Vehicle control circuit and vehicle

Abstract

The utility model relates to a control circuit of a vehicle and the vehicle. The control circuit comprises a storage battery, an accessory relay, a first switch module, a normally-closed switch, a first load, a second load and a third load, the accessory relay comprises a first end and a second end; the first switch module comprises a third end and a fourth end, and the normally closed switch comprises a fifth end and a sixth end; wherein the output end of the storage battery is respectively connected with the first end of the accessory relay and the fifth end of the normally closed switch; the second end of the accessory relay is connected with the first load and the third end of the first switch module. The accessory relay is conducted when the vehicle is in an accessory power supply gear or a starting gear; the accessory relay is disconnected when the vehicle is in a closed gear; the fourth end of the first switch module is connected with a second load; and the sixth end of the normally closed switch is connected with the third load. The control circuit and the vehicle can prolong the service life of the storage battery and improve the vehicle use experience.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and in particular to a vehicle control circuit and a vehicle. Background Technology

[0002] With the continuous development of vehicle technology, there are more and more vehicles on the market. Among them, vehicles may be in a long-term transportation state, such as overseas transportation; and when in use, vehicles may also be idle for a long time.

[0003] When the vehicle is idle, the controller load is powered by the battery. Since the battery has a limited capacity, prolonged idleness may lead to battery depletion, affecting battery performance and the user experience. Utility Model Content

[0004] One of the objectives of this utility model is to provide a vehicle control circuit and vehicle, which can extend the service life of the battery and improve the user experience.

[0005] To achieve the above objectives, the technical solution adopted by this utility model is as follows:

[0006] In a first aspect, this utility model provides a vehicle control circuit, comprising: a battery, an accessory relay, a first switch module, a normally closed switch, a first load, a second load, and a third load; the accessory relay includes a first terminal and a second terminal; the first switch module includes a third terminal and a fourth terminal, and the normally closed switch includes a fifth terminal and a sixth terminal; wherein: the output terminal of the battery is connected to the first terminal of the accessory relay and the fifth terminal of the normally closed switch respectively; the second terminal of the accessory relay is connected to the first load and the third terminal of the first switch module respectively; the accessory relay is turned on when the vehicle is in the accessory power position or the start position; the accessory relay is turned off when the vehicle is in the off position; the fourth terminal of the first switch module is connected to the second load; and the sixth terminal of the normally closed switch is connected to the third load.

[0007] Based on the aforementioned technical means, the third load is connected to the battery via a normally closed switch, ensuring its usability under all conditions. The first load is connected to the battery via an accessory relay. When the vehicle is in the accessory power or start position, the accessory relay is activated, supplying power to the first load through the battery. When the vehicle is powered off (in the off state), the accessory relay deactivates, cutting off power to the first load and reducing power demand in the off state. The second load is connected to the battery via a first switch module and an accessory relay. If the first switch module is closed, it provides the same power supply as the first load, reducing power demand in the off state. If the first switch module is open, the battery cannot supply power to the second load, further reducing power demand. This improves battery life and enhances the user experience.

[0008] In one possible implementation, the first switch module is a single-pole double-throw switch, and the first switch module also includes a seventh terminal; the seventh terminal of the first switch module is connected to the output terminal of the battery.

[0009] Based on the above technical means, the first switch module is a single-pole double-throw switch, and the seventh terminal of the first switch module is connected to the battery, thereby enabling the switching between two power supply methods and improving the user experience.

[0010] In one possible implementation, if the single-pole double-throw switch is in the first state, the third and fourth terminals of the first switch module are connected, and the battery supplies power to the second load through the accessory relay; if the single-pole double-throw switch is in the second state, the third and seventh terminals of the first switch module are connected, and the battery supplies power to the second load.

[0011] Based on the above technical means, if the single-pole double-throw switch is in the first state, the battery supplies power to the second load through the accessory relay. This allows the second load to be powered in both the open and accessory power positions to ensure vehicle operation needs. In the closed position, the power supply to the second load is cut off in time, reducing the power demand on the battery. This satisfies vehicle operation needs while saving battery power. If the single-pole double-throw switch is in the second state, the battery supplies power to the second load, thus enabling a full-function experience for normal vehicle operation.

[0012] In one possible implementation, the first switching module is a single-throw switch; if the single-throw switch is closed, the third and fourth terminals of the first switching module are connected, and the battery supplies power to the second load through the accessory relay; if the single-throw switch is open, the second load is disconnected from the power supply.

[0013] Based on the above technical means, the first switch module is a single-throw switch. By closing and opening the single-throw switch, the power supply to the second load is switched, which has the characteristics of simple implementation and low cost.

[0014] In one possible implementation, the control circuit further includes a voltage detection point, a controller, and a display screen; the voltage detection point is connected to the input terminal of the controller; the output terminal of the controller is connected to the display screen; the voltage detection point is located between the fourth terminal of the first switching module and the second load; the controller is the third load.

[0015] Based on the aforementioned technical means, since the controller is a third load and is in a real-time power supply state, it can detect the voltage at the voltage detection point of the mode and control the display screen. The state of the first switch module affects the voltage at the voltage detection point. Therefore, the controller can detect the voltage at the voltage monitoring point to perceive the current state of the first switch module and thus remind the user of the current switch module's state through the display screen.

[0016] In one possible implementation, when the voltage at the voltage detection point is low, the controller transmits a first electrical signal to the display screen to output a first mode on the display screen; when the voltage at the voltage detection point is high, the controller transmits a second electrical signal to the display screen to output a second mode on the display screen; the energy consumption of the first mode is lower than that of the second mode.

