Integrated controller, control method, vehicle, and storage medium

Abstract

Provided are an integrated controller, a control method, a vehicle, and a storage medium, relating to the technical field of vehicles. The integrated controller comprises a first control chip establishing a communication connection with a controller area network bus of a vehicle. The first control chip further establishes a communication connection with each sub-control chip, and the first control chip and each sub-control chip separately establish a communication connection with at least one control component. The first control chip is configured to: access an in-vehicle command message on the controller area network bus, and process the in-vehicle command message to obtain drive-control data; and transmit the drive-control data to a control component communicatively connected to the first control chip, and / or transmit, via a sub-control chip, the drive-control data to a control component communicatively connected to the sub-control chip, so as to perform drive control on the control component. Hence, while integration of the control components is achieved, the control components can retain their respective control portions and drive portions, thereby ensuring the modularity of the control components.

Description

Integrated controller, control method, vehicle and storage medium

[0001] This application claims priority to Chinese Patent Application No. 202510342180.X, filed on March 21, 2025, entitled "Integrated Controller, Control Method, Vehicle and Storage Medium", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This disclosure relates to the field of vehicle technology, and more particularly to an integrated controller, control method, vehicle, and storage medium. Background Technology

[0003] As competition intensifies in the domestic new energy vehicle market, OEMs are placing increasingly stringent demands on the cost, size, and lightweighting of components, driving the development of integrated controllers in vehicles towards high integration, low cost, and miniaturization.

[0004] Based on this development trend, two solutions have emerged in the market. One is a mechanical physical integration solution, which achieves initial integration by integrating multiple functional boards into a single mechanical housing. However, its corresponding electronic and electrical architecture is still a distributed design, resulting in insufficient integration and limited scalability and compatibility of the integrated controller. Therefore, based on the problems of this solution, another solution has emerged: a semi-deep (cross-domain) integration solution. Although this solution achieves higher integration through an all-in-one integrated controller, it suffers from low modularity because it requires the reconstruction of the original component hardware and structure. Summary of the Invention

[0005] The main purpose of this disclosure is to provide an integrated controller, control method, vehicle, and storage medium, which aims to solve the technical problem that existing integrated solutions on the market cannot achieve both increased integration and modularity of the internal control components of the integrated controller.

[0006] To achieve the above objectives, this disclosure proposes an integrated controller for use in a vehicle, comprising multiple control components, a first control chip, and multiple sub-control chips; wherein the multiple control components are connected via high-voltage power lines.

[0007] The first control chip establishes a communication connection with the vehicle's control area network bus. The first control chip also establishes a communication connection with each sub-control chip via low-voltage control signal lines. The first control chip and each sub-control chip each establish a communication connection with at least one control component. The first control chip is used for:

[0008] Access the vehicle command message on the control area network bus and process the vehicle command message to obtain drive control data;

[0009] The drive control data is transmitted to the control component that establishes a communication connection with the first control chip, and / or the drive control data is transmitted via the sub-control chip to the control component that establishes a communication connection with the sub-control chip, so as to drive and control the control component.

[0010] In one embodiment, when multiple control components include a motor control component, a power conversion component, a heating control component, a vehicle air conditioning control component, and a charging control component, multiple sub-control chips include a first sub-control chip, a second sub-control chip, a third sub-control chip, and a fourth sub-control chip.

[0011] The first control chip establishes a communication connection with the motor control unit and the charging control unit; the first sub-control chip establishes a communication connection with the DC converter in the power conversion unit; the second sub-control chip establishes a communication connection with the on-board charger in the power conversion unit; the third sub-control chip establishes a communication connection with the charging communication controller in the on-board charger; and the fourth sub-control chip establishes a communication connection with the heating control unit and the on-board air conditioning control unit.

[0012] The first control chip and multiple sub-control chips are multi-core control chips, used to drive control by calling multiple cores.

[0013] In one embodiment, the integrated controller includes a low-voltage power supply signal architecture;

[0014] The first control chip establishes a communication connection with the low-voltage signal terminal on the integrated controller through a low-voltage control signal line. Multiple sub-control chips establish communication connections with the motor control component, power conversion component, heating control component, and vehicle air conditioning control component through low-voltage control signal lines, respectively, forming a low-voltage power supply signal architecture. Among them, the first control chip supplies power and sends drive and control data to multiple sub-control chips through the low-voltage power supply signal architecture.

[0015] In one embodiment, the integrated controller includes a power transmission architecture and a drive motor, and the multiple control components also include a power distribution control component;

[0016] The high-voltage DC terminal on the integrated controller, the motor control component, the three-phase power terminal on the integrated controller, and the drive motor are connected sequentially through the first power line.

[0017] The power distribution terminals and power distribution control components on the integrated controller are connected in sequence via the second power line, and the second power line is connected to the first power line.

[0018] The heating control component is connected to the first power line via the third power line;

[0019] The fourth power line connects sequentially to the three-phase power terminals of the air conditioner on the integrated controller and the vehicle air conditioner control unit, and the fourth power line is connected to the first power line.

[0020] The on-board charger is electrically connected to the slow charging terminal and the in-vehicle discharge terminal on the integrated controller via the fifth power line. The on-board charger is connected to the first power line via the fifth power line.

[0021] The DC charging interface and charging control components on the integrated controller are connected sequentially via the sixth power line. The sixth power line is connected to the first power line to form a power transmission architecture.

[0022] An electrical connection is established between the DC-DC converter and the low-voltage power terminal on the integrated controller via the seventh power line. The DC-DC converter is connected to the first power line via the seventh power line, forming a power transmission architecture.

[0023] In one embodiment, the integrated controller further includes an electromagnetic filtering architecture;

[0024] A first electromagnetic filter is installed on the first power line between the high-voltage DC terminal and the motor control component;

[0025] An electrical connection is established between the first electromagnetic filter and the power conversion component via the fifth power line. A second electromagnetic filter is installed on the fifth power line between the first electromagnetic filter and the power conversion component. The first electromagnetic filter is a low-frequency electromagnetic filter, and the second electromagnetic filter is a high-frequency electromagnetic filter.

[0026] The charging control unit includes a boost / current charging unit, which includes a DC fast charging unit. A third electromagnetic filter is provided on the sixth power line, and the DC fast charging unit is connected to the first power line through the third electromagnetic filter.

[0027] An electrical connection between the first electromagnetic filter and the heating control component is established through the third power line, and a fourth electromagnetic filter is installed on the third power line between the first electromagnetic filter and the heating control component.

