Vehicle driving mode control system and vehicle

Abstract

The utility model discloses a vehicle driving mode control system and a vehicle, which are applied to the technical field of vehicle driving control. The vehicle driving mode control system comprises a monitoring module connected with a vehicle and used for monitoring the performance and state of the vehicle to obtain a monitoring result; the control module is connected with the monitoring module and is used for storing the monitoring result and sending out a control instruction and a level signal; one end of the latch circuit is connected with the control module and the output level of the latch circuit, the other end is connected with the monitoring module, and the latch circuit is used for latching and outputting level signals; and the driving module is connected with the control module and is used for triggering and switching a driving model of the vehicle according to the control instruction to drive the vehicle to run. According to the utility model, the technical problem of low universality of the vehicle controller is solved.

Description

Technical Field

[0001] This utility model relates to the field of vehicle driving control technology, and more specifically, to a vehicle driving mode control system and a vehicle having the same. Background Technology

[0002] Currently, controllers in different vehicle models refer to electronic devices used to control various vehicle functions, such as engine control units, brake control units, and airbag control units. These controllers play a crucial role in vehicle operation, improving driving safety, performance, and comfort. However, different vehicle models currently have different functional requirements for controllers, resulting in low controller compatibility. Therefore, improving the compatibility of vehicle controllers is of paramount importance for enhancing the driving experience.

[0003] In related technologies, different vehicle models have different functional requirements for controllers, and the configuration of the same controller applied to different models varies, with high-end and low-end versions. This leads to the possibility of multiple printed circuit boards (PCBs), increasing the cost of vehicle manufacturing. There is a technical problem of low universality of vehicle controllers.

[0004] There is currently no effective solution to the technical problem of low universality of vehicle controllers. Utility Model Content

[0005] This invention provides a control system for vehicle driving modes, which at least solves the technical problem of low universality of vehicle controllers.

[0006] According to one aspect of this utility model, a vehicle driving mode control system is provided. The vehicle driving mode control system may include: a monitoring module, connected to the vehicle, for monitoring the vehicle's performance and status, obtaining monitoring results, and receiving a vehicle wake-up signal; a control module, connected to the monitoring module, for storing the monitoring results and issuing control commands and level signals; a latching circuit, one end connected to the control module and the output level of the latching circuit, and the other end connected to the monitoring module, for latching and outputting level signals; and a drive module, connected to the control module, for triggering the switching of the vehicle's driving mode by the control command and driving the vehicle to operate.

[0007] Optionally, the latching circuit includes an OR gate circuit for latching a level signal.

[0008] Optionally, the OR gate circuit includes, but is not limited to, discrete devices and integrated chips, wherein the discrete devices are used to indicate different functions or states in the latch circuit, and the integrated chip is used to implement the functions of the latch circuit.

[0009] Optionally, the vehicle driving mode control system further includes a wake-up circuit, one end of which is connected to the control module and the monitoring module, and the other end of which is connected to the drive module, for waking up the drive module.

[0010] Optionally, the wake-up circuit includes: an external wake-up circuit connected to the monitoring module; and a built-in wake-up circuit connected to the control module and connected in parallel with the external wake-up circuit.

[0011] Optionally, the monitoring module includes: a monitoring circuit for monitoring the vehicle's status; and a data communication chip for communication transmission between control systems.

[0012] Optionally, the monitoring circuit includes: a conversion circuit for converting the vehicle's high-voltage DC power to low-voltage DC power; and a watchdog circuit for monitoring the vehicle's status.

[0013] Optionally, the data communication chip includes: a first data communication chip for communication between control systems and for transmitting vehicle data; and a second data communication chip connected in parallel with the first data communication chip, wherein the data transmission speed of the first data communication chip is greater than the data transmission speed of the second data communication chip.

[0014] Optionally, the control module further includes a storage module for storing data of the control module.

[0015] According to one aspect of the present invention, a vehicle is provided. The vehicle includes a vehicle driving mode control system.