[0017] Based on the aforementioned technical means, when the voltage at the voltage detection point is low, it indicates that the second load is connected to the battery through the accessory relay and the first switch module, i.e., it is in the first mode state, and thus the first mode is displayed on the screen. When the voltage at the voltage detection point is high, it indicates that the second load is connected to the battery through the first switch module, i.e., it is in the second mode state, and thus the second mode is displayed on the screen. In this way, users can promptly perceive the current status of the first switch module and the vehicle mode, improving the user experience.

[0018] In one possible implementation, the first switch module is deployed in the vehicle's engine compartment fuse box.

[0019] Based on the above technical means, the first switch module is deployed in the vehicle's engine compartment fuse box. On the one hand, this can avoid accidental contact, and on the other hand, it can facilitate layout and save space.

[0020] In one possible implementation, the second load includes one or more of the following: a tailgate input / output controller, a cabin domain controller, an external power amplifier, radar, a sunroof sunshade control unit, a rain and light sensor, an ambient light controller, a steering wheel controller, an air conditioning controller, a central control screen, and an instrument panel.

[0021] Based on the above technical means, the second loads are all experience-related loads. Even if they are not powered, they will not affect the basic usage needs of the vehicle. Powering the vehicle can improve the user experience.

[0022] In one possible implementation, the first load includes one or more of the following: a wireless charging unit and a power interface; the third load includes: a battery energy distribution unit (BDU), an integrated electronic parking brake unit (EPBI), and a transmission control unit (TCU).

[0023] Based on the above technical means, the first load is the load with a large power demand, so it is generally supplied with power in the accessory power position or the on position to reduce the power demand on the battery; the third load is the control unit of the vehicle's basic functions, which is connected to the battery through a normally closed switch to achieve real-time power supply and ensure the vehicle's basic driving needs. This achieves reasonable distribution of battery power.

[0024] Secondly, the present invention provides a vehicle that includes any of the control circuits provided in the first aspect.

[0025] It should be noted that the technical effects of the second aspect can be referred to in the detailed description of the first aspect above, and will not be repeated here. Attached Figure Description

[0026] Figure 1 A schematic diagram of a first optional structure of a vehicle control circuit provided in an embodiment of the present utility model;

[0027] Figure 2 A schematic diagram of a second optional structure of the vehicle control circuit provided in an embodiment of the present utility model;

[0028] Figure 3 A schematic diagram of a third optional structure for a vehicle control circuit provided in an embodiment of this utility model;

[0029] Figure 4 A schematic diagram of a fourth optional structure of the vehicle control circuit provided in an embodiment of the present utility model;

[0030] Figure 5 A schematic diagram of a fifth optional structure of the vehicle control circuit provided in an embodiment of this utility model;

[0031] Figure 6 A schematic diagram of a sixth optional structure of the vehicle control circuit provided in an embodiment of this utility model;

[0032] Figure 7 A schematic diagram of a seventh optional structure of the vehicle control circuit provided in this embodiment of the utility model;

[0033] Figure 8 A schematic diagram of an eighth optional structure of the vehicle control circuit provided in this embodiment of the utility model;

[0034] Figure 9 A schematic diagram of an optional structure for an adjustable constant-electric load in a maritime transport mode provided in an embodiment of this utility model;

[0035] Figure 10 A schematic diagram of an optional structure of a conventional control circuit provided in an embodiment of this utility model;

[0036] Figure 11 A schematic diagram of an optional structure of the improved control circuit provided in an embodiment of this utility model;

[0037] Figure 12 A schematic diagram of an optional control process for entering maritime transport mode provided in an embodiment of this utility model;

[0038] Figure 13 This is an optional flowchart illustrating the control process for exiting the maritime transport mode, as provided in an embodiment of the present invention. Detailed Implementation

[0039] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the specific technical solutions of the application will be further described in detail below with reference to the accompanying drawings of the embodiments of this utility model. The following embodiments are used to illustrate this utility model, but are not intended to limit the scope of this utility model.

[0040] In the following description, references are made to “some embodiments,” which describe a subset of all possible embodiments. However, it is understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0041] In the following description, the terms "first," "second," and "third" are used only to distinguish different objects and do not represent a specific order of objects, nor are they constituting a chronological order. It is understood that "first," "second," and "third" may be interchanged in a specific order or sequence where permissible, so that the embodiments of the present invention described herein can be implemented in an order other than that illustrated or described herein.

[0042] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein is for the purpose of describing embodiments of the invention only and is not intended to limit the invention.

[0043] This utility model provides a vehicle control circuit and a vehicle. The following describes various embodiments of the vehicle control circuit and the vehicle provided by this utility model.

[0044] In a first aspect, embodiments of the present invention provide a vehicle control circuit.

[0045] refer to Figure 1The control circuit 10 shown includes: a battery 101, an accessory relay 102, a first switch module 103, a normally closed switch 104, a first load 105, a second load 106, and a third load 107. The accessory relay 102 includes a first terminal 1021 and a second terminal 1022; the first switch module 103 includes a third terminal 1031 and a fourth terminal 1032; and the normally closed switch 104 includes a fifth terminal 1041 and a sixth terminal 1042.

[0046] in:

[0047] The output terminal of the storage battery 101 is connected to the first terminal 1021 of the accessory relay 102 and the fifth terminal 1041 of the normally closed switch 104, respectively.

[0048] The second terminal 1022 of the accessory relay 102 is connected to the third terminal 1031 of the first load 105 and the first switch module 103, respectively.

[0049] The fourth terminal 1032 of the first switch module 103 is connected to the second load 106.

[0050] The sixth terminal 1042 of the normally closed switch 104 is connected to the third load 107.

[0051] Regarding the storage battery 101: This application embodiment does not limit the battery type or capacity of the storage battery 101, and it can be configured according to actual needs. This application embodiment also does not limit the type of vehicle, and it can be configured according to actual needs. For example, the vehicle here can be a gasoline vehicle or an electric vehicle, a sedan or a commercial vehicle, etc.