[0028] An electrical connection is established between the first electromagnetic filter and the vehicle air conditioning control unit via the fourth power line. A fifth electromagnetic filter is installed on the fourth power line between the first electromagnetic filter and the vehicle air conditioning control unit, and a sixth electromagnetic filter is installed on the fourth power line between the three-phase power terminals of the air conditioner and the vehicle air conditioning control unit.

[0029] A seventh electromagnetic filter is installed on the fifth power line between the slow charging terminal and the in-vehicle discharge terminal and the vehicle charger, respectively.

[0030] An eighth electromagnetic filter is installed on the seventh power line between the low-voltage power terminal and the DC-DC converter, forming an electromagnetic filtering architecture.

[0031] In one embodiment, multiple control components are connected to water-cooled components via water circuits, and water temperature sensors are installed on the water circuits; a high-voltage sensor is installed on the first power line.

[0032] In one embodiment, the first control chip establishes a communication connection with the vehicle's host computer through the vehicle's debugging control area network bus;

[0033] The first sub-control chip establishes a communication connection with the second sub-control chip;

[0034] The third sub-control chip establishes a communication connection with the vehicle's charging pile control area network bus.

[0035] In one embodiment, the processing speed and bandwidth of the first control chip are higher than those of the sub-control chip.

[0036] In addition, to achieve the above objectives, this disclosure also proposes a control method applied to the above-mentioned integrated controller, which includes multiple control components, a first control chip, and multiple sub-control chips;

[0037] The first control chip establishes a communication connection with the vehicle's control area network bus. The first control chip also establishes a communication connection with each sub-control chip. The first control chip and each sub-control chip establish a communication connection with at least one control component.

[0038] The control method includes performing the following steps via a first control chip:

[0039] Access the vehicle command message on the control area network bus and process the vehicle command message to obtain drive control data;

[0040] The drive control data is transmitted to the control component that establishes a communication connection with the first control chip, and / or the drive control data is transmitted via the sub-control chip to the control component that establishes a communication connection with the sub-control chip, so as to drive and control the control component.

[0041] In one embodiment, the control method further includes performing the following steps via a first control chip:

[0042] Receive information messages uploaded by each sub-control chip and upload the information messages to the control area network bus; and,

[0043] It receives fault information uploaded by each sub-control chip, stores the fault information, and processes and responds to the fault information by calling multiple kernels.

[0044] In addition, to achieve the above objectives, this disclosure also proposes a vehicle comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the control method as described above.

[0045] In addition, to achieve the above objectives, this disclosure also proposes a storage medium that is a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the steps of the control method described above.

[0046] One or more technical solutions proposed in this disclosure have at least the following technical effects:

[0047] An integrated controller is proposed, comprising multiple control components, a first control chip, and multiple sub-control chips. The first control chip establishes a communication connection with the vehicle's control area network bus, and also establishes communication connections with each of the sub-control chips. The first control chip and each sub-control chip establish communication connections with at least one control component. The first control chip is used to: access vehicle command messages on the control area network bus, process the vehicle command messages to obtain drive control data, transmit the drive control data to the control component that has established a communication connection with the first control chip, and / or transmit the drive control data via the sub-control chips to the control component that has established a communication connection with the sub-control chips, and perform drive control on the control component.

[0048] This disclosure relies on the first control chip as the sole external interface between the integrated controller and the control area network bus to build a single-chip, single-node network architecture. Internally, the first control chip and multiple sub-control chips establish communication connections with the corresponding control components. Based on the first control chip, the incoming external messages are processed uniformly and then sent to the corresponding control components or to the control components via the corresponding sub-control chips. In other words, by establishing communication connections between the first control chip, each sub-control chip, and the control components, the integration of each control component is achieved, while each control component retains its own control and drive components, ensuring the modularity of each control component. Attached Figure Description

[0049] The accompanying drawings, which are incorporated in and form a part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure.

[0050] To more clearly illustrate the technical solutions in the embodiments of this disclosure or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0051] Figure 1 is a schematic diagram of the electrical control architecture of the integrated controller of this disclosure;

[0052] Figure 2 is a schematic diagram of the electronic and electrical architecture corresponding to a conventional mechanical physical integration scheme;

[0053] Figure 3 is a schematic diagram of the electronic and electrical architecture corresponding to a conventional half-depth (cross-)domain integration scheme;

[0054] Figure 4 is a schematic diagram of a feasible electrical control architecture for the integrated controller of this disclosure;

[0055] Figure 5 is a schematic diagram of the low-voltage power supply signal architecture of the integrated controller of this disclosure;

[0056] Figure 6 is a schematic diagram of the electronic and electrical architecture corresponding to the integrated controller of this disclosure;

[0057] Figure 7 is a schematic diagram of the electronic and electrical architecture corresponding to the integrated controller of this disclosure;

[0058] Figure 8 is a schematic diagram of the network management architecture corresponding to the integrated controller of this disclosure;

[0059] Figure 9 is a flowchart illustrating the first embodiment of the control method provided in this disclosure;

[0060] Figure 10 is a schematic diagram of the hardware operating environment involved in the control method in this embodiment of the present disclosure.

[0061] Reference numerals: 10, First control chip; 100, Sub-control chip; 101, First sub-control chip; 102, Second sub-control chip; 103, Third sub-control chip; 104, Fourth sub-control chip; 1011, First kernel; 1012, Second kernel; 1013, Third kernel; 1014, Fourth kernel; 201, Control area network bus; 202, Debugging control area network bus; 203, Charging pile control area network bus; 204, Intranet control area network bus; 2041, First intranet control area network bus; 2042, Second intranet control area network bus; 2043, Third intranet control area network bus; 2044, Fourth intranet control area network bus; 2045, Fifth intranet control area network bus; 2046, Sixth intranet control area network bus; 30. Control components; 301. Motor control components; 302. Power conversion components; 304. Heating control components; 305. Vehicle air conditioning control components; 306. Charging control components; 307. Drive motor; 308. Power distribution control components; 309. Host computer; 310. Reducer; 311. Heating components; 312. Oil pump control components; 3021. DC-DC converter; 3022. Vehicle charger; 3071. Charging communication controller; 401. Low-voltage signal terminal; 402. High-voltage DC terminal; 403. Three-phase power terminal; 404. Power distribution terminal; 405. Air conditioning three-phase power terminal; 406. Slow charging terminal; 407. In-vehicle discharge terminal; 408. DC charging interface; 409. Low-voltage power terminal; 410. Resolver terminal; 501, First electromagnetic filter; 502, Second electromagnetic filter; 503, Third electromagnetic filter; 504, Fourth electromagnetic filter; 505, Fifth electromagnetic filter; 506, Sixth electromagnetic filter; 507, Seventh electromagnetic filter; 508, Eighth electromagnetic filter; 611, First positive power line; 612, First negative power line; 621, Second positive power line; 622, Second negative power line; 631, Third positive power line; 632, Third negative power line; 641, Fourth positive power line; 642, Fourth negative power line; 651, Fifth positive power line; 652, Fifth negative power line; 661, Sixth positive power line; 662, Sixth negative power line; 671, Seventh positive power line; 672, Seventh negative power line.