[0016] In this invention, a monitoring module, connected to the vehicle, monitors the vehicle's performance and status, obtains monitoring results, and receives the vehicle's wake-up signal. A control module, connected to the monitoring module, stores the monitoring results and issues control commands and level signals. A latching circuit, with one end connected to the monitoring module and the output level of the latching circuit, and the other end connected to the monitoring module, latches and outputs level signals. A drive module, connected to the control module, is used to trigger the switching of the vehicle's driving mode by control commands, driving the vehicle to run. In other words, this invention monitors the vehicle's performance and status, obtains monitoring results, stores these results, and uses a latching circuit between the control and monitoring modules to ensure their stability. By switching the vehicle's driving mode through the drive module, it avoids the incompatibility problem between different vehicle models and the controller, thus solving the technical problem of low vehicle controller versatility and achieving the technical effect of improving the versatility of vehicle controllers. Attached Figure Description

[0017] The accompanying drawings, which are included to provide a further understanding of the present invention and constitute a part of this invention, illustrate exemplary embodiments of the present invention and, together with the description thereof, serve to explain the present invention and do not constitute an undue limitation thereof. In the drawings:

[0018] Figure 1 This is a schematic diagram of a vehicle driving mode control system according to an embodiment of the present utility model;

[0019] Figure 2 This is a schematic diagram of a latching circuit according to an embodiment of the present utility model;

[0020] Figure 3 This is a schematic diagram of an OR gate circuit according to an embodiment of the present utility model;

[0021] Figure 4 This is a schematic diagram of a control system for another vehicle driving mode according to an embodiment of the present utility model;

[0022] Figure 5 This is a schematic diagram of a wake-up circuit according to an embodiment of the present utility model;

[0023] Figure 6 This is a schematic diagram of a monitoring module according to an embodiment of the present utility model;

[0024] Figure 7 This is a schematic diagram of a monitoring circuit according to an embodiment of the present utility model;

[0025] Figure 8 This is a schematic diagram of a data communication chip according to an embodiment of the present utility model;

[0026] Figure 9 This is a schematic diagram of a control module according to an embodiment of the present utility model. Detailed Implementation

[0027] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of the present invention.

[0028] It should be noted that the terms "first," "second," etc., in the specification and accompanying drawings of this utility model are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the utility model described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a system, product, or device comprising a series of units is not necessarily limited to those explicitly listed, but may include other units not explicitly listed or inherent to such products or devices.

[0029] According to an embodiment of the present invention, an embodiment of a vehicle driving mode control system is provided.

[0030] Figure 1 This is a schematic diagram of a vehicle driving mode control system according to an embodiment of the present utility model, as shown below. Figure 1 As shown, the vehicle driving mode control system 100 may include: a monitoring module 10, a control module 20, a latching circuit 30, and a drive module 40.

[0031] The monitoring module 10 is connected to the vehicle to monitor the vehicle's performance and status, obtain monitoring results, and receive the vehicle's wake-up signal.

[0032] The monitoring module 10 can also be called a System Basis Chip (SBC module). The monitoring module 10 includes at least a monitoring circuit and a data communication chip.

[0033] For example, an SBC module includes at least four discrete chips. These include, for instance, a DC-DC switching power supply, an external watchdog timer, a Controller Area Network (CAN) chip, and a Local Interconnect Network (LIN) chip.

[0034] Optionally, DC-DC converters can be used to power the chip's I / O.

[0035] The control module 20 is connected to the monitoring module 10 and is used to store monitoring results and issue control commands and level signals.

[0036] The control module 20 can be a microcontroller. It receives the monitoring results from the monitoring module 10, sends control commands to the drive module 40 based on the monitoring results, and simultaneously sends a level signal value latching circuit 30.

[0037] Optionally, the control module includes a storage module for storing the monitoring results received by the control module from the monitoring module 10.

[0038] The latch circuit 30 has one end connected to the control module 20 and the output level of the latch circuit 30, and the other end connected to the monitoring module 10, for latching and outputting level signals;

[0039] The latch circuit 30 can also be called an OR gate latch circuit. The latch circuit 30 uses an OR gate to determine the output level. The latch circuit 30 includes at least an OR gate circuit.

[0040] Optionally, one end of the latch circuit is connected to the output level of the control module 20 and the latch circuit 30, and the other end is connected to the monitoring module 10. This allows the high-level signal to be latched when the control module 20 fails, thereby preventing the entire system from failing to work due to the failure of the control module 20.

