elements, wherein:

[0009] Figure 1 A schematic diagram of an example environment in which several embodiments of the present disclosure may be implemented is shown;

[0010] Figure 2 A schematic diagram of a method for powering a vehicle according to some embodiments of the present disclosure is shown;

[0011] Figure 3 A schematic diagram illustrating an example of a driving automation system according to some embodiments of the present disclosure is shown;

[0012] Figure 4 A schematic diagram illustrating an example of a process for powering a vehicle according to some embodiments of the present disclosure is shown;

[0013] Figure 5 A schematic diagram of an example of the electronic circuitry of a power dispatching module according to some embodiments of the present disclosure is shown;

[0014] Figure 6 A schematic diagram illustrating an example of a network mode for a state management module according to some embodiments of the present disclosure is shown;

[0015] Figure 7 A block diagram of an apparatus for powering a vehicle according to some embodiments of the present disclosure is shown;

[0016] Figure 8 A block diagram of a controller capable of implementing several embodiments of the present disclosure is shown. Detailed Implementation

[0017] Embodiments of this disclosure will now be described in more detail with reference to the accompanying drawings. While some embodiments of this disclosure are shown in the drawings, it should be understood that this disclosure can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of this disclosure. It should be understood that the accompanying drawings and embodiments of this disclosure are for illustrative purposes only and are not intended to limit the scope of protection of this disclosure.

[0018] In the description of embodiments of this disclosure, the term "comprising" and similar terms should be understood as open-ended inclusion, i.e., "including but not limited to". The term "based on" should be understood as "at least partially based on". The term "one embodiment" or "the embodiment" should be understood as "at least one embodiment". The terms "first", "second", etc., may refer to different or the same objects. Other explicit and implicit definitions may also be included below.

[0019] The specific numerical values ​​used in the following examples are for illustrative purposes only and do not constitute a limitation of this disclosure.

[0020] In the automotive field, onboard loads such as automated driving units are typically powered by the vehicle's battery. When a collision occurs, the battery may be damaged or disconnected due to the impact, causing a power outage and potentially preventing the complete preservation of accident-related driving data. However, relevant regulations and standards require vehicles to retain at least several seconds of critical driving data from the events preceding the accident, even after a collision causes a complete power outage. To meet this requirement, some solutions employ the addition of a separate backup battery to provide temporary power for data preservation after the main battery fails. However, this approach increases system costs, and the backup battery occupies vehicle space, hindering vehicle lightweighting and space optimization.

[0021] Therefore, this disclosure proposes a method for powering a vehicle, which determines a battery power failure event based on the battery's power signal, and then controls the energy storage unit within the power scheduling module to supply power to the driving automation unit for persistent storage of driving data. The power scheduling module is electrically connected between the battery and the driving automation unit and is used to schedule the power supply to the driving automation unit.

[0022] In this way, it can be ensured that the driving automation unit is powered in a timely manner after the battery loses power.

[0023] To better understand the methods and related implementation environments of this disclosure, please refer to Figures 1 to 8 Exemplary embodiments of this disclosure are described.

[0024] Figure 1 A schematic diagram of an example environment 100 in which various embodiments of this disclosure may be implemented is shown. For example... Figure 1 As shown, in example environment 100, a vehicle 102 is included. According to embodiments of this disclosure, vehicle 102 refers to any type of motorized or non-motorized vehicle capable of carrying people and / or goods and being mobile. Figure 1 As shown, vehicle 102 is illustrated as a sedan. It should be understood that although vehicle 102 is... Figure 1 The image shown is of a sedan, but this is only an example and is far from limited to this; examples could also include buses, trucks, motorcycles, electric vehicles, and other vehicles with automated driving capabilities.

[0025] In example environment 100, various types of sensors can be deployed inside and outside the vehicle 102 to sense the vehicle's internal environment, surrounding environment, and vehicle speed. These sensors may include, but are not limited to, vision sensors (such as cameras), wheel speed sensors, angle sensors, millimeter-wave radar, lidar, infrared sensors, global positioning systems, ultrasonic sensors, collision sensors, inertial measurement units, and other sensors.

[0026] Furthermore, a driving automation system 104 is deployed on vehicle 102. Based on the driving automation system 104, vehicle 102 can achieve automated driving according to road conditions and its own status. For example, vehicle 102 can realize autonomous driving functions or advanced driver assistance functions. The driving automation system 104 may include a driving automation unit, which can acquire driving-related information of vehicle 102 based on sensors deployed on vehicle 102, generate corresponding control commands, and thus realize the control of vehicle 102.