[0062] The purpose, features, and advantages of this disclosure will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0063] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this disclosure and are not intended to limit this disclosure.

[0064] To better understand the technical solutions disclosed herein, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0065] The main solution of this disclosure is as follows: an integrated controller is proposed, which includes multiple control components, a first control chip, and multiple sub-control chips; the first control chip establishes a communication connection with the vehicle's control area network bus, and the first control chip also establishes a communication connection with each sub-control chip respectively; the first control chip and each sub-control chip respectively establish a communication connection with at least one control component; the first control chip is used to: access vehicle command messages on the control area network bus, process the vehicle command messages to obtain drive control data; transmit the drive control data to the control component that has established a communication connection with the first control chip, and / or transmit the drive control data via the sub-control chips to the control component that has established a communication connection with the sub-control chips, and perform drive control on the control component.

[0066] Based on the current development trend of integrated controllers, two solutions have emerged in the market. One is the mechanical physical integration solution, which achieves initial integration by integrating multiple functional boards into a single mechanical housing. However, its corresponding electronic and electrical architecture is still a distributed design, resulting in insufficient integration and limiting the scalability and compatibility of the integrated controller. Therefore, based on the problems of this solution, another solution has emerged: the semi-deep (cross-domain) integration solution. Although this solution achieves higher integration through an all-in-one integrated controller, it suffers from low modularity because it requires the reconstruction of the original component hardware and structure.

[0067] This disclosure provides a solution that relies on a first control chip as the sole external interface between the integrated controller and the control area network bus to build a single-chip, single-node network architecture. Internally, the first control chip and multiple sub-control chips establish communication connections with corresponding control components. Based on the first control chip, incoming external messages are processed uniformly and then sent to the corresponding control components or via the corresponding sub-control chips. In other words, by establishing communication connections between the first control chip, each sub-control chip, and the control components, the integration of each control component is achieved while each control component retains its own control and drive components, ensuring the modularity of each control component.

[0068] It should be noted that the executing entity in this embodiment can be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, or mobile phone, or an electronic device or vehicle capable of performing the above functions. The following description uses a vehicle as an example to illustrate this embodiment and the subsequent embodiments.

[0069] Based on this, the present disclosure provides an integrated controller. Referring to FIG1, FIG1 is a schematic diagram of the electrical control architecture of the integrated controller of the present disclosure, including multiple control components 30, a first control chip 10 and multiple sub-control chips 100.

[0070] The first control chip 10 establishes a communication connection with the vehicle's control area network bus 201. The first control chip 10 also establishes a communication connection with each sub-control chip 100. The first control chip 10 and each sub-control chip 100 establish a communication connection with at least one control component 30. The first control chip 10 is used to: access vehicle command messages on the control area network bus 201 and process the vehicle command messages to obtain drive control data; transmit the drive control data to the control component 30 that has established a communication connection with the first control chip 10, and / or transmit the drive control data via the sub-control chip 100 to the control component 30 that has established a communication connection with the sub-control chip 100, and perform drive control on the control component 30.

[0071] First, we will explain the two existing integration solutions in detail.

[0072] Figure 2 shows the electronic and electrical architecture diagram corresponding to the conventional mechanical physical integration scheme. As can be seen from Figure 2, this scheme mainly uses mechanical physical integration as the mainstream. It integrates the required drive motor controller, DC-DC conversion component, on-board charging component, heating controller, air conditioning controller, power manager, and vehicle controller directly onto a circuit board and then puts it into a mechanical housing to achieve structural physical integration. However, as shown in Figure 2, each component on the circuit board establishes a communication connection with the vehicle's control area network bus separately. That is, the electronic and electrical architecture still uses a distributed design. In fact, it has not improved or upgraded the electronic and electrical architecture corresponding to the conventional integrated controller. The system scalability and compatibility of the integrated controller are limited, forming a fragmented mode of "new hardware superimposed on old architecture". It does not achieve electrical integration and has a low level of integration.

[0073] Figure 3 shows the electronic and electrical architecture diagram corresponding to a conventional semi-deep (cross-)domain integration scheme. As shown in Figure 3, this scheme integrates multiple control components, enabling the integrated control component to perform the functions of the original multiple control components. For example, Figure 3 shows the integration of the drive motor controller, DC-DC converter, and on-board charging component into one control component; the integration of the vehicle controller and power manager into one control component; and the integration of the air conditioning controller and heating controller into one control component. Alternatively, the drive motor controller, DC-DC converter, on-board charging component, vehicle controller, power manager, air conditioning controller, and heating controller can all be integrated into one control component (refer to the arrows in Figure 3), managed by a multi-in-one controller. This eliminates the need for connecting wiring harnesses and independent housings between components, further reducing costs and weight. However, its implementation requires the reconstruction of the original control component hardware and structure. Furthermore, because the control components originally belonged to different technical fields and development departments, the degree of modularity is low, large-scale production is difficult, and the investment of development resources increases dramatically. Furthermore, the high degree of integration of this solution can easily lead to the risk of system cascading failures, and it cannot be compatible with the requirements of non-integrated scenarios. It requires the parallel development of multiple sub-component modules, resulting in a high degree of limitation in application scenarios.

[0074] Based on the problems corresponding to Figures 2 and 3, an integrated controller as shown in Figure 1 is proposed. In this embodiment, a first control chip 10 is set as the only communication interface between the integrated controller and the control area network bus 201, that is, as the only external interface of the integrated controller, simplifying the network topology of the integrated controller to single-node access. Multiple sub-control chips 100 are also set inside the integrated controller. The first control chip 10 and the multiple sub-control chips 100 establish communication connections with their respective control components 30. Simultaneously, the first control chip 10 also establishes communication connections with the multiple sub-control chips 100. That is, the first control chip 10 achieves centralized control of the control components 30 set in the integrated controller, thereby realizing the overall integration of each control component 30. Compared with the mechanical physical integration scheme shown in Figure 2, this avoids the low integration problem that exists with distributed architectures.