[0041] For example, when a high signal needs to be latched, the microcontroller outputs a high level; when a low signal needs to be latched, the microcontroller continuously outputs a low level. Even when the microcontroller is without power and cannot output, the high signal stored in the latch circuit can still be used to control other signals. Furthermore, the entire circuit is controlled by the microcontroller's internal software. Therefore, a single hardware setup can be used to accommodate different high and low voltage requirements.

[0042] The drive module 40 is connected to the control module 20 and is used to switch the vehicle's driving mode by triggering control commands, thereby driving the vehicle to run.

[0043] The drive module 40 includes at least a high-side drive and a low-side drive. The diagnosis of the high-side drive is determined by the control module 20 sampling the IS current; the diagnosis of the low-side drive is determined by the control module 20 sampling the output of the low-side drive.

[0044] In this invention, a monitoring module, connected to the vehicle, monitors the vehicle's performance and status, obtains monitoring results, and receives the vehicle's wake-up signal. A control module, connected to the monitoring module, stores the monitoring results and issues control commands and level signals. A latching circuit, with one end connected to the monitoring module and the output level of the latching circuit, and the other end connected to the monitoring module, latches and outputs level signals. A drive module, connected to the control module, is used to trigger the switching of the vehicle's driving mode by control commands, driving the vehicle to run. In other words, this invention monitors the vehicle's performance and status, obtains monitoring results, stores these results, and uses a latching circuit between the control and monitoring modules to ensure their stability. By switching the vehicle's driving mode through the drive module, it avoids the incompatibility problem between different vehicle models and the controller, thus solving the technical problem of low vehicle controller versatility and achieving the technical effect of improving the versatility of vehicle controllers.

[0045] The control system of the vehicle driving mode described above in this embodiment will be further described below.

[0046] As an optional example, latch circuit 30 includes an OR gate circuit 301 for latching the level signal.

[0047] Figure 2 This is a schematic diagram of a latching circuit according to an embodiment of the present utility model, as shown below. Figure 2 As shown, the latch circuit 30 may include an OR gate circuit 301.

[0048] Optionally, the latching level signal can be implemented through OR gate circuit 301.

[0049] For example, the truth table of an OR gate is: if at least one input is high, the output is high; if both inputs are low, the output is low. Therefore, by connecting the output of a latch circuit to one of its inputs, if the other input is high, the output will be high, feeding back to the connected input, thus latching the high signal.

[0050] Alternatively, the resistor serves to limit the flow of current. In a latching circuit, the resistor can be used to control the magnitude of the input signal, adjust the circuit's operating state, stabilize the circuit's operation, and prevent overload, etc.

[0051] As an alternative example, the OR gate circuit includes, but is not limited to, discrete devices and integrated chips, wherein the discrete devices are used to indicate different functions or states in the latch circuit, and the integrated chip is used to implement the function of the latch circuit.

[0052] Figure 3 This is a schematic diagram of an OR gate circuit according to an embodiment of the present utility model, such as... Figure 3 As shown, the OR gate circuit 301 may also include, but is not limited to, discrete devices 3011 and integrated chips 3012.

[0053] In this embodiment, the OR gate circuit 301 may include at least a discrete device 3011 and an integrated chip 3012.

[0054] Optionally, an integrated chip can integrate multiple functional modules, such as logic gates and flip-flops, thereby reducing the number of discrete components required in the circuit, simplifying circuit design, and improving circuit efficiency.

[0055] Alternatively, discrete components can be used to indicate different functions or states in a circuit. For example, an LED can be used as an indicator to show the on / off status or alarm status of a device. Additionally, discrete components such as resistors and capacitors can be used to regulate current and voltage in a circuit to achieve specific functions.

[0056] As an optional example, the vehicle driving mode control system 100 further includes a wake-up circuit 50, one end of which is connected to the control module and the monitoring module, and the other end of which is connected to the drive module, for waking up the drive module.

[0057] In this embodiment, Figure 4 This is a schematic diagram of a control system for another vehicle driving mode according to an embodiment of the present invention, as shown below. Figure 4 As shown, the vehicle driving mode control system 100 may include a wake-up circuit 50.

[0058] Optionally, the wake-up circuit 50 is connected at one end to the control module 20 and the monitoring module 10, and at the other end to the drive module 40, for waking up the drive module.

[0059] Optionally, the driving mode selection controller can be woken up by a wake-up source when it is in a dormant state.