[0027] In example environment 100, the driving automation unit 106 can acquire environmental information and vehicle operating status information through cameras, millimeter-wave radar, lidar, ultrasonic sensors, and vehicle status sensors, and perform perception, fusion, and analysis on the input data to determine the surrounding environment and driving risks of vehicle 102. Based on the analysis results, the driving automation unit 106 generates control decisions or auxiliary information and outputs control commands or prompts to the actuators (such as braking system, steering system, and powertrain system) or human-machine interface devices of vehicle 102 to realize driving automation functions such as lane keeping, adaptive cruise control, and automatic emergency braking. In addition, the driving automation unit 106 can also persistently store the driving data 112 generated during the driving of vehicle 102 in storage unit 114 for later use. The driving data 112 already persistently stored in storage unit 114 will not be deleted even if the driving automation unit 106 restarts.

[0028] like Figure 1 As shown, in example environment 100, a battery 110 and a power scheduling module 108 are also included. The battery 110 can supply power to the loads on the vehicle 102, including power to the driving automation unit 106. Based on the power supply from the battery 110, the driving automation unit 106 can perform the aforementioned data acquisition, instruction generation, and data storage functions. The power scheduling module 108 is electrically connected between the battery 110 and the driving automation unit 106 and is used to schedule the power supply to the driving automation unit 106.

[0029] like Figure 1As shown, the power dispatching module 108 includes a connection controller 116 and an energy storage unit 118. The connection controller 116 controls the electrical connection between the battery 110 and the driving automation unit 106. By controlling the connection controller 116, the power dispatching module 108 can control the power supply from the battery 110 to the driving automation unit 106. Furthermore, the battery 110 can charge the energy storage unit 118, and the power dispatching module 108 can also control the energy storage unit 118 to discharge, thereby supplying power to the driving automation unit 106. Specifically, the power dispatching module 108 can control the connection controller 116 to enable the energy storage unit 118 to supply power to the driving automation unit 106, or it can directly control the energy storage unit 118 to discharge, thereby supplying power to the driving automation unit 106. Understandably, in some examples, the power scheduling module 108 can control the electrical connection between the battery 110 and the driving automation unit 106, and the electrical connection between the energy storage unit 118 and the driving automation unit 106, through the same connection controller 116; or, the power scheduling module 108 can also control the electrical connection between the battery 110 and the driving automation unit 106, and the electrical connection between the energy storage unit 118 and the driving automation unit 106, respectively, through two connection controllers.

[0030] In some examples, the energy storage unit 118 can be implemented as a capacitor bank, capacitor array, thin film capacitor, etc.

[0031] In example environment 100, the power scheduling module 108 can also continuously acquire the input power signal of the battery 110 to monitor the working status of the battery 110. When the vehicle 102 is involved in a collision 120, the battery 110 may be damaged by the collision 120 and lose power, thus failing to continue supplying power to the driving automation unit 106. At this time, in order to ensure that the driving data 112 in the few seconds before the collision 120 occurs is persistently stored in the storage unit 114, the power scheduling module 108 can control the energy storage unit 118 to supply power to the driving automation unit 106 after determining that the battery 110 has lost power based on the power signal. This enables the driving automation unit 106 to persistently store the driving data 112 at the time of the collision 120 in the storage unit 114.

[0032] In addition, in some examples, when the power signal of the battery 110 determines that a power failure event has occurred in the battery 110, the power scheduling module 108 can also control the connection controller 116 to disconnect the electrical connection between the battery 110 and the driving automation unit 106, and control the connection controller 116 to connect the electrical connection between the energy storage unit 118 and the driving automation unit 106.

[0033] Furthermore, in some examples, the power failure of battery 110 may also be caused by other reasons, such as electrical aging or short circuit of battery 110. In this case, power scheduling module 108 can also control energy storage unit 118 to supply power to driving automation unit 106. It is also understood that in some examples, when battery 110 experiences a power failure, energy storage unit 118 can also supply power to the processor or microcontroller unit of power scheduling module 108, thereby controlling connection controller 116 to control the electrical connection between battery 110 or energy storage unit 118 and driving automation unit 106.

[0034] exist Figure 1 In the example environment 100 shown, the power supply module 108 schedules the power supply to the driving automation unit 106 according to the power supply status of the battery 110. When a power failure event is detected in the battery 110, the power supply module 108 can control the internal energy storage unit 118 to supply power to the driving automation unit 106, thereby ensuring that the driving data 112 is persistently stored in the storage unit 114. In addition, the energy storage unit 118 is configured as a small capacitor bank or capacitor array, which is not only economical but also occupies little space in the vehicle.