[0075] It should be noted that within the integrated controller, the first control chip 10 and each sub-control chip 100 communicate with each other using the integrated controller's internal control area network bus 204. This communication connection provides a closed communication network between the first control chip 10 and each sub-control chip 100, thereby effectively isolating external interference, ensuring the reliability and real-time performance of communication, and further improving the integration effect of the integrated controller.

[0076] Since the first control chip 10 and each sub-control chip 100 establish communication connections with their respective control components 30, and the first control chip 10 and each sub-control chip 100 can perform logical control on their respective control components 30, each control component 30 in the integrated controller of this embodiment has a conventional structure, that is, it retains its corresponding control and drive parts. The first control chip 10 can allocate different drive control data to different control components 30 according to the drive control data obtained from processing the vehicle command message, so that each control component 30 can independently execute its corresponding function and can also work together to complete different delivery scenarios. Compared with the semi-deep (cross) domain integration scheme shown in Figure 3, it avoids the situation where different control components 30 cannot be matched in non-multi-in-one delivery scenarios due to integrating different control components 30 into one control component 30, and improves the modularity of the integrated controller.

[0077] In one feasible implementation, referring to FIG4, when the multiple control components 30 include a motor control component 301, a power conversion component 302, a heating control component 304, an on-board air conditioning control component 305, and a charging control component 306, the multiple sub-control chips 100 include a first sub-control chip 101, a second sub-control chip 102, a third sub-control chip 103, and a fourth sub-control chip 104. The first control chip 101 establishes a communication connection with the motor control component 301 and the charging control component 306; the first sub-control chip 101 establishes a communication connection with the DC-DC converter 3021 in the power conversion component 302; the second sub-control chip 102 establishes a communication connection with the on-board charger 3022 in the power conversion component 302; the third sub-control chip 103 establishes a communication connection with the charging communication controller 3071 in the on-board charger 3022; and the fourth sub-control chip 104 establishes a communication connection with the heating control component 304 and the on-board air conditioning control component 305.

[0078] Taking Figure 4 as an example, assuming that the control component 30 of the integrated controller in this embodiment includes a motor control component 301, a power conversion component 302, a heating control component 304, a vehicle air conditioning control component 305, and a charging control component 306, then four sub-control chips can be set.

[0079] The first control chip 10 directly establishes communication connections with the motor control unit 301 and the oil pump control unit 312 respectively. When the first control chip 10 obtains that it needs to control the drive motor 307 and / or the oil pump according to the received vehicle command message, the first control chip 10 generates drive data for the corresponding control logic of the drive motor 307 and / or the oil pump control unit 312, and directly transmits the drive data to the motor control unit 301 and / or the oil pump control unit 312 through the communication link.

[0080] The first sub-control chip 101 establishes a communication connection with the DC-DC converter 3021 in the power conversion unit 302. When the first control chip 10 receives a vehicle command message indicating that the DC power supply voltage of the high-voltage power battery needs to be converted into the DC voltage of the vehicle's low-voltage battery to provide reliable power supply for the vehicle's low-voltage battery, the first control chip 10 generates drive data for the control logic corresponding to the DC-DC converter 3021 and transmits the drive data to the DC-DC converter 3021 through the first sub-control chip 101.

[0081] The second sub-control chip 102 establishes a communication connection with the vehicle charger 3022 in the power conversion component 302. When the first control chip 10 obtains from the received vehicle command message that it is necessary to charge the vehicle's power battery or control the vehicle's power battery to charge the vehicle's AC load, the first control chip 10 generates drive data for the control logic corresponding to the vehicle charger 3022 and transmits the drive data to the vehicle charger 3022 through the second sub-control chip 102.

[0082] The third sub-control chip 103 establishes a communication connection with the charging communication controller 3071 in the vehicle charger 3022. When the first control chip 10 receives the vehicle command message and executes the conversion of the charging standard, such as converting the AC / DC charging in overseas markets from the national standard to the European standard, the first control chip 10 generates drive data for the control logic corresponding to the charging communication controller 3071 and transmits the drive data to the charging communication controller 3071 through the third sub-control chip 103.

[0083] The fourth sub-control chip 104 establishes a communication connection with the heating control component 304 and the vehicle air conditioning control component 305. When the first control chip 10 receives a vehicle command message indicating that temperature management is required, such as temperature control operations like heating the battery and / or controlling the vehicle air conditioning, the first control chip 10 generates drive data for the control logic corresponding to the heating control component 304 and / or the vehicle air conditioning control component 305, and transmits this drive data to the heating control component 304 and / or the vehicle air conditioning control component 305 through the fourth sub-control chip 104.

[0084] As can be seen from the above communication connection method, this embodiment can achieve integrated control of motor control component 301, power conversion component 302, heating control component 304, vehicle air conditioning control component 305 and charging control component 306 through a first control chip 10. At the same time, by setting up corresponding sub-control chips 100, the integrated control of the first control chip 10 is simplified by dividing the work, thereby improving the management effect and response speed of integrated control.

[0085] Meanwhile, since the control component 30 establishes a communication connection with the first control chip 10 through the sub-control chip 100, when it is necessary to add or replace a certain function, it is only necessary to modify or replace the connection relationship between the corresponding control component 30 and the sub-control chip 100, which reduces the impact of component replacement on the integrated controller system to a certain extent.

[0086] It should be noted that the first control chip 10 and each sub-control chip 100 connected to the first control chip 10 can be a multi-core control chip. The purpose of selecting a multi-core control chip is to enable it to process the incoming messages or drive data by calling multiple cores. For example, referring to FIG4, the first control chip 10 in this embodiment is a quad-core control chip, including a first core 1011, a second core 1012, a third core 1013, and a fourth core 1014.

[0087] The first kernel 1011 is used to implement the basic software and the control logic of the vehicle layer. The basic software typically includes the operating system, drivers, communication protocol stack, etc., providing a runtime environment and interface for upper-layer applications. The control logic of the vehicle layer involves the overall control of the vehicle, such as the control logic of the drive motor 307 controller, etc.