[0060] For example, four wake-up sources can be set: key-operated door wake-up; CAN wake-up; LIN wake-up; and a microcontroller delayed power-down signal. The key-operated door signal and the microcontroller delayed power-down signal wake up the entire system by triggering the enable pin of the DC-DC converter. The CAN and LIN wake-up signals wake up the entire system by triggering the enable pin of the DC-DC converter via the INH pin of their respective chips. Furthermore, these four wake-up sources are linked by an OR condition.

[0061] As an optional example, the wake-up circuit 50 includes: an external wake-up circuit connected to the monitoring module; and a built-in wake-up circuit connected to the control module and connected in parallel with the external wake-up circuit.

[0062] In this embodiment, Figure 5This is a schematic diagram of a wake-up circuit according to an embodiment of the present invention, as shown below. Figure 5 As shown, the wake-up circuit 50 may include an external wake-up circuit 501 and a built-in wake-up switching circuit 502.

[0063] Optionally, the external wake-up circuit 501 is connected to the monitoring module 10, the internal wake-up circuit 502 is connected to the control module 20, and the external wake-up circuit 501 and the internal wake-up circuit 503 are connected in parallel.

[0064] Optionally, the external wake-up circuit 501 may include: a DC-DC voltage output signal PG and an external watchdog output signal integrated in the LDO.

[0065] Optionally, the built-in wake-up circuit 502 may include: a microcontroller built-in watchdog reset and a microcontroller control GPIO.

[0066] As an optional example, the monitoring module includes: a monitoring circuit for monitoring the vehicle's status; and a data communication chip for communication transmission between control systems.

[0067] In this embodiment, Figure 6 This is a schematic diagram of a monitoring module according to an embodiment of the present utility model, as shown below. Figure 6 As shown, the monitoring module 10 may include a monitoring circuit 101 and a data communication chip 102.

[0068] Optionally, monitoring circuit 101 is used to monitor the vehicle's status. Data communication chip 102 is used for communication transmission between the various modules.

[0069] As an optional example, the monitoring circuit includes: a conversion circuit for converting the vehicle's high-voltage DC power to low-voltage DC power; and a watchdog circuit for monitoring the vehicle's status.

[0070] In this embodiment, Figure 7 This is a schematic diagram of a monitoring circuit according to an embodiment of the present utility model, as shown below. Figure 7 As shown, the monitoring circuit 101 may include a conversion circuit 1011 and a watchdog circuit 1012.

[0071] Optionally, the conversion circuit 1011 can also be called DC-DC; the watchdog circuit 1012 can also be called an external watchdog.

[0072] As an optional example, the data communication chip includes: a first data communication chip for communication between control systems and for transmitting vehicle data; and a second data communication chip connected in parallel with the first data communication chip, wherein the first data communication chip transmits data at a speed greater than that of the second data communication chip.

[0073] In this embodiment, Figure 8 This is a schematic diagram of a data communication chip according to an embodiment of the present utility model, as shown below. Figure 8 As shown, the data communication chip 102 may include: a first data communication chip 1021 and a second data communication chip 1022.

[0074] Optionally, the first data communication chip 1021 can be a CAN chip, and the second data communication chip 1022 can be a LIN chip. CAN chips are mainly used for high-speed data communication and are commonly used in fields requiring high-speed data transmission, such as automotive electronic systems and industrial control systems. CAN chips can realize data transmission and communication between multiple nodes and have high reliability and anti-interference capabilities.

[0075] Optionally, LIN chips are primarily used for low-speed data communication, typically in automotive electronic systems, home appliances, and other applications requiring low-speed data transmission. LIN chips simplify system design and reduce costs, making them suitable for situations where high communication speed is not critical. LIN communication uses a single-master, multiple-slave architecture, suitable for simple control and monitoring tasks.

[0076] As an optional example, the control module includes: a storage module for storing data of the control module.

[0077] In this embodiment, Figure 9 This is a schematic diagram of a control module according to an embodiment of the present utility model, as shown below. Figure 9 As shown, the control module 20 may include a storage module 201.

[0078] Optionally, the storage module 201 is used to store data from the control module.

[0079] For example, the program is stored in the microcontroller's integrated FLASH (SIP package). An external EEPROM is designed to store the microcontroller's non-volatile data, based on system requirements.