[0035] Figure 2 A schematic diagram of a method 200 for powering a vehicle according to some embodiments of the present disclosure is shown. Figure 2 As shown, method 200 can be executed by a processor or microcontroller unit, for example by... Figure 1 The processor or microcontroller unit in the power scheduling module 108 shown executes this. For example... Figure 2 As shown, in box 202, the processor can obtain the power signal from the vehicle's battery. For example, in Figure 1 In the example environment 100 shown, the power scheduling module 108 can obtain the input power signal from the battery 110 to the power scheduling module 108. For example, the power scheduling module 108 and the battery 110 can be directly connected via a power line. Therefore, by obtaining the direct connection signal between the two, the power signal of the battery 110 can be obtained.

[0036] In box 204, the processor can determine that a battery power failure event has occurred based on power signals. For example, in Figure 1 In the example environment 100 shown, the power scheduling module 108 can determine that a power failure event has occurred in the battery 110 based on the acquired power signal of the battery 110. For example, when the output voltage of the battery 110 is determined to be lower than a preset voltage value (e.g., lower than 6.5 volts) based on the direct connection power signal, a power failure event in the battery 110 can be determined.

[0037] In block 206, the processor can control the energy storage unit within the vehicle's power dispatch module to power the driving automation unit, enabling the driving automation unit to persistently store the vehicle's driving data. The power dispatch module is electrically connected between the battery and the driving automation unit and is used to dispatch the power supply to the driving automation unit. For example, in... Figure 1 In the example environment 100 shown, after determining that a power failure event has occurred in the battery 110, the power scheduling module 108 can control the energy storage unit 118 to supply power to the driving automation unit 106, thereby enabling the driving automation unit 106 to continue to persistently store the driving data 112 in the storage unit 114. For example, Figure 1 As shown, the power scheduling module 108 is electrically connected between the battery 110 and the driving automation unit 106, thereby enabling it to schedule the power supply to the driving automation unit 106.

[0038] In this way, it can be ensured that the driving automation unit is powered in a timely manner after the battery loses power.

[0039] To better understand the concept of vehicle power supply disclosed herein, Figure 3 A schematic diagram of an example 300 of a driving automation system according to some embodiments of the present disclosure is shown. Figure 3 As shown, in Example 300, the driving automation system includes a driving automation unit 106, a power dispatching module 108 for dispatching the power supply to the driving automation unit 106, and a battery 110. The battery 110 can supply power to both the power dispatching module 108 and the driving automation unit 106. In Example 300, the power dispatching module 108 is electrically connected between the battery 110 and the driving automation unit 106. The battery 110 provides constant power to the power dispatching module 108 via a power line (e.g., ...). Figure 3 KL30 in this example (which may be referred to as the "first connection signal" in other examples) is used to determine whether a power failure event has occurred in the battery 110 based on the first connection signal. Upon determining that a power failure event has occurred in the battery 110, the power scheduling module 108 can generate a first event record related to the power failure event for subsequent data maintenance and diagnostics. Furthermore, after completing the persistent storage of driving data, the driving automation unit 106 can transmit the persistent information of the driving data to the power scheduling module 108 via a hardwired connection, for example, by sending a pulse-width modulated wave to the power scheduling module 108 to transmit the persistent information.

[0040] In Example 300, a domain control unit 308 is also included. Based on the power-on and power-off of the power battery, the domain control unit 308 can transmit an ignition current signal (e.g., based on the power supply line between itself and the power management module 108) to the power management module 108. Figure 3KL15 in this example (which may be referred to as the "second connection signal" in other examples) is used to determine the power-on and power-off information of the vehicle based on the second connection signal. When the vehicle is powered off, the power scheduling module 108 can record only the key signals, and the signals used for diagnosis can be discontinued. Furthermore, when the vehicle is powered off, the processor of the power scheduling module 108 can also synchronously enter sleep mode. It is understood that the battery 110 can provide power to all low-voltage loads on the vehicle; therefore, in Example 300, the battery 110 can also provide power to the domain control unit 308.

[0041] like Figure 3 As shown, in Example 300, a sensor 312 is also included. When a collision 120 occurs, the sensor 312 can detect a collision signal related to the collision 120 and transmit the collision signal to the power scheduling module 108 via a hard-wired signal. Upon receiving the collision signal, the power scheduling module 108 can generate and record a collision event accordingly (in other examples, this may also be referred to as a third event record). Furthermore, when the power scheduling module 108 determines that a power failure event has occurred in the battery 110 and receives the collision signal, and determines that the power failure event is associated with the collision signal based on time information, it can generate a second event record related to the collision 120 and the power failure event.