[0088] The second core 1012 is configured to implement the functional safety functions of the motor control component 301. Functional safety refers to the system's ability to maintain safe operation even in the event of a fault or abnormality, such as supporting ASIL D (Automotive Safety Integrity Level D).

[0089] The third core 1013 is configured to implement the control functions of the drive motor 307, such as current control, speed control, and position control, to ensure that the motor operates according to the expected performance.

[0090] The fourth core 1014 is configured to implement the logic processing functions of components such as the DC-DC converter 3021 and the vehicle charger 3022. It should be noted that in this embodiment, the charging control component 306 is controlled by the fourth core 1014 in the first control chip 10. When the first control chip 10 receives information from the vehicle command message indicating that charging operations need to be performed on other control components 30 within the integrated controller, it directly generates drive control data for the charging control component 306 through the fourth core 1014 and transmits it for drive control.

[0091] To provide a detailed explanation, the specific electronic and electrical architecture of the integrated controller proposed in this embodiment will be explained from three perspectives.

[0092] (1) Referring to FIG5, the integrated controller is provided with a low-voltage power supply signal architecture, and the integrated controller also includes a drive motor 307.

[0093] The first control chip 10 establishes a communication connection with the low-voltage signal terminal 401 on the integrated controller via a low-voltage control signal line. Multiple sub-control chips 30 establish communication connections with the motor control unit 301, the DC-DC converter 3012 in the power conversion unit 302, the on-board charger 3022, the heating control unit 304, the on-board air conditioning control unit 305, the oil pump control unit 312, and the charging communication controller 3071, respectively, via low-voltage control signal lines. Furthermore, each sub-control chip 30 establishes a communication connection with the drive motor 307 via a resolver terminal 410 through a low-voltage control signal line, forming a low-voltage power supply signal architecture. The first control chip 10 supplies power and sends drive control data to the multiple sub-control chips 30 through this low-voltage power supply signal architecture.

[0094] As shown in Figure 5, the low-voltage power supply signal architecture proposed in this embodiment relies on an integrated low-voltage signal terminal 401. This low-voltage signal terminal 401 can be connected to the vehicle's main power line, the vehicle's ground wire, the vehicle's control area network bus 201, and the vehicle charging signal line. This allows the first control chip 10 in the integrated controller to obtain the vehicle charging signal from the low-voltage battery of the vehicle, and also to obtain the vehicle command message and power signal, enabling communication or interconnection with the processor outside the integrated controller. The power signal, vehicle command message, and vehicle charging signal are transmitted to the corresponding control component 30 through the communication connection between the sub-control chip 30 and other control components 30 based on the low-voltage control line. This simplifies the communication connection between the control component 30 and the external processor and control area network bus 201, thereby reducing the complexity of the low-voltage power supply signal architecture.

[0095] (2) Referring to Figure 6, the integrated controller includes a power transmission architecture and a drive motor 307. Multiple control components 30 also include a power distribution control component 308. It should be noted that in Figure 6, 611 is the positive power line of the first power line, 612 is the negative power line of the first power line, 621 is the positive power line of the second power line, 622 is the negative power line of the second power line, 631 is the positive power line of the third power line, 632 is the negative power line of the third power line, 641 is the positive power line of the fourth power line, 642 is the negative power line of the fourth power line, 651 is the positive power line of the fifth power line, 652 is the negative power line of the fifth power line, 661 is the positive power line of the sixth power line, 662 is the negative power line of the sixth power line, 671 is the positive power line of the seventh power line, and 672 is the negative power line of the seventh power line. Among them, 651, the fifth power line connecting the on-board charger 3022, the seventh electromagnetic filter, the slow charging terminal 406 and the in-vehicle discharge terminal 407, is the power phase line, and 652 is the power neutral line.

[0096] The first power line connects sequentially to the high-voltage DC terminal 402 on the integrated controller, the motor control component 301, the three-phase power terminal 403 on the integrated controller, and the drive motor 307; the second power line connects sequentially to the power distribution terminal 404 and the power distribution control component 308 on the integrated controller, with the second power line connected to the first power line; the heating control component 304 is connected to the first power line via the third power line; the fourth power line connects sequentially to the air conditioning three-phase power terminal 405 on the integrated controller and the vehicle air conditioning control component 305, with the fourth power line connected to the first power line; the fifth power line connects sequentially to the first power line. The on-board charger 3022 is electrically connected to the slow charging terminal 406 and the in-vehicle discharge terminal 407 on the integrated controller via a fifth power line. The on-board charger 3022 is connected to the first power line via a sixth power line. The DC charging interface 408 and the charging control component 306 on the integrated controller are connected in sequence via a sixth power line, which is also connected to the first power line. The DC converter 3021 is electrically connected to the low-voltage power terminal 409 on the integrated controller via a seventh power line, which is also connected to the first power line, forming a power transmission architecture.

[0097] As can be seen from the power transmission architecture shown in Figure 6, in this embodiment, each high-voltage component (such as the power distribution component, air compressor, heating component 311, drive motor 307 and in-vehicle AC load shown in Figure 6) shares positive power lines and negative power lines with the high-voltage power battery connected to the high-voltage DC terminal 402, the AC charging pile connected to the slow charging terminal 406, and the DC charging pile connected to the DC charging interface 408.

[0098] Taking a high-voltage power battery as an example, referring to arrow 1 in Figure 6, which represents the power flow in the power transmission architecture in the discharge mode, it can be seen that when the high-voltage power battery is in the discharge state, the high-voltage DC power output through the high-voltage DC terminal 402 is transmitted on the first power line.