[0080] In this embodiment, a monitoring module, connected to the vehicle, monitors the vehicle's performance and status, obtains monitoring results, and receives the vehicle's wake-up signal. A control module, connected to the monitoring module, stores the monitoring results and issues control commands and level signals. A latch circuit, with one end connected to the monitoring module and the output level of the latch circuit, and the other end connected to the monitoring module, latches and outputs level signals. A drive module, connected to the control module, responds to control commands, switches the vehicle's driving mode, and triggers the vehicle to run. In other words, this invention monitors the vehicle's performance and status, obtains monitoring results, stores these results, and uses a latch circuit between the control and monitoring modules to ensure their stability. By switching the vehicle's driving mode through the drive module, it avoids incompatibility issues between different vehicle models and the controller, thus solving the technical problem of low vehicle controller versatility and achieving the technical effect of improving the versatility of vehicle controllers.

[0081] The technical solution of this utility model embodiment will be illustrated below with reference to preferred embodiments.

[0082] Currently, controllers in different vehicle models refer to electronic devices used to control various vehicle functions, such as engine control units, brake control units, and airbag control units. These controllers play a crucial role in vehicle operation, improving driving safety, performance, and comfort. However, different vehicle models currently have different functional requirements for controllers, resulting in low controller compatibility. Therefore, improving the compatibility of vehicle controllers is of paramount importance for enhancing the driving experience.

[0083] In related technologies, different vehicle models have different functional requirements for controllers, and the configuration of the same controller varies across different models, with high-end and low-end versions. This leads to the possibility of multiple PCB boards, increasing manufacturing costs. There is a technical problem of low universality for vehicle controllers. Currently, no effective solution has been proposed to address this issue.

[0084] To address the aforementioned issues, this embodiment proposes a hardware solution for a driving mode selection controller. This solution utilizes an external watchdog timer, power supply voltage output indicator, a microcontroller-built-in watchdog timer, and microcontroller control signals to jointly control the subsequent drive stage. When a system malfunctions, the drive output can be safely shut off, thus resolving the technical problem of low versatility in vehicle controllers and achieving the technical effect of improving the versatility of vehicle controllers.

[0085] In this embodiment, the hardware solution of the driving mode selection controller mainly includes a chip, a power supply solution, a sleep / wake-up and reset enable solution, a storage solution, a door latch circuit, and a drive solution.

[0086] Optionally, chip selection: The main chips in the hardware solution of this utility model include: an SBC module, a microcontroller, and a driver module. The SBC module uses four discrete chips (DC-DC converter, external watchdog timer, CAN chip, and LIN chip) to meet the requirements.

[0087] Optionally, a DC-DC module is a module used to convert DC voltage to another DC voltage. It typically consists of input terminals, output terminals, and electronic components, enabling voltage boost, buck, or conversion functions. DC-DC modules are widely used in electronic equipment, communication equipment, automotive electronics, and other fields, providing stable voltage output to ensure normal equipment operation. Common types of DC-DC modules include boost modules, buck modules, and buck-boost modules.

[0088] Optionally, an external watchdog timer is a protective device used in circuits. Its main function is to detect abnormal conditions in the circuit, such as overload, short circuit, or other faults, and then automatically disconnect the circuit to protect equipment and personnel safety. An external watchdog timer is typically an electronic device that can trigger the circuit disconnection operation based on preset conditions to prevent damage caused by circuit overload or other problems. In industrial and household circuits, external watchdog timers are a very important safety device that can effectively protect circuits and equipment from potential dangers.

[0089] Optionally, a CAN chip refers to an integrated circuit chip that uses the Controller Area Network (CAN) communication protocol. CAN chips are commonly used in applications requiring high-speed, reliable, and real-time communication, such as automotive, industrial control systems, and aerospace. CAN chips enable data communication between multiple devices and feature strong anti-interference capabilities, high communication speed, and low system resource consumption.

[0090] Alternatively, CAN is a serial communication protocol widely used in real-time control systems. The CAN protocol has also been applied in other fields, such as industrial control and medical equipment.

[0091] Optionally, the CAN protocol employs a master-slave communication architecture, where multiple controllers communicate by sharing the same bus. Each node on the CAN bus has a unique identifier to distinguish different nodes. Nodes can send and receive messages, which can contain data, priority, and error detection information.