[0042] Furthermore, Example 300 also includes a Controller Area Network (CAN) 307, through which the power scheduling module 108, driving automation unit 106, sensor 312, and domain control unit 308 can acquire or transmit relevant signals. The power scheduling module 108 can also perform network upgrades, configure parameters of the energy storage unit 118, and report relevant information via CAN 307.

[0043] like Figure 3 As shown, the power scheduling module 108 includes an energy storage unit 118, a diagnostic module 302, a connection controller 116, and a status management module 304. The energy storage unit 118 can be charged by the battery 110 and can provide power to the driving automation unit 106 and the microcontroller unit of the power scheduling module 108 after the battery 110 loses power. The connection controller 116 can realize the electrical connection between the battery 110 and the driving automation unit 106, or, in some examples, can also control the electrical connection between the energy storage unit 118 and the driving automation unit 106. The diagnostic module 302 is used for signal diagnosis of the power scheduling module 108 itself and related to the safety link, such as communication diagnosis, hardware fault detection, and safety function diagnosis. The status management module 304 is used to manage the network status of the power scheduling module 108 and determine the relevant operations to be taken.

[0044] based on Figure 3 The driving automation system shown in Example 300 can implement the vehicle power supply method of this disclosure. To better understand how the driving automation system implements the concept of this disclosure, Figure 4 A schematic diagram of an example 400 of a process for powering a vehicle according to some embodiments of the present disclosure is shown.

[0045] like Figure 4 As shown, in block 401, the processor can acquire a detection signal indicating the operating status of the power scheduling module. In block 402, the processor can determine whether the operating status of the power scheduling module is normal based on the acquired detection signal. If it is determined in block 402 that the operating status of the power scheduling module is abnormal, then in block 404, the driving automation function is exited or disabled, and in block 405, it is determined whether the current fault has been resolved. If the fault is resolved, it returns to block 401 and acquires the detection signal for the operating status of the power scheduling module again. If the fault is not resolved, the disabled state of the driving automation function is maintained. When the power scheduling module can determine whether each submodule is abnormal based on its own detection circuit, for example, if it determines that the energy storage unit is abnormal, the power scheduling module cannot supply power to the driving automation unit after a battery power failure, thus failing to persistently store relevant driving data. Therefore, it is necessary to exit or disable the driving automation function.

[0046] If it is determined in block 402 that the power scheduling module is functioning normally, then in block 403, the processor can acquire the battery's power signal. For example, the processor of the power scheduling module can acquire the first connection signal between the battery and the power scheduling module. Thus, in block 406, the processor can determine whether the battery's power supply status is abnormal based on the battery's power signal. If it is determined in block 406 that the battery's power supply status is normal, then it returns to block 403 and continues to acquire the battery's power signal. If it is determined in block 406 that a battery power failure event has occurred, and the battery cannot provide the required power to the driving automation unit (e.g., the battery's output voltage is below 6.5 volts), then in block 407, the processor determines to disconnect the main power supply and begins backup power supply. For example, after determining that a battery power failure event has occurred, the processor of the power scheduling module can generate a corresponding control signal to control the connection controller to disconnect the electrical connection between the battery and the driving automation unit (which may be referred to as "main power supply" in some examples), and control the energy storage unit to supply power to the driving automation unit (which may be referred to as "backup power supply" in some examples).

[0047] Furthermore, in some examples, at block 403, the processor can also receive collision signals. For instance, the power scheduling module can receive collision signals detected by sensors indicating a vehicle collision via hard-wired signals. Therefore, upon receiving a collision signal, the power scheduling module can generate collision-related event logs. When it is determined that a battery failure event is related to a collision, the power scheduling module can also generate event logs related to both the collision and the failure event. These generated event logs can be used as vehicle operating data for subsequent diagnostics, analysis, etc.

[0048] Continue to refer to Figure 4 In block 408, based on backup power supply, the processor of the driving automation unit can store relevant driving data, which may include status data related to vehicle operation. Furthermore, the power scheduling module can receive persistence information from the driving automation unit regarding the driving data; for example, it can receive confirmation information that the driving data has been persistently stored via a hardwired connection between the power scheduling module and the driving automation unit. Therefore, in block 409, the processor can determine whether the driving data has been persistently stored based on the received confirmation information. If it is determined that the driving data has been persistently stored, in block 410, the processor can disconnect the backup power supply from the energy storage unit to the driving automation unit. For example, after receiving confirmation information from the driving automation unit that the driving data has been persistently stored, the power scheduling module can control the connection controller to disconnect the electrical connection between the energy storage unit and the driving automation unit. In some examples, the power scheduling module can also directly control the energy storage unit to stop supplying power to the driving automation unit.