[0052] For accessory relay 102: accessory relay 102 is turned on when the vehicle is in accessory power position or start position; accessory relay 102 is turned off when the vehicle is in off position.

[0053] The Accessory (ACC) power position is between the LOCK and ON positions (full vehicle power on or ON). When the key is turned to the ACC position, the vehicle engine is not started, but power can be supplied to some low-power electrical devices; at this time, accessory relay 102 is closed. When the key is turned to the LOCK position, the vehicle power is off, the battery supplies power, and accessory relay 102 is open.

[0054] Regarding the first switch module 103: Whether the first switch module 103 is turned on or off is used to change the power supply mode of the second load. The first switch module 103 can be configured according to actual needs. For example, the first switch module can be configured as a single-pole single-throw switch or a single-pole double-throw switch. This application embodiment does not limit the type of the first switch module 103 and can be configured according to actual needs. When the first switch module 103 is a fuse switch, the cost of the control circuit and the vehicle can be reduced.

[0055] This application does not limit the deployment location of the first switch module 103, and it can be configured according to actual needs. In one possible implementation, the first switch module 103 can be deployed in the vehicle's engine compartment fuse box. Deploying the first switch module 103 in the vehicle's engine compartment fuse box can, on the one hand, avoid accidental contact and improve safety and stability; on the other hand, it can facilitate layout and save space.

[0056] For normally closed switch 104: it is used to provide real-time power to the third load 107. This application embodiment does not limit the type of normally closed switch 104, and it can be configured according to actual needs. For example, normally closed switch 104 can be a normally closed fuse switch.

[0057] The embodiments of this application do not limit the electronic devices included in the first load 105, the second load 106, and the third load 107, and can be configured according to actual needs.

[0058] In one possible implementation, since the first load 105 only supplies power when the vehicle is in ACC or ON position, it is equivalent to an ACC electrical load. Therefore, the first load 105 can be some electronic devices with high power consumption that are not part of the vehicle's basic control functions. In this way, the power supply demand of the battery when the vehicle is powered off can be reduced, and the impact on vehicle functions can be minimized.

[0059] Since the second load 106 has different power supply states when the first switch module 103 is in different states, it is equivalent to the second load being an adjustable constant power load. Therefore, the second load 106 can be some power devices that do not consume much power and do not belong to the basic control functions of the vehicle.

[0060] Since the third load 107 can provide real-time power, it serves as an electronic device for the vehicle's basic control functions. For example, it could be a controller for the vehicle's powertrain, brakes, etc. This ensures that the normal operation of the vehicle is not affected.

[0061] It should be noted that all of the above connections are electrical connections. This application does not limit the connection lines for electrical connections, and the configuration can be made according to the needs of the devices connected at both ends.

[0062] The control circuit provided in this embodiment includes a battery, an accessory relay, a first switch module, a normally closed switch, a first load, a second load, and a third load. The accessory relay includes a first terminal and a second terminal; the first switch module includes a third terminal and a fourth terminal, and the normally closed switch includes a fifth terminal and a sixth terminal. The output terminal of the battery is connected to the first terminal of the accessory relay and the fifth terminal of the normally closed switch, respectively. The second terminal of the accessory relay is connected to the first load and the third terminal of the first switch module, respectively. The accessory relay is turned on when the vehicle is in the accessory power position or the start position; the accessory relay is turned off when the vehicle is in the off position. The fourth terminal of the first switch module is connected to the second load; and the sixth terminal of the normally closed switch is connected to the third load.

[0063] Based on the aforementioned technical means, the third load is connected to the battery via a normally closed switch, ensuring its usability under all conditions. The first load is connected to the battery via an accessory relay. When the vehicle is in the accessory power or start position, the accessory relay is activated, supplying power to the first load through the battery. When the vehicle is powered off (in the off state), the accessory relay deactivates, cutting off power to the first load and reducing power demand in the off state. The second load is connected to the battery via a first switch module and an accessory relay. If the first switch module is closed, it provides the same power supply as the first load, reducing power demand in the off state. If the first switch module is open, the battery cannot supply power to the second load, further reducing power demand. This improves battery life and enhances the user experience.

[0064] In one embodiment, reference Figure 2 As shown, the first switch module 103 is a single-pole double-throw switch 103A, and the first switch module 103 also includes a seventh terminal 1033. The seventh terminal 1033 of the first switch module 103 is connected to the output terminal of the storage battery 101.

[0065] For the single-pole double-throw switch 103A, the specific type of single-pole double-throw switch is not limited in this application embodiment, and can be configured according to actual needs.

[0066] In this embodiment, the single-pole double-throw switch 103A can conduct different paths in different states, thereby changing the power supply mode of the second load 106. This application does not limit the way the single-pole double-throw switch 103A is in different states; it can be configured according to actual needs. For example, the different states of the single-pole double-throw switch 103A can be achieved through toggling or button operation, etc.

[0067] Based on the above technical means, the first switch module is a single-pole double-throw switch, and the seventh terminal of the first switch module is connected to the battery, thereby enabling the switching between two power supply methods and improving the user experience.

[0068] In one embodiment, reference Figure 3 As shown, if the single-pole double-throw switch 103A is in the first state, the third terminal 1031 and the fourth terminal 1032 of the first switch module 103 are connected, and the battery 101 supplies power to the second load 106 through the accessory relay 102.