[0099] ① Through the first power line, high-voltage direct current flows out from the high-voltage direct current terminal 402, passes through the motor control component 301, and is transmitted to the three-phase power terminal 403. The three-phase power terminal 403 then supplies power to the drive motor 307. The transmission path is: high-voltage direct current terminal 402 → first electromagnetic filter 501 → motor control component 301 → three-phase power terminal 403 → drive motor 307; ② Through the first power line, high-voltage direct current flows out from the high-voltage direct current terminal 402 and is transmitted to the second power line connected to the first power line. This transmits the high-voltage direct current through the power distribution control component 308 to the power distribution terminal 404, where it is distributed. Terminal 404 supplies power to the power distribution component, with the transmission path being: high-voltage DC terminal 402 → power distribution control component 308 → power distribution terminal 404; ③ Through the first power line, high-voltage DC flows out from the high-voltage DC terminal 402 and enters the third power line connected to the first power line, thereby supplying power to the heating component 311 via the heating control component 304, with the transmission path being: high-voltage DC terminal 402 → first electromagnetic filter 501 → fourth electromagnetic filter 504 → heating control component 304 → heating component 311; ④ Through the first power line, the high-voltage DC is transmitted to the fourth power line connected to the first power line. In the power line, high-voltage DC power is transmitted via the vehicle air conditioner charger to the air conditioner three-phase power terminal 405 to power the air compressor. The transmission path is: high-voltage DC terminal 402 → first electromagnetic filter 501 → fifth electromagnetic filter 505 → vehicle air conditioner control unit 305 → sixth electromagnetic filter 506 → air conditioner three-phase power terminal 405; ⑤ Through the first power line, high-voltage DC power is transmitted to the fifth power line connected to the first power line. The high-voltage DC power is then converted into low-voltage AC power by the vehicle charger 3022 and transmitted to the vehicle discharge terminal 407 to power the vehicle's AC loads. The transmission path is... The transmission path is as follows: High-voltage DC terminal 402 → First electromagnetic filter 501 → Second electromagnetic filter 502 → On-board charger 3022 → Seventh electromagnetic filter 507 → Slow charging terminal 406 / In-vehicle discharge terminal 407; ⑥ Through the first power line, the high-voltage DC power is transmitted to the seventh power line connected to the first power line, thereby converting the high-voltage DC power into DC power through the DC converter 3021 and transmitting it to the low-voltage power terminal. The transmission path is: High-voltage DC terminal 402 → First electromagnetic filter 501 → Second electromagnetic filter 502 → DC converter 3021 → Eighth electromagnetic filter 508 → Low-voltage power terminal 409.

[0100] Taking an AC charging pile as an example, referring to arrow 2 in Figure 6, which represents the power flow in the discharge mode of the power transmission architecture, it can be seen that when the AC charging pile is in the discharge state, the low-voltage AC power output through the slow charging terminal 406 or the in-vehicle discharge terminal 407 is converted into high-voltage DC power by the on-board charger 3022 and then transmitted on the fifth power line. Because the fifth power line is connected to the first power line, the high-voltage DC power flowing on the fifth power line will flow to the first power line to charge the high-voltage DC terminal. The transmission path is: slow charging terminal 406 / in-vehicle discharge terminal 407 → seventh electromagnetic filter 507 → on-board charger 3022 → second electromagnetic filter 502 → first electromagnetic filter 501 → high-voltage DC terminal 402. Taking a high-voltage power battery as an example, arrow 2 in Figure 6 can also represent the power flow in the charging mode of the power transmission architecture, where the high-voltage DC power from the fifth power line to the first power line charges the high-voltage power battery.

[0101] Taking a DC charging pile as an example, referring to arrow 3 in Figure 6, which represents the power flow in the discharge mode of the power transmission architecture, it can be seen that when the DC charging pile is in discharge mode, it outputs high-voltage DC power through the DC charging interface 408. Based on the switching state of the charging control component 306 connected to the DC charging interface 408, the high-voltage DC power is converted and then transmitted on the sixth power line. Because the sixth power line is connected to the first power line, the high-voltage DC power flowing on the sixth power line will flow to the first power line, supplying power to the high-voltage components. Its power flow is the same as that of arrow 1, and will not be repeated here. Similarly, taking a high-voltage power battery as an example, arrow 3 in Figure 6 can also represent the power flow in the charging mode of the power transmission architecture. The high-voltage DC power transmitted from the sixth power line to the first power line charges the high-voltage power battery.

[0102] Taking a low-voltage battery as an example, referring to arrow 4 in Figure 6, this arrow indicates the power flow under DC reverse boosting in the power transmission architecture. When the low-voltage battery is in discharge mode, it outputs low-voltage DC power through the low-voltage power terminal 409. The DC-DC converter 3021 connected to the low-voltage power terminal 409 then boosts the low-voltage DC power to high-voltage DC power, which is then transmitted on the seventh power line. Because the seventh power line is connected to the first power line, the high-voltage DC power flowing on the seventh power line will flow to the first power line to charge the high-voltage DC terminal 402. The transmission path is: low-voltage power terminal 409 → eighth electromagnetic filter 508 → DC-DC converter 3021 → second electromagnetic filter 502 → first electromagnetic filter 501 → high-voltage DC terminal 402.

[0103] As can be seen from the above, in this embodiment, the first power line is used as the main power line, and the second to sixth power lines are used as slave power lines. High voltage direct current can be transmitted to the corresponding components through the connection between the first power line and other power lines, which simplifies the power transmission lines between the power supply and each high voltage component, thereby reducing the complexity of the power transmission architecture.

[0104] One end of the drive motor is also connected to the reducer 310.

[0105] For example, multiple control components are connected by water cooling components via water circuits, and water temperature sensors are installed on the water circuits; a high-voltage sensor is installed on the first power line.

[0106] Based on the integrated controller architecture of this embodiment, the water-cooling components corresponding to multiple control units can share water circuits, water temperature sensors, and high-pressure sampling sensors, thereby saving costs. The sensing data from the water temperature sensor and the high-pressure sampling sensor can be used to control the operating strategy of the control unit, such as changing the control strategy when the temperature is too high, or adjusting the operation of the control unit according to the voltage.

[0107] For example, the processing speed and bandwidth of the first control chip are higher than those of the sub-control chip.

[0108] Based on the architecture of the integrated controller in this embodiment, the first control chip is responsible for the main data processing and communication scheduling, and its performance requirements are high, while the performance requirements of each sub-control chip are low, in order to save costs. (3) Referring to FIG7, the integrated controller also includes an electromagnetic filter architecture.

[0109] A first electromagnetic filter 501 is provided on the first power line between the high-voltage DC terminal 402 and the motor control component 301. Therefore, the first electromagnetic filter 501 can filter the high-voltage DC power output from the high-voltage DC terminal 402 and provide DC high-voltage filtering function for the motor control component 301.

[0110] An electrical connection is established between the first electromagnetic filter 501 and the power conversion component 302 via the fifth power line. A second electromagnetic filter 502 is installed on the fifth power line between the first electromagnetic filter 501 and the power conversion component 302. In practical applications, since the motor control component 501 needs to perform low-frequency filtering on the DC high voltage, and the voltage conversion component 302 needs to perform low-frequency filtering on the DC high voltage, this solution can achieve the multiplexing of the low-frequency first electromagnetic filter.