[0049] If it is determined in box 409 that the driving data has not been fully persisted, then in box 411, the processor can further determine whether the energy storage unit is depleted. If the energy storage unit is depleted, the process can proceed to box 410, where the processor controls the disconnection of backup power to the driving automation unit. Otherwise, if it is determined in box 411 that the power is not depleted, then in box 407, backup power continues to be maintained until the persistent storage of the driving data is completed, or the energy storage unit is depleted.

[0050] In this way, based on the battery power signal, it can be determined whether the battery has lost power, after confirming that the vehicle's driving automation functions are working normally. Furthermore, after a battery power loss event, backup power is activated in a timely manner, enabling the driving automation unit to persistently store driving data and ensuring that driving data is not lost.

[0051] To better understand the power scheduling module of this disclosure, Figure 5 A schematic diagram of an example 500 of the electronic circuitry of a power dispatching module according to some embodiments of the present disclosure is shown. Figure 5As shown, the power scheduling module 108 includes a buck converter 502, a connection controller 116, a capacitor bank 504, a boost converter 505, a microcontroller unit (MCU) 506, and a system base chip (SBC) 507. The buck converter 502 is connected to the battery 110 and provides a stable output voltage to the capacitor bank 504 after being stepped down. Since the output voltage of the battery 110 may fluctuate due to environmental factors or its own aging, the output voltage regulated by the buck converter 502 can be stabilized at a relatively stable level, for example, at 14.5 volts, thus meeting the charging requirements of the capacitor bank 504. The connection controller 116 is electrically connected to the output terminal of the battery 110 and is used to control the connection status between the battery 110 and the driving automation unit 106.

[0052] The input terminal of capacitor bank 504 is connected to the output terminal of buck converter 502, therefore, capacitor bank 504 can be charged by battery 110. Capacitor bank 504 may include multiple capacitors forming a capacitor array. Furthermore, to ensure that driving data can be persistently stored after battery 110 is de-energized, the electrical energy provided by capacitor bank 504 must meet the requirements of driving automation unit 106. Therefore, the capacitance value of capacitor bank 504 can be determined based on the operating power of driving automation unit 106. The following section will provide a more detailed example illustrating how the capacitance value of capacitor bank 504 is determined.

[0053] Continue to refer to Figure 5 The input terminal of the boost converter 505 in the power management module 108 is electrically connected to the output terminal of the capacitor bank 504, thereby boosting the output voltage of the capacitor bank 504 to ensure the input voltage requirements of some loads or devices. Furthermore, the output terminal of the boost converter 505 is connected to the driving automation unit 106, allowing it to directly supply the electrical energy output from the discharged capacitor bank 504 to the driving automation unit 106.

[0054] As the central processing unit of the power scheduling module 108, the MCU 506 can receive ignition signals transmitted by the Domain Control Unit (DCU) 308, and vehicle-related signals detected by the sensor 312, such as the collision signal mentioned above. Furthermore, the MCU 506 can acquire the power signal of the battery 110, determine a power failure event in the battery 110 based on the power signal, and thus control the connection controller 116 to disconnect the electrical connection between the battery 110 and the driving automation unit 106. In Example 500, the MCU 506 can also transmit or receive vehicle signals from the CAN 307 via the SBC 507. For example, it can receive configuration information, report relevant event records, and operational data.

[0055] In Example 500, when determining the capacitance value of capacitor bank 504, the operating power of driving automation unit 106 can be determined first. For example, to ensure persistent storage of driving data, the driving automation unit needs to operate at a maximum output power of 120 watts for at least 600 milliseconds to ensure persistent storage of driving data. Furthermore, since there is internal resistance between capacitor bank 504 and driving automation unit 106, and capacitor bank 504 itself also has internal resistance, the capacitance value of capacitor bank 504 must at least meet the consumption of driving automation unit 106, wiring harness internal resistance, and capacitor bank 504 itself. Additionally, in some examples, when battery 110 loses power, capacitor bank 504 can still supply power to power dispatch module 108. Therefore, when determining the capacitance value, the power requirement of power dispatch module 108 can also be considered, for example, 2 watts. However, for ease of understanding, the requirements of power dispatch module 108 will be ignored in the following examples.