[0092] Optionally, the CAN protocol has the following characteristics: High reliability: The CAN protocol uses differential signal transmission and CRC check mechanisms, which can effectively resist electromagnetic interference and data transmission errors. Real-time performance: The CAN protocol supports a priority mechanism, which can ensure that high-priority messages are transmitted in a timely manner, meeting the needs of real-time control systems. Flexibility: Multiple nodes can be connected to the CAN bus, and nodes can flexibly send and receive messages to achieve many-to-many communication. High performance: The data transmission rate of the CAN protocol is typically between several hundred kbps and several Mbps, which can meet the needs of most real-time control systems.

[0093] Optionally, a LIN chip is an integrated circuit chip specifically designed for local area network (LAN) communication, typically used in automotive electronic systems. The LIN (Local Interconnect Network) communication protocol is a low-cost, low-speed, and simple serial communication protocol suitable for short-range communication between various electronic control units within a vehicle. LIN chips can enable communication between various electronic control units within a vehicle, such as the engine control unit, instrument panel control unit, and door control units. LIN chips generally feature low power consumption, low cost, and high reliability, and are widely used in automotive electronic systems.

[0094] Alternatively, LIN is a communication protocol typically used for short-range communication between automotive electronic control units (ECUs). The LIN protocol was developed by the LIN Protocol Alliance to provide a simple, low-cost communication solution suitable for slave controllers in automobiles, such as window regulators and seat controllers.

[0095] Optionally, the LIN protocol uses a single master-slave architecture, where one master controller controls multiple slave controllers. Communication rates are typically between 19.2 Kbps and 20 Kbps, suitable for short-range communication scenarios. The LIN protocol uses a simple frame format, including synchronization fields, identifiers, data fields, and check fields to ensure reliable communication.

[0096] Optionally, the LIN protocol is widely used in automotive electronic systems, enabling simple data exchange and control command transmission between slave controllers, thus improving the overall performance and reliability of the automotive electronic system. The LIN protocol also boasts advantages such as low cost, low power consumption, and ease of implementation, making it suitable for auxiliary function control and monitoring applications in automobiles.

[0097] Optionally, the power supply scheme is as follows: Since the driving mode selection controller requires sleep and wake-up cycles, it is powered by the vehicle's low-voltage battery via the KL30 power supply. A switching power supply (DC-DC) converts the KL30 to 3.3V to power the microcontroller and some chip I / O (for communication with the microcontroller without level conversion). A linear power supply (LDO) converts the KL30 to 5V to power the CAN chip. Due to the wake-up requirement, the communication chips CAN and LIN require a constant power supply.

[0098] Optionally, in the sleep-wake and reset enable scheme, the driving mode selection controller can be woken up by a wake-up source when it is in sleep mode. Four wake-up sources are designed: ignition key wake-up; CAN wake-up; LIN wake-up; and a delayed power-down signal from the microcontroller. The ignition key signal and the delayed power-down signal from the microcontroller wake up the entire system by triggering the enable pin of the DC-DC converter. The CAN wake-up and LIN wake-up are triggered by the INH pin of their respective chips, which in turn trigger the enable pin of the DC-DC converter, thus waking up the entire system. Furthermore, these four wake-up sources are linked by an OR condition.

[0099] Optionally, in the sleep / wake-up and reset enable scheme, the reset signal for the microcontroller is generated by ANDing the DC-DC voltage output signal PG and the external watchdog output signal integrated in the LDO. When the output is normally 3.3V and the microcontroller feeds the watchdog correctly, the microcontroller is de-reset, and the controller enters normal operation. When the DC-DC voltage output is abnormal or the microcontroller fails to feed the watchdog on time, the microcontroller is reset. Simultaneously, the microcontroller's de-reset signal and the reset output signal of the microcontroller's built-in watchdog are ANDed to obtain the high-side drive reset signal. This high-side drive reset signal is then ANDed with the control signal of the microcontroller's GPIO pin as the input signal for the high-side drive chip. Therefore, the high-side drive is jointly controlled by the power module, watchdog, and microcontroller. This design makes the shutdown of the high-side drive chip safer and more reliable when the controller malfunctions.