[0111] A third electromagnetic filter 503 is set on the sixth power line. It should be noted that the charging control component 306 in this embodiment integrates a DC fast charging unit 3061 and a boost / current charging unit 3062. Therefore, the DC fast charging unit 3061 and the boost / current charging unit 3062 can share the third electromagnetic filter 503 to perform DC high voltage filtering on the high voltage DC power supplied from the DC charging pile.

[0112] An electrical connection is established between the first electromagnetic filter 501 and the heating control component 304 via a third power line. A fourth electromagnetic filter 504 is installed on the third power line between the first electromagnetic filter 501 and the heating control component 304. Therefore, DC high-voltage filtering of the heating control component 304 can be achieved by multiplexing the first electromagnetic filter 501 and the fourth electromagnetic filter 504.

[0113] An electrical connection is established between the first electromagnetic filter 501 and the vehicle air conditioning control unit 305 via a fourth power line. A fifth electromagnetic filter 505 is installed on the fourth power line between the first electromagnetic filter 501 and the vehicle air conditioning control unit 305. Therefore, by multiplexing the first electromagnetic filter 501 and the fifth electromagnetic filter 505, DC high-voltage filtering of the vehicle air conditioning control unit 305 can be achieved. Simultaneously, a sixth electromagnetic filter 506 is installed on the fourth power line between the air conditioning three-phase power terminal 405 and the vehicle air conditioning control unit 305, thereby achieving DC high-voltage filtering of the air compressor.

[0114] A seventh electromagnetic filter 507 is installed on the fifth power line between the slow charging terminal 406 and the in-vehicle discharge terminal 407 and the vehicle charger 3022, respectively. The seventh electromagnetic filter 507 realizes the DC high voltage filtering function of AC charging pile and in-vehicle AC load. An eighth electromagnetic filter 508 is installed on the seventh power line between the low voltage power terminal 409 and the DC converter 3021, and the eighth electromagnetic filter 508 realizes the DC low voltage filtering function of low voltage battery, thus forming an electromagnetic filtering architecture.

[0115] As can be seen from the above, since the second electromagnetic filter 502, the fourth electromagnetic filter 504, and the fifth electromagnetic filter 505 can all be multiplexed with the first electromagnetic filter 501, when the first electromagnetic filter 501 is a CLC (capacitor-inductor-capacitor) filter structure, the second electromagnetic filter 502, the fourth electromagnetic filter 504, and the fifth electromagnetic filter 505 can adopt an LC (inductor-capacitor) filter structure. This improves the resource utilization rate of the electromagnetic filters and reduces the problem of high device cost and large device size caused by the large number of components when the conventional power conversion component 302, heating control component 304, and vehicle air conditioning control component 305 are directly connected to the high voltage DC terminal 402.

[0116] Additionally, it should be noted that the placement of the first control chip 10 and the first to fourth sub-control chips 101 can be adjusted according to the actual component configuration. For example, the first control chip 10 can be located at the motor control component 301, the first sub-control chip 101 can be located at the DC-DC converter 3021, and the second sub-control component 30 can be located at the on-board charger 3022.

[0117] Since the structures in Figures 6 and 7 are identical, the overlapping parts will not be described again. Furthermore, the switching components S in Figures 6 and 7 serve the functions of switching and physical isolation.

[0118] Referring to Figure 8, the first control chip 10 establishes a communication connection with the vehicle's host computer 309 through the vehicle's debugging control area network bus 202. The first sub-control chip 101 establishes a communication connection with the second sub-control chip 102. The third sub-control chip 103 establishes a communication connection with the vehicle's charging pile control area network bus 203.

[0119] Figure 8 is a network management architecture diagram of the integrated controller. As can be seen, inside the integrated controller proposed in this embodiment, the first control chip 10 and each sub-control chip 100 communicate and interconnect through the internal network control area network bus 204 of the integrated controller. Outside the integrated controller, the first control chip 10, as the main control chip, establishes a single-point communication connection with the vehicle's control area network bus 201.

[0120] Specifically, within the integrated controller, the first control chip 10 establishes a communication connection with the oil pump control component 313 based on the first intranet control area network bus 2041; the first control chip 10 establishes a communication connection with the first sub-control chip 101 based on the second intranet control area network bus 2042; the first control chip 10 establishes a communication connection with the second sub-control chip 102 based on the third intranet control area network bus 2043; the first control chip 10 establishes a communication connection with the third sub-control chip 103 based on the fourth intranet control area network bus 2044; the first control chip 10 establishes a communication connection with the fourth sub-control chip 104 based on the fifth intranet control area network bus 2045; and the first sub-control chip 101 and the second sub-control chip 102 establish a communication connection based on the sixth intranet control area network bus 2046, thereby ensuring the reliability and accuracy of data transmission within the integrated controller.

[0121] Externally to the integrated controller, the first control chip 10 establishes a communication connection with the vehicle's host computer 309 via the vehicle's debugging control area network bus 202. This allows the host computer 309 to perform debugging and testing operations on the first control chip 10 through its debugging functions. The third sub-control chip 103 establishes a communication connection with the vehicle's charging pile control area network bus 203. This allows the third sub-control chip 103 to control the charging process of the charging pile or acquire the charging status of the charging pile, thereby enabling AC / DC charging monitoring operations on the integrated controller.

[0122] This disclosure also provides a control method. Referring to FIG9, FIG9 is a flowchart of a first embodiment of the control method proposed in this embodiment.

[0123] In this embodiment, the control method includes executing steps S10 to S20 via a first control chip:

[0124] Step S10: Access the vehicle command message on the control area network bus and process the vehicle command message to obtain drive control data.

[0125] Step S20: The drive control data is transmitted to the control component that has established a communication connection with the first control chip, and / or the drive control data is transmitted to the control component that has established a communication connection with the sub-control chip via the sub-control chip, so as to drive and control the control component.

[0126] Referring to Figure 8, after receiving the vehicle command message transmitted on the control area network bus, the first control chip first processes the vehicle command message to obtain the drive control data corresponding to the control logic to be executed by the vehicle command message. Then, according to the control component required to execute the drive data, the drive data is transmitted to the corresponding control component through the sub-control chip connected to the control component via the intranet control area network bus. In this way, while the first control chip realizes integrated control of each control component, the communication connection between each sub-control chip and the corresponding control component ensures the modularity and scalability of each control component. This allows it to operate independently to realize a single delivery scenario, and also to cooperate with other control components to realize a multi-functional delivery scenario.