[0069] Here, the single-pole double-throw switch 103A is in its first state, achieved through toggling or button operation. When the single-pole double-throw switch 103A is in its first state, the third terminal 1031 and the fourth terminal 1032 of the first switch module 103 are connected, and the battery 101 supplies power to the second load 106 via the accessory relay 102. This means that in the ON or ACC position, the accessory relay 102 is closed, and the battery 101 supplies power to the second load; in the LOCK position, the accessory relay 102 is closed, and the battery 101 cannot supply power to the second load. In this state, the vehicle can perform long-distance transportation, such as overseas transportation, saving battery power without affecting vehicle functionality. The vehicle can also remain idle for extended periods in this state, as the energy-saving effect is good and battery depletion is prevented, improving the user experience.

[0070] When the 103A single-pole double-throw switch is in its first state, it is equivalent to the vehicle being in transport or energy-saving mode. In this state, when the vehicle is powered on (ON or ACC position), all vehicle functions are available. When the vehicle is powered off (LOCK position), energy saving is achieved by disconnecting the battery power supply to the first and second loads. This reduces the battery's power demand after the vehicle is powered off without affecting vehicle operation, thus improving battery life and the overall user experience.

[0071] If the single-pole double-throw switch 103A is in the second state, the third terminal 1031 and the seventh terminal 1033 of the first switch module 103 are connected, and the battery 101 supplies power to the second load 106.

[0072] Here, the single-pole double-throw switch 103A is in its second state, which is achieved by toggling or pressing a button on the switch. When the single-pole double-throw switch 103A is in its second state, the third terminal 1031 and the seventh terminal 1033 of the first switch module 103 are connected, and the battery 101 directly supplies power to the second load 106. Thus, the second load in this state has the same control as the third load 107.

[0073] When the 103A single-pole double-throw switch is in its second state, it is equivalent to the vehicle being in normal operating condition. In this state, when the vehicle is powered on (ON or ACC position), all vehicle functions are available. When the vehicle is powered off (LOCK position), energy saving is achieved by disconnecting the battery power supply to the first load. The second and third loads can still be powered by the battery, providing a better user experience.

[0074] The 103A single-pole double-throw switch can switch between transport mode (also known as energy-saving mode) and normal mode, and is characterized by simple operation and low implementation cost.

[0075] Based on the above technical means, if the single-pole double-throw switch is in the first state, the battery supplies power to the second load through the accessory relay. This allows the second load to be powered in both the open and accessory power positions to ensure vehicle operation needs. In the closed position, the power supply to the second load is cut off in time, reducing the power demand on the battery. This satisfies vehicle operation needs while saving battery power. If the single-pole double-throw switch is in the second state, the battery supplies power to the second load, thus enabling a full-function experience for normal vehicle operation.

[0076] In one embodiment, reference Figure 4 As shown, the first switch module 103 is a single-throw switch 103B.

[0077] For the single-throw switch 103B, the specific type of switch in this application embodiment is not limited, and can be configured according to actual needs.

[0078] In this embodiment, the different states of the single-throw switch 103B can achieve the switching on and off between the third terminal 1031 and the fourth terminal 1032 of the first switch module 103, thereby changing the power supply mode of the second load 106. This application does not limit the manner in which the single-throw switch 103B is in different states, and can configure it according to actual needs. For example, the different states of the single-throw switch 103B can be achieved through toggling or button operation, etc.

[0079] When the single-throw switch 103B is closed, the third terminal 1031 and the fourth terminal 1032 of the first switch module 103 are connected, and the battery 101 supplies power to the second load through the accessory relay 102. This achieves the following: in the ON or ACC position, the accessory relay 102 is closed, and the battery 101 supplies power to the second load; in the LOCK position, the accessory relay 102 is closed, and the battery 101 cannot supply power to the second load. In this state, the vehicle can perform long-distance transportation, such as overseas transportation, saving battery power without affecting vehicle functionality. The vehicle can also remain idle for extended periods in this state, as the energy-saving effect is good and battery depletion is prevented, improving the user experience.

[0080] If single-throw switch 103B is open, the second load 107 is disconnected from power supply until single-throw switch 103B is closed based on the operation of single-throw switch 103B. This ensures that the battery does not need to supply power to the second load under any circumstances, achieving energy saving, improving battery life, and enhancing the user experience.

[0081] This embodiment achieves energy saving in the power-off state and switching to a fully energy-saving state by closing and opening the single-throw switch 103B. It has a high energy-saving effect and is simple in structure and low in cost.

[0082] Based on the above technical means, the first switch module is a single-throw switch. By closing and opening the single-throw switch, the power supply to the second load is switched, which has the characteristics of simple implementation and low cost.

[0083] In one embodiment, reference Figure 5 As shown, the control circuit 10 also includes a voltage detection point 108, a controller 109, and a display screen 110.

[0084] Voltage monitoring point 108 is used to detect voltage, thereby determining the state of the first switching module 103 and thus the overall vehicle operating state. Voltage monitoring point 108 is located between the fourth terminal 1032 of the first switching module 103 and the second load 106. Thus, the voltage at voltage monitoring point 108 differs depending on the state of the first switching module 103, thereby enabling the detection of the state of the first switching module 103.

[0085] Voltage detection point 108 is connected to the input terminal of controller 109. In this way, controller 109 can obtain the voltage at voltage detection point 108. This embodiment does not specifically limit the method by which controller 109 obtains the voltage at voltage detection point 108; it can be configured according to actual needs, for example, it can be directly detected or calculated based on the detected data. Controller 109 is the third load. Since the third load is a constant-power load, it can be powered in real time by a battery. Therefore, controller 109 selects the relevant controller in the third load, improving the reliability of control. This embodiment does not limit which controller is selected as controller 109 in the third load 107; it can be configured according to actual needs.

[0086] After acquiring the voltage at voltage detection point 108, controller 109 can determine the state of the first switch module 103, thereby further determining the state of the entire vehicle. It then controls the display screen based on the state of the entire vehicle.