[0056] For example, the minimum operating voltage of the driving automation unit 106 is V_ads_ecu_min, and the operating current is I_ads. At the end of the discharge of capacitor bank 504, at least the following requirements must be met: harness voltage drop ≤ 2V, harness internal resistance R_pcb ≤ 2V / I_ads; capacitor bank internal resistance voltage drop ≤ 2.5V, capacitor bank terminal low-temperature internal resistance R_c_eol ≤ 2.5V / I_ads; capacitor bank terminal open-circuit voltage V_adsm_oc_end ≈ V_ads_ecu_min + 4.5V. Therefore, according to general engineering requirements, the constraints on harness internal resistance and capacitor bank internal resistance can be determined. For example, it is generally required that the capacitor bank discharge impedance not exceed 0.225 ohms and the terminal voltage not exceed 4.5V. Therefore, it can be determined that the capacitor bank internal resistance does not exceed 0.145 ohms and the harness internal resistance does not exceed 0.08 ohms.

[0057] Then, the terminal voltage and instantaneous current of the driving automation unit can be determined. The coupling between the terminal voltage and current satisfies the following relationship: (1) (2) in, This indicates the terminal voltage of the driving automation unit. This represents the discharge voltage of the capacitor bank. This represents the instantaneous current in a series circuit. This represents the sum of the internal resistance of the wire harness and the internal resistance of the capacitor bank. This indicates the operating power of the driving automation unit.

[0058] Based on the above relations (1) and (2), the following equation can be obtained: (3) Solving equation (3) above, we take the positive root closest to the discharge voltage: (4) Substituting the relevant values, we get , .

[0059] Then, based on the calculated terminal voltage and instantaneous current, the capacitance value of the capacitor bank is determined using the ampere-hour integration method or the constant power integration method.

[0060] It should be noted that the internal resistance of the wiring harness and the internal resistance of the capacitor itself have a significant impact on the discharge time window of the capacitor. Therefore, it is necessary to strictly limit the internal resistance of both. For transient power output requirements with durations ranging from milliseconds to seconds, the equivalent series resistance and equivalent capacitance parameters of individual capacitors must be comprehensively considered to meet the peak current output capability at the load end. For example, during high-rate discharge, the output voltage drop of the capacitor bank is mainly composed of the transient voltage drop caused by internal impedance and the voltage decay caused by capacitance release. Therefore, when the load current increases, the equivalent series resistance of individual capacitors needs to be reduced to maintain the same voltage stability. For example, under a 10-amp load condition, the system allows a total equivalent internal resistance of approximately 0.4 ohms; when the load current increases to 20 amps, the required equivalent internal resistance needs to be reduced to half of its original value to maintain the same voltage drop level. Therefore, under end-of-life conditions, the equivalent series resistance of individual capacitors should be controlled within 20 milliohms.

[0061] Furthermore, since the equivalent series resistance of a single capacitor is inversely proportional to its rated capacity, in high-power discharge applications ranging from milliseconds to seconds, devices with low equivalent series resistance are preferred to reduce transient voltage drop and power loss, and their priority is higher than simply increasing the capacity.

[0062] Based on the above requirements, Table 1 below shows two examples of capacitor selection for capacitor banks:

[0063] Table 1. Example of capacitor selection (based on 13V full charge voltage)

[0064] As mentioned earlier, the power dispatch module 108 is an electrical connection between the battery 110 and the driving automation unit 106, occupying little vehicle space and having low economic cost. A complete power dispatch module 108 can weigh less than 350 grams, maintain an operating voltage range of 9 to 16 volts, and output a normal DC operating current of 20 amps. Furthermore, the capacitor bank 504 within the power dispatch module 108 can be charged to 80% of its maximum capacity within 30 seconds and fully charged within the following 10 seconds. To meet the transient power demands of the load, the capacitor bank 504 output must have a short-term high-rate current output capability. Based on the rated DC output current, the output terminal is allowed to generate a transient surge current of 1.5 to 2.5 times the rated current, with a duration of less than 100 microseconds. Simultaneously, to reduce input-side power surge, the input surge current during capacitor bank 504 charging is limited to ±10 amps and has a duration of less than 1 millisecond. Furthermore, capacitor bank 504 possesses high-rate transient current withstand capability, with peak output current supporting 1.5 times the rated current for 5 seconds, 2 times the rated current for 1 second, 3 times the rated current for 10 milliseconds, and 4 times the rated current for 100 microseconds. The input terminal connected to battery 110 has reverse current protection, limiting reverse current to within 50% of the rated current within 20 microseconds. Capacitor bank 504 also supports wide-temperature operation, with an operating temperature range of -40 degrees Celsius to 80 degrees Celsius. The power management module 108 operates within a temperature range of -40 degrees Celsius to 85 degrees Celsius and meets relevant protection level requirements.

[0065] As mentioned above, the power scheduling module of this disclosure may include a state management module for network state management. Figure 6 A schematic diagram of an example 600 of a network mode of a state management module according to some embodiments of the present disclosure is shown.