[0127] If the control component required to execute the drive data is the oil pump control component, then the drive data is directly transmitted to the oil pump control component based on the first internal network control area network bus, thereby realizing the drive control of the corresponding control component.

[0128] For example, when the vehicle command message received by the first control chip is a wake-up message for network management, power line, constant current charging stage, or constant charging stage, the first control chip processes the wake-up message to obtain the corresponding drive control data, and then transmits the drive data to the corresponding control component through the intranet control area network bus to perform the wake-up operation of the corresponding control component.

[0129] In another feasible implementation, the control method further includes executing steps S30 and S40 via a first control chip:

[0130] Step S30: Receive information messages uploaded by each sub-control chip and upload the information messages to the control area network bus.

[0131] The explanation will continue with reference to Figure 8. If each sub-control chip receives drive response messages (i.e., information messages) uploaded by the control components, each sub-control chip can upload the information messages to the first control chip via the intranet control area network bus between the sub-control chip and the first control chip. The first control chip then transmits the information messages to the vehicle's control area network bus, thereby enabling real-time communication and coordinated control between the vehicle's integrated controllers.

[0132] Step S40: Receive fault information uploaded by each sub-control chip, store the fault information, and process and respond to the fault information by calling multiple kernels.

[0133] When a sub-control chip malfunctions, it latches the fault information itself and then transmits the fault information to the first control chip via the intranet control area network bus between the sub-control chip and the first control chip. The first control chip then needs to call the corresponding kernel to process and respond to the fault information to prevent the fault from spreading and ensure the stability and reliability of the integrated controller.

[0134] In this embodiment, the first control chip accesses the vehicle command message on the control area network bus, processes the vehicle command message to obtain drive control data, and transmits the drive control data to the control component that has established a communication connection with the first control chip, and / or transmits the drive control data to the control component that has established a communication connection with the sub-control chip via a sub-control chip, so as to drive and control the control component. In this way, while realizing integrated control of each control component through the first control chip, the communication connection between each sub-control chip and the corresponding control component ensures the modularity and scalability of each control component, so that it can operate independently to realize a single delivery scenario, and can also cooperate with other control components to realize a multi-in-one delivery scenario.

[0135] This disclosure provides a vehicle, the vehicle including: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to perform the control method in Embodiment 1 above.

[0136] Referring now to Figure 10, a structural schematic diagram of a vehicle suitable for implementing embodiments of the present disclosure is shown. The vehicle in embodiments of the present disclosure may include, but is not limited to, mobile terminals such as digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. The vehicle shown in Figure 10 is merely an example and should not be construed as limiting the functionality and scope of the embodiments of the present disclosure.

[0137] As shown in Figure 10, the vehicle may include a processing unit 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage device 1003 into a random access memory (RAM) 1004. The RAM 1004 also stores various programs and data required for vehicle operation. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to the I / O interface 1006: input devices 1007 including, for example, a touchscreen, touchpad, keyboard, mouse, image sensor, microphone, accelerometer, gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), speaker, vibrator, etc.; storage devices 1003 including, for example, magnetic tape, hard disk, etc.; and communication devices 1009. The communication device 1009 allows the vehicle to communicate wirelessly or wiredly with other devices to exchange data. Although vehicles with various systems are shown in the figures, it should be understood that implementation or possession of all the systems shown is not required. More or fewer systems may be implemented alternatively.

[0138] In particular, according to embodiments of this disclosure, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of this disclosure include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of embodiments of this disclosure.

[0139] The vehicle provided in this disclosure, employing the control method described in the above embodiments, can solve the technical problem that existing integrated solutions on the market cannot simultaneously improve integration while ensuring the modularity of the control components within the integrated controller. Compared with the prior art, the beneficial effects of the vehicle provided in this disclosure are the same as those of the control method provided in the above embodiments, and other technical features of the vehicle are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0140] It should be understood that various parts of this disclosure can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0141] The above are merely specific embodiments of this disclosure, but the scope of protection of this disclosure is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this disclosure should be included within the scope of protection of this disclosure. Therefore, the scope of protection of this disclosure should be determined by the scope of the claims.

[0142] This disclosure provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to perform the control methods described in the above embodiments.

[0143] The computer-readable storage medium provided in this disclosure may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems or devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0144] The aforementioned computer-readable storage medium may be included in the vehicle or may exist independently and not installed in the vehicle.

[0145] The aforementioned computer-readable storage medium carries one or more programs. When the vehicle executes the aforementioned one or more programs, the vehicle: accesses the vehicle command message on the control area network bus and processes the vehicle command message to obtain drive control data; transmits the drive control data to a control component that has established a communication connection with the first control chip, and / or transmits the drive control data via a sub-control chip to a control component that has established a communication connection with the sub-control chip, and performs drive control on the control component.

[0146] Computer program code for performing the operations of this disclosure can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0147] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this disclosure. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0148] The modules described in the embodiments of this disclosure can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0149] The readable storage medium provided in this disclosure is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described control method. This solves the technical problem that current integrated solutions on the market cannot simultaneously improve integration while ensuring the modularity of the internal control components of the integrated controller. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this disclosure are the same as those of the control method provided in the above embodiments, and will not be repeated here.

[0150] The above are only some embodiments of this disclosure and do not limit the patent scope of this disclosure. All equivalent structural transformations made under the technical concept of this disclosure using the content of this specification and drawings, or direct / indirect applications in other related technical fields, are included within the patent protection scope of this disclosure.

Claims

1. An integrated controller, wherein, The integrated controller is used in a vehicle and includes multiple control components, a first control chip, and multiple sub-control chips; wherein the multiple control components are connected by high-voltage power lines. The first control chip establishes a communication connection with the vehicle's control area network bus. The first control chip also establishes a communication connection with each of the sub-control chips via low-voltage control signal lines. The first control chip and each of the sub-control chips establish a communication connection with at least one control component. The first control chip is used for: The system accesses the vehicle command message on the control area network bus and processes the vehicle command message to obtain drive control data. The drive control data is transmitted to a control component that establishes a communication connection with the first control chip, and / or the drive control data is transmitted via the sub-control chip to a control component that establishes a communication connection with the sub-control chip, thereby driving and controlling the control component.

2. The integrated controller as described in claim 1, wherein, In the case where the plurality of control components include a motor control component, a power conversion component, a heating control component, a vehicle air conditioning control component, and a charging control component, the plurality of sub-control chips include a first sub-control