[0087] The output of controller 109 is connected to display screen 110. This allows the display screen to show the overall vehicle status. For example, it can display "Currently in energy-saving mode," "Currently in transportation mode," or "Currently in deep energy-saving mode," etc.

[0088] Based on the aforementioned technical means, since the controller is a third load and is in a real-time power supply state, it can detect the voltage at the voltage detection point of the mode and control the display screen. The state of the first switch module affects the voltage at the voltage detection point. Therefore, the controller can detect the voltage at the voltage monitoring point to perceive the current state of the first switch module and thus remind the user of the current switch module's state through the display screen.

[0089] In one embodiment, reference Figure 6 As shown, when the voltage at voltage detection point 108 is low, controller 109 transmits a first electrical signal 1091 to display screen 110 to output first mode 1101 on display screen.

[0090] The embodiments of this application do not specifically limit the first electrical signal 1091, and can be configured according to actual needs. For example, the first electrical signal 1091 can be a high-level signal or a low-level signal. The first mode 1101 can be an energy-saving mode.

[0091] This application embodiment does not limit the way the first mode 1101 is output on the display screen 110, and it can be configured according to actual needs. For example, the first mode can be displayed in text mode, output in voice mode, or output in color, indicator light, or set beep tone.

[0092] When the voltage at voltage detection point 108 is low, controller 109 determines that the first switch module 103 is in the first state, thereby determining that the vehicle is in the first mode 1101. Controller 109 transmits the first electrical signal 1091 to display screen 110. After receiving the first electrical signal 1091, the display screen can sense that the vehicle is in the first mode 1101 and display the first mode 1101.

[0093] When the voltage at voltage detection point 108 is high, controller 109 transmits a second electrical signal 1092 to display screen 110 to output second mode 1102 on display screen.

[0094] The second electrical signal 1092 is different from the first electrical signal 1091, and the second mode 1102 is different from the first mode 1101.

[0095] The embodiments of this application do not specifically limit the first electrical signal 1091, and can be configured according to actual needs. For example, the first electrical signal 1091 can be a high-level signal or a low-level signal. The first mode 1101 can be an energy-saving mode.

[0096] This application embodiment does not limit the way the second mode 1102 is output on the display screen 110, and can be configured according to actual needs. For example, the second mode can be displayed in text mode, output in voice mode, or output in color, indicator light, or set beep tone.

[0097] When the voltage at voltage detection point 108 is high, controller 109 determines that the first switch module 103 is in the second state, thereby determining that the vehicle is in the second mode 1101. Controller 109 transmits the second electrical signal 1092 to display screen 110. After receiving the second electrical signal 1092, the display screen can sense that the vehicle is in the second mode 1102 and display the second mode 1102.

[0098] In one possible implementation, the energy consumption of the first mode is lower than that of the second mode; when the first switch module is a single-pole double-throw switch, the first mode can be a transportation mode or an energy-saving mode, and the second mode can be a normal use mode.

[0099] In another possible implementation, when the first switching module is a single-throw switch, the first mode is a deep energy-saving mode and the second mode is an energy-saving mode.

[0100] Based on the aforementioned technical means, when the voltage at the voltage detection point is low, it indicates that the second load is connected to the battery through the accessory relay and the first switch module, i.e., it is in the first mode state, and thus the first mode is displayed on the screen. When the voltage at the voltage detection point is high, it indicates that the second load is connected to the battery through the first switch module, i.e., it is in the second mode state, and thus the second mode is displayed on the screen. In this way, users can promptly perceive the current status of the first switch module and the vehicle mode, improving the user experience.

[0101] The first load 105, the second load 106, and the third load 107 will be described below.

[0102] In one embodiment, reference Figure 7 The content shown, the second load 106 includes one or more of the following:

[0103] Rear door input / output controller 1061, cabin domain controller 1062, external power amplifier 1063, radar 1064, sunroof sunshade control unit 1065, rain and light sensor 1066, ambient light controller 1067, steering wheel controller 1068, air conditioning controller 1069, central control screen 10610, instrument panel 10611.

[0104] The electronic components included in the second load 106 can be selected from the following according to actual needs: tailgate input / output controller 1061, cabin domain controller 1062, external power amplifier 1063, radar 1064, sunroof sunshade control unit 1065, rain and light sensor 1066, ambient light controller 1067, steering wheel controller 1068, air conditioning controller 1069, central control screen 10610, and instrument panel 10611.

[0105] Based on the above technical means, the second loads are all experience-related loads. Even if they are not powered, they will not affect the basic usage needs of the vehicle. Powering the vehicle can improve the user experience.

[0106] In one embodiment, reference Figure 8 As shown, the first load 105 includes one or more of the following: a wireless charging unit 1051 and a power interface 1052. The first load 105 can be selected and configured from the wireless charging unit 1051 and the power interface 1052 according to actual needs.

[0107] The third load 107 includes: a battery energy distribution unit BDU1071, an integrated electronic parking brake unit EPBI1072, and a transmission control unit TCU1073.

[0108] The third load includes a Battery Energy Distribution Unit (BDU) for battery distribution and management, ensuring normal battery operation after power failure; and an Integrated Electronic Parking Brake Unit (EPBI) for parking, ensuring parking functionality after power failure without affecting the vehicle's parking function. The Transmission Control Unit (TCU) is used for gear shifting, ensuring no impact on the vehicle's transmission functions.

[0109] Based on the above technical means, the first load is the load with a large power demand, so it is generally supplied with power in the accessory power position or the on position to reduce the power demand on the battery; the third load is the control unit of the vehicle's basic functions, which is connected to the battery through a normally closed switch to achieve real-time power supply and ensure the vehicle's basic driving needs. This achieves reasonable distribution of battery power.