[0066] like Figure 6As shown in Example 600, the network state of the power scheduling module can include initialization network mode 602, normal operation mode 604, bus sleep mode 606, and low power mode 608. In low power mode 608, the power scheduling module can stop sending and receiving messages and supports message wake-up. When the power scheduling module is in low power mode 608, upon receiving a hardwired signal (referred to as condition 1) or any message (referred to as condition 5), as shown by arrow 616, it will switch from low power mode 608 to initialization network mode 602 to perform network initialization. After initialization, it enters normal operation mode 604, normally receiving hardwired signals and battery power signals, and normally receiving and sending other messages. At this time, when condition 6 (no battery power failure detected), condition 2 (no hardwired signal received), and condition 4 (no wake-up signal received, which can include local or remote wake-up) are simultaneously met, as shown by arrow 612, the network mode of the power scheduling module will switch from normal operation mode 604 to bus sleep mode 606. In the bus sleep mode 606, the power scheduling module stops sending messages but can receive messages normally. At this time, if condition 1 or condition 3 (a wake-up signal is received) is met, as shown by arrow 610, the power scheduling module will switch back to normal operation mode 604. Otherwise, if all bus messages are stopped for at least 1.5 seconds while the power scheduling module is in bus sleep mode 606, as shown by arrow 614, the power scheduling module will switch from bus sleep mode 606 to low-power mode 608.

[0067] In this way, by using the state management module to manage the network status of the power scheduling module, unnecessary energy consumption and aging wear can be reduced, and the status can be kept consistent with the overall vehicle status, so as to respond promptly to battery power failure events.

[0068] Figure 7 A block diagram of a device 700 for powering a vehicle according to some embodiments of the present disclosure is shown. Figure 7 As shown, the device 700 includes an acquisition module 702 configured to acquire a power signal from the vehicle's battery. The device 700 also includes a determination module 704 configured to determine, based on the power signal, that a battery power failure event has occurred. Furthermore, the device 700 includes a control module 706 configured to control an energy storage unit within the vehicle's power scheduling module to supply power to the driving automation unit, enabling the driving automation unit to persistently store the vehicle's driving data. The power scheduling module is electrically connected between the battery and the driving automation unit and is used to schedule the power supply to the driving automation unit.

[0069] In some examples, the power dispatch module includes a connection controller, and the control module 706 includes: a first control module configured to control the connection controller to disconnect the electrical connection between the battery and the driving automation unit; and a second control module configured to control the connection controller to connect the electrical connection between the energy storage unit and the driving automation unit.

[0070] In some examples, the device 700 further includes: an information receiving module configured to receive persistent information about driving data from the driving automation unit; and a third control module configured to control the connection controller to disconnect the electrical connection between the energy storage unit and the driving automation unit based on the persistent information.

[0071] In some examples, the device 700 further includes a first record generation module configured to generate a first event record related to a power failure event in response to determining that a power failure event has occurred in the battery.

[0072] In some examples, the device 700 further includes: a collision signal receiving module configured to receive a collision signal in response to a vehicle collision; and a second record generation module configured to generate a second event record related to the collision and the power failure event in response to determining that a power failure event is associated with the collision signal.

[0073] In some examples, the acquisition module 702 includes a first signal acquisition module configured to acquire a first connection signal between the battery and the power scheduling module.

[0074] In some examples, device 700 further includes an event determination module configured to determine a battery power failure event based on a first connection signal.

[0075] In some examples, the energy storage unit includes a capacitor, the value of which is determined based on the operating power of the driving automation unit.

[0076] In some examples, the capacitance value is also determined based on the internal resistance of the wiring harness between the capacitor and the driving automation unit, as well as the voltage drop across the capacitor.

[0077] In some examples, the acquisition module 702 includes: a detection signal acquisition module configured to acquire a detection signal indicating the operating state of the power scheduling module; and the acquisition module 702 is further configured to acquire a power signal in response to determining that the power scheduling module is operating normally based on the detection signal.

[0078] It is understood that by utilizing the apparatus 700 of this disclosure, at least one of the many advantages that can be achieved by the methods or processes described above can be realized.

[0079] Figure 8A block diagram of a controller 800 that can implement various embodiments of the present disclosure is shown. The controller 800 may, for example, be arranged in... Figure 1 In vehicle 102 shown. (Reference) Figure 8 As shown, the controller 800 includes a processor 801, which can perform various appropriate actions and processes based on computer program instructions loaded into random access memory (RAM) 803 according to computer program instructions stored in read-only memory (ROM) 802. The RAM 803 may also store various programs and data required for the operation of the controller 800. The processor 801, ROM 802, and RAM 803 are interconnected via a bus 804. An input / output (I / O) interface 805 is also connected to the bus 804.