[0100] Alternatively, the storage solution is as follows: the program is stored in the microcontroller's integrated FLASH (SIP package). An external EEPROM is designed to store the microcontroller's non-volatile data, based on system requirements.

[0101] Optionally, the OR gate latch circuit can be designed using the characteristics of the OR gate truth table. The known OR gate truth table states that the output is high if at least one input is high, and low only when both inputs are low. Here, the output is connected to one of the inputs. Thus, if the other input is high, the output is high, feeding back to the connected input, thereby latching the high value.

[0102] Optionally, a microcontroller can be used to control the OR gate latch circuit. When a high signal needs to be latched, the microcontroller outputs a high level; when a low signal needs to be latched, the microcontroller continuously outputs a low level. The advantage of this is that even if the microcontroller is without power and cannot output, the stored high signal can still be used to control other signals. Furthermore, the entire circuit is controlled by the microcontroller's internal software. Therefore, a single hardware setup can be used to accommodate different high- and low-end requirements.

[0103] Optionally, the driving scheme: This utility model designs high-side drive and low-side drive, and the drive input is jointly controlled by the power supply module, watchdog timer, and microcontroller. The diagnosis of high-side drive is determined by the microcontroller sampling the IS current; the diagnosis of low-side drive is determined by the microcontroller sampling the low-side drive output.

[0104] In this embodiment, the present invention proposes a hardware solution for a driving mode selection controller. The subsequent drive is controlled by an external watchdog, a power supply voltage output indicator, a microcontroller-built-in watchdog, and a microcontroller control signal. When a system fault occurs, the drive output can be safely shut off, solving the technical problem of low versatility of vehicle controllers and achieving the technical effect of improving the versatility of vehicle controllers.

[0105] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0106] In the above embodiments of this utility model, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0107] The above are merely preferred embodiments of this utility model. It should be noted that, for those skilled in the art, several improvements and modifications can be made without departing from the principle of this utility model, and these improvements and modifications should also be considered within the scope of protection of this utility model.

Claims

1. A control system for vehicle driving modes, characterized in that, include: The monitoring module is connected to the vehicle to monitor the vehicle's performance and status, obtain monitoring results, and receive the vehicle's wake-up signal. A control module, connected to the monitoring module, is used to store the monitoring results and issue control commands and level signals; A latching circuit, with one end connected to the control module and the output level of the latching circuit, and the other end connected to the monitoring module, is used to latch and output the level signal; A drive module, connected to the control module, is used to switch the driving mode of the vehicle triggered by the control command, thereby driving the vehicle to operate.

2. The control system according to claim 1, characterized in that, The latching circuit includes: An OR gate circuit is used to latch the level signal.

3. The control system according to claim 2, characterized in that, The OR gate circuit includes, but is not limited to, discrete devices and integrated chips, wherein the discrete devices are used to indicate different functions or states in the latch circuit, and the integrated chip is used to implement the functions of the latch circuit.

4. The control system according to claim 1, characterized in that, Also includes: The wake-up circuit has one end connected to the control module and the monitoring module, and the other end connected to the drive module, and is used to wake up the drive module.

5. The control system according to claim 4, characterized in that, The wake-up circuit includes: An external wake-up circuit is connected to the monitoring module; The built-in wake-up circuit is connected to the control module and is connected in parallel with the external wake-up circuit.

6. The control system according to claim 1, characterized in that, The monitoring module includes: Monitoring circuitry for monitoring the status of the vehicle; A data communication chip is used for communication transmission between the control systems.

7. The control system according to claim 6, characterized in that, The monitoring circuit includes: A conversion circuit for converting the high-voltage direct current of the vehicle into low-voltage direct current; A watchdog circuit is used to monitor the status of the vehicle.

8. The control system according to claim 6, characterized in that, The data communication chip includes: A first data communication chip is used for communication between the control systems and for transmitting vehicle data; The second data communication chip is connected in parallel with the first data communication chip, wherein the data transmission speed of the first data communication chip is greater than the data transmission speed of the second data communication chip.

9. The control system according to any one of claims 1 to 8, characterized in that, The control module includes: A storage module is used to store the data of the control module.

10. A vehicle, comprising a control system for vehicle driving modes, characterized in that, The control system for the vehicle driving mode is the same as the control system for the vehicle driving mode according to any one of claims 1 to 9.

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