[0110] It should be noted that the above embodiments can be combined in various ways according to actual needs, provided that they do not contradict each other, and will not be elaborated on here.

[0111] The control scheme provided in this application will be explained below, taking the implementation of overseas transportation mode as an example.

[0112] The current logistics situation for exported car models faces problems such as long logistics links, multiple transshipments, irregular shipping plans, high management difficulty, and the inability of domestic transportation and sea roll-on / roll-off transportation vehicles to be powered off, resulting in long transportation cycles.

[0113] Based on the above reasons, some vehicles have been in storage for a long time, resulting in significant battery capacity degradation when not powered off, which greatly affects battery quality indicators. Since overseas vehicle logistics involve long transit times and the inability to disconnect power, the entire vehicle is prone to battery depletion. Therefore, it is proposed to develop an overseas transportation model to reduce battery power loss during transport. Based on these needs, solutions include vehicle self-power disconnection, adding external power disconnection devices, logistics personnel manually disconnecting power, and regularly checking and charging the vehicle's battery status. However, solutions involving vehicle self-power disconnection and adding external power disconnection devices have high additional costs. Methods involving logistics personnel manually disconnecting power and regularly checking and charging the vehicle's battery status will increase labor costs and cannot guarantee effective implementation. Therefore, it is necessary to develop an overseas transportation insurance scheme that can significantly reduce battery power loss during transportation at a relatively low additional cost.

[0114] The addition of overseas transportation mode insurance changes and function disabling schemes for overseas models can improve battery performance, reduce after-sales maintenance costs, reduce complaints in overseas markets, and enhance the brand's reputation and image in overseas markets.

[0115] This embodiment of the application aims to solve the problem of high battery power loss in overseas vehicle models during transportation, which leads to vehicle power depletion. It provides a solution to reduce the dark current consumption of the controller and the consumption of some functions after the vehicle is powered off during transportation of overseas vehicle models.

[0116] The technical solution adopted in this embodiment of the application to solve the technical problem is as follows: It reduces the power loss of overseas vehicle models during transportation by reducing the dark current of the controllers after the vehicle enters a dormant state and reducing the power consumption of some functions after the vehicle is powered off. Regarding the solution of reducing the dark current of the controllers after the overseas vehicle enters a dormant state, the power supply of some controllers can be adjusted from constant power to ACC power during transportation without affecting vehicle use, safety, or driving. These controllers can operate normally after the vehicle is powered on and will be immediately powered off after power is off, reducing power consumption in the low-power state. Before the vehicle is delivered to the user, the dealer switches the power supply of these controllers back to constant power. The controllers adjusted mainly include the cockpit domain controller, power amplifier, central control screen, instrument panel, and intelligent driving-related controllers. Before adjustment, they would enter a low-power mode after the vehicle enters a dormant state and continuously consume battery power. After changing some controllers of the vehicle from constant power to ACC power, the dark current of the vehicle decreases by about 50%, and the vehicle's parking time can be extended by about 2 months. Regarding solutions to reduce power consumption of certain functions after vehicle power-off, a maritime transport mode has been developed. In this mode, some vehicle functions are disabled after power-off, and the local wake-up sources of some controllers are disabled, resulting in approximately 40% reduction in vehicle standby power consumption. For overseas projects, vehicles can be placed in maritime transport mode immediately after assembly. This significantly reduces vehicle power depletion issues during domestic land-based water transport and overseas roll-on / roll-off transport, saving on process control manpower costs and extending vehicle parking time by approximately 1 to 2 months.

[0117] The key feature of this embodiment is that it reduces the problem of high battery power loss leading to vehicle depletion during overseas vehicle transportation by employing two solutions: reducing the controller's dark current consumption during transport and reducing the consumption of certain functions after power-off. Regarding the solution to reduce the controller's dark current after power-off, it is necessary to distinguish between the vehicle's safety (non-adjustable) loads and its experiential (adjustable) constant power loads, adjusting and shutting down only the experiential constant power loads. Regarding the solution to reduce the consumption of certain functions after power-off, it is necessary to consider disabling certain functions and network wake-up sources in the OFF position (equivalent to the aforementioned LOCK position). By comprehensively considering the above two solutions and thoroughly evaluating various factors, the battery power loss during overseas vehicle transportation can be reduced, thereby reducing the problem of vehicle depletion during transportation and improving the quality performance of overseas vehicles. Compared to methods such as vehicle self-power-off, adding external power-off devices, power-off by logistics personnel, and regular checks and charging maintenance of the vehicle's battery status, this embodiment reduces the cost per vehicle by approximately 50 yuan, while achieving comparable results and significantly reducing vehicle depletion.

[0118] To explain the technical solution of this embodiment of the present application, the following detailed description of this embodiment of the present application is provided in conjunction with the accompanying drawings.

[0119] refer to Figure 9 The contents shown, the adjustable constant power load 90 in maritime mode may include: rear door input / output controller 901, cabin domain controller 902, external power amplifier 903, lane change assist (left / right rear radar) 904, sunroof control unit 905, rain and light sensor 906, ambient light control unit 907, multi-function steering wheel module 908, air conditioning front control panel 909, central control screen 910, instrument panel 911, rear door controller 912, sunroof sunshade controller 913, etc.

[0120] Before power adjustment, this controller entered a low-power mode after the vehicle went into sleep mode, continuously consuming battery power. The battery's design capacity could support the vehicle's parking time for two months. However, the average storage period for vehicles overseas far exceeds two months, leading to some vehicles experiencing battery depletion during transport to overseas ports or dealer warehouses. Prolonged uninterrupted parking and deep discharge cause battery capacity degradation, severely impacting battery performance. When the power supply for this controller is switched to ACC power, the vehicle's functions are unaffected when powered on, and all controllers operate normally. When the vehicle is powered off, the controllers immediately disconnect from power, ceasing battery consumption. Theoretically, this extends the vehicle's parking time to approximately four months, significantly reducing battery depletion caused by prolonged parking.