[0080] Processor 801 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 801 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various computing units running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. Processor 801 performs the various methods and processes described above, such as method 200. For example, in some embodiments, method 200 may be implemented as a computer software program tangibly contained in a machine-readable medium. In some embodiments, part or all of the computer program may be loaded and / or mounted to controller 800 via ROM 802. When the computer program is loaded into RAM 803 and executed by processor 801, one or more steps of method 200 described above may be performed. Alternatively, in other embodiments, processor 801 may be configured to perform method 200 by any other suitable means (e.g., by means of firmware).

[0081] The functions described above in this document can be performed at least in part by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: field programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), complex programmable logic devices (CPLDs), and so on.

[0082] The program code used to implement the methods of this disclosure may be written in any combination of one or more programming languages. This program code may be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing apparatus, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code may be executed entirely on a machine, partially on a machine, as a standalone software package partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0083] In the context of this disclosure, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can be, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing. Furthermore, although operations are depicted in a specific order, this should be understood as requiring that such operations be performed in the specific order shown or in sequential order, or requiring that all illustrated operations be performed to achieve the desired result. In certain environments, multitasking and parallel processing may be advantageous. Similarly, while several specific implementation details are included in the foregoing discussion, these should not be construed as limiting the scope of this disclosure. Certain features described in the context of individual embodiments may also be implemented in combination in a single implementation. Conversely, various features described in the context of a single implementation may also be implemented individually or in any suitable sub-combination in multiple implementations.

[0084] Although the subject matter has been described using language specific to structural features and / or methodological logic, it should be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or actions described above. Rather, the specific features and actions described above are merely illustrative examples of implementing the claims.

Claims

1. A method for supplying power to a vehicle, comprising: Obtain the power signal of the vehicle's battery; Based on the power signal, it is determined that the battery has experienced a power failure event; as well as The power scheduling module controls the energy storage unit within the vehicle to supply power to the driving automation unit, enabling the driving automation unit to persistently store the vehicle's driving data. The power scheduling module is electrically connected between the battery and the driving automation unit and is used to schedule the power supply to the driving automation unit.

2. The method of claim 1, wherein the power dispatching module includes a connection controller, and controlling the energy storage unit within the power dispatching module of the vehicle to supply power to the driving automation unit includes: The connection controller is controlled to disconnect the electrical connection between the battery and the driving automation unit; as well as The connection controller controls the electrical connection between the energy storage unit and the driving automation unit.

3. The method according to claim 2, further comprising: Receive persistent information about the driving data from the driving automation unit; as well as Based on the persistent information, the connection controller is controlled to disconnect the electrical connection between the energy storage unit and the driving automation unit.

4. The method according to claim 1, further comprising: In response to determining that the battery has experienced a power failure event, a first event record related to the power failure event is generated.

5. The method according to claim 4, further comprising: In response to a collision involving the vehicle, a collision signal is received; as well as In response to determining that the power failure event is associated with the collision signal, a second event record related to the collision and the power failure event is generated.

6. The method according to claim 1, wherein acquiring the power signal comprises: Obtain the first connection signal between the battery and the power scheduling module.

7. The method according to claim 6, further comprising: Based on the first connection signal, it is determined that the battery has experienced a power failure event.

8. The method of claim 1, wherein the energy storage unit includes a capacitor, the capacitance of which is determined based on the operating power of the driving automation unit.

9. The method of claim 8, wherein the capacitance value is further determined based on the internal resistance of the wiring harness between the capacitor and the driving automation unit and the voltage drop of the capacitor.

10. The method of claim 1, wherein acquiring the power signal comprises: Acquire a detection signal indicating the operating status of the power scheduling module; as well as In response to determining that the power scheduling module is operating normally based on the detection signal, the power signal is acquired.

11. A device for supplying power to a vehicle, comprising: The acquisition module is configured to acquire the power signal of the vehicle's battery; The determination module is configured to determine, based on the power signal, that a power failure event has occurred in the battery. as well as A control module is configured to control the energy storage unit within the vehicle's power scheduling module to supply power to the driving automation unit, thereby enabling the driving automation unit to persistently store the vehicle's driving data. The power scheduling module is electrically connected between the battery and the driving automation unit and is used to schedule the power supply to the driving automation unit.

12. An electronic device, comprising: processor; as well as A memory coupled to the processor, the memory having instructions stored therein, which, when executed by the processor, cause the electronic device to perform the method according to any one of claims 1 to 10.

13. A computer program product tangibly stored on a non-transitory computer-readable medium and comprising machine-executable instructions that, when executed, cause a machine to perform the method according to any one of claims 1 to 10.

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