[0121] refer to Figure 10 The conventional control circuit shown may include: vehicle battery 1001 (equivalent to the battery mentioned above), ACC relay 1002 (equivalent to the accessory relay mentioned above), first normally closed fuse 1003 (equivalent to the normally closed switch mentioned above), ACC load 1004 (equivalent to the first load mentioned above), adjustable constant power load 1005 (equivalent to the second load mentioned above), and non-adjustable constant power load 1006 (equivalent to the third load mentioned above).

[0122] When the vehicle is in normal user mode, the vehicle load can be divided into ACC electrical load, adjustable constant electrical load, and non-adjustable constant electrical load; according to the list of controllers that can be adjusted from constant power supply to ACC power supply, check the total current value of this part of the controller when it is working normally.

[0123] Check the rated current and fuse value of the ACC relay in the fuse box, and confirm whether placing all controllers that need to be adjusted in the same circuit meets the requirements, so as to facilitate the assessment of changes such as vehicle cost cycle.

[0124] The controller fuses that need to be switched from constant power supply to ACC power supply should be centrally located.

[0125] A new ACC wiring harness circuit is added to the fuse busbar of the controller to be adjusted. Before the modification, the vehicle was in normal user mode, and this part of the load was connected to the original vehicle's constant wiring harness circuit (this part of the load was connected to constant power, and the relevant functions could be used normally after the vehicle was powered off, but there was dark current loss). After the modification, the vehicle is in ocean mode, and the load power supply is changed to the ACC wiring harness circuit added after the ACC electric relay (this part of the load is connected to ACC power, and the power is immediately cut off after the vehicle is powered off, with no dark current loss). Factory and dealer staff can switch the vehicle mode status by adjusting the position of the ocean mode fuse, and this fuse is installed in the fuse box in the engine compartment for easy operation.

[0126] join Figure 11 The improved control circuit shown may include: a vehicle battery 1001 (equivalent to the battery mentioned above), an ACC relay 1002 (equivalent to the accessory relay mentioned above), a first normally closed fuse 1003 (equivalent to the normally closed switch mentioned above), a marine mode fuse 1007 (equivalent to the first switch module mentioned above), an ACC load 1004 (equivalent to the first load mentioned above), an adjustable constant-power load 1005 (equivalent to the second load mentioned above), and a non-adjustable constant-power load 1006 (equivalent to the third load mentioned above).

[0127] When the vehicle is in the OFF position for 10 seconds, the Body Domain Controller (BDC) (or other non-adjustable constant-power load) detects the voltage at the adjustable constant-power load (e.g., the vehicle infotainment system). If the detected voltage at the vehicle infotainment system is low, the BDC sets the maritime mode signal to 1 and sends it to the central control screen via the bus. Upon the next power-on, the vehicle infotainment system displays maritime mode-related information. If the BDC detects a high voltage at the vehicle infotainment system, the BDC sets the maritime mode signal to 0 and sends it to the central control screen via the bus. The vehicle infotainment system does not display maritime mode-related information, and the adjustable constant-power load and related OFF functions remain unrestricted.

[0128] When delivering the vehicle, it can also be explained to the user that if the vehicle will not be used for a long time, the user can adjust the insurance location in the ocean freight mode to extend the vehicle's parking time.

[0129] refer to Figure 12 The control process for entering the maritime transport mode, as shown, may include, but is not limited to, S1201 to S1206 below.

[0130] S1201. Determine whether the vehicle is powered on and the maritime mode signal is received and set to 1.

[0131] If yes, execute S1202 below; otherwise, return and start over.

[0132] S1202, the central control screen sends out a maritime mode signal via the bus.

[0133] After receiving the maritime mode signal from the central control screen, S1203 and BDC send a maritime mode status feedback signal via the bus.

[0134] S1204. Determine if the vehicle is powered off.

[0135] If yes, execute S1205 below; otherwise, return and start over.

[0136] S1205, disable some functions of the vehicle infotainment system and various wake-up sources.

[0137] S1206, Vehicle Display: In sea transport mode, some functions on the vehicle side are disabled, and the local wake-up of the main controller is disabled to reduce standby power consumption.

[0138] When the vehicle is powered on but not started, some functions of the constant power controller in the OFF position and the wake-up source will wake up the vehicle network. During this process, the low-voltage battery is continuously used for power, resulting in excessive battery power consumption. Using the sea transport mode can significantly reduce the power consumption caused by some functions and wake-up sources after power is off. When the central control screen receives the BDC sea transport mode set signal 1, it sends an enter sea transport mode signal to the BDC controller through the bus. After receiving the enter sea transport mode signal, the BDC sends a sea transport mode status feedback signal to the controller through the bus. After the vehicle is powered off, the relevant functions and wake-up sources of each controller are disabled respectively.

[0139] After entering the maritime transport mode, the "Maritime Transport Mode" icon will be displayed in the upper left corner of the vehicle's infotainment screen. When the user clicks the maritime transport mode icon, a pop-up window about the maritime transport mode will appear: In the maritime transport mode, some functions of the vehicle are disabled, and the local wake-up of the main controller is disabled to reduce standby power consumption.

[0140] refer to Figure 13 The control process for exiting the maritime transport mode, as shown, may include, but is not limited to, S1301 to S1304 below.

[0141] S1301. Determine whether the vehicle is powered on and the maritime mode signal is received and set to 0.

[0142] If yes, execute S1302 below; otherwise, return and start over.

[0143] S1302, Send a maritime mode shutdown signal via bus.

[0144] After receiving the ocean shipping mode shutdown signal, S1303 and BDC send an ocean shipping mode status feedback signal via the bus.

[0145] S1304, Remove various function disablements and wake-up source disablements.

[0146] When the vehicle arrives at the overseas dealership or needs to be delivered to the user, the maritime transport mode is switched to normal user mode. The BDC detects that the voltage at the vehicle's terminal is +12V and sets the maritime transport mode signal to 0. At this time, after receiving the BDC maritime transport mode 0 signal, the central control screen sends an exit maritime transport mode signal to the BDC controller via the bus. After receiving the maritime transport mode off signal, the BDC sends a maritime transport mode status feedback signal to the controller via the bus, which unlocks or disables the relevant functions of each controller, restoring the previous state of maritime transport mode. The vehicle's terminal does not display any maritime transport mode related information.

[0147] Secondly, this utility model embodiment provides a vehicle.

[0148] It should be noted that the description of the above vehicle embodiments is similar to the description of the above control circuit embodiments, and has similar beneficial effects. For technical details not disclosed in the vehicle embodiments of this utility model, please refer to the description of the control circuit embodiments in this utility model for understanding.

[0149] It should be understood that the phrase "one embodiment" or "an embodiment" throughout the specification means that a specific feature, structure, or characteristic related to the embodiment is included in at least one embodiment of the present invention. Therefore, "in one embodiment" or "in some embodiments" appearing throughout the specification do not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. It should be understood that in the various embodiments of the present invention, the sequence number of the above-described processes does not imply a sequential order of execution; the execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention. The sequence numbers of the above-described embodiments of the present invention are merely descriptive and do not represent the superiority or inferiority of the embodiments.

[0150] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that an article or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such an article or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the article or apparatus that includes that element.

[0151] In the several embodiments provided by this utility model, it should be understood that the disclosed device can be implemented in other ways. The device embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods, such as: multiple units or components can be combined, or integrated into another system, or some features can be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the various components shown or discussed can be through some interfaces, and the indirect coupling or communication connection between devices or units can be electrical, mechanical, or other forms.

[0152] The units described above as separate components may or may not be physically separate. The components shown as units may or may not be physical units. They may be located in one place or distributed across multiple network units. Some or all of the units may be selected to achieve the purpose of this embodiment according to actual needs.

[0153] In addition, in the various embodiments of this utility model, all functional units can be integrated into one processing unit, or each unit can be a separate unit, or two or more units can be integrated into one unit; the integrated unit can be implemented in hardware or in the form of hardware plus software functional units.

[0154] The above description is only an embodiment of the present utility model, but the protection scope of the present utility model is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present utility model should be included within the protection scope of the present utility model.

Claims

1. A vehicle control circuit, characterized in that, The control circuit includes: a battery, an accessory relay, a first switch module, a normally closed switch, a first load, a second load, and a third load; the accessory relay includes a first terminal and a second terminal; the first switch module includes a third terminal and a fourth terminal; and the normally closed switch includes a fifth terminal and a sixth terminal; wherein: The output terminal of the battery is connected to the first terminal of the accessory relay and the fifth terminal of the normally closed switch, respectively. The second terminal of the accessory relay is connected to the third terminal of the first load and the first switch module, respectively; the accessory relay is turned on when the vehicle is in the accessory power position or the start position; the accessory relay is turned off when the vehicle is in the off position. The fourth terminal of the first switch module is connected to the second load; The sixth terminal of the normally closed switch is connected to the third load.

2. The control circuit according to claim 1, characterized in that, The first switch module is a single-pole double-throw switch, and the first switch module also includes a seventh terminal; The seventh terminal of the first switch module is connected to the output terminal of the battery.

3. The control circuit according to claim 2, characterized in that, If the single-pole double-throw switch is in the first state, the third terminal of the first switch module is connected to the fourth terminal, and the battery supplies power to the second load through the accessory relay; If the single-pole double-throw switch is in the second state, the third terminal of the first switch module is connected to the seventh terminal, and the battery supplies power to the second load.

4. The control circuit according to claim 1, characterized in that, The first switch module is a single-throw switch; If the single-throw switch is closed, the third terminal of the first switch module is connected to the fourth terminal, and the battery supplies power to the second load through the accessory relay; If the single-throw switch is opened, the second load is disconnected from power.

5. The control circuit according to any one of claims 1-4, characterized in that, The control circuit also includes voltage detection points, a controller, and a display screen; The voltage detection point is connected to the input terminal of the controller; The output of the controller is connected to the display screen; The voltage detection point is located between the fourth terminal of the first switching module and the second load; the controller is the third load.

6. The control circuit according to claim 5, characterized in that, When the voltage at the voltage detection point is low, the controller transmits a first electrical signal to the display screen to output a first mode on the display screen; When the voltage at the voltage detection point is high, the controller transmits a second electrical signal to the display screen to output a second mode on the display screen; the energy consumption of the first mode is lower than that of the second mode.

7. The control circuit according to any one of claims 1-4, characterized in that, The first switch module is deployed in the vehicle's engine compartment fuse box.

8. The control circuit according to any one of claims 1-4, characterized in that, The second load includes one or more of the following: tailgate input / output controller, cabin domain controller, external power amplifier, radar, sunroof sunshade control unit, rain and light sensor, ambient light controller, steering wheel controller, air conditioning controller, central control screen, and instrument panel.

9. The control circuit according to any one of claims 1-4, characterized in that, The first load includes one or more of the following: a wireless charging unit and a power interface; The third load includes: Battery Energy Distribution Unit (BDU), Integrated Electronic Parking Brake Unit (EPBI), and Transmission Control Unit (TCU).

10. A vehicle, characterized in that, The vehicle includes the control circuit described in any one of claims 1 to 9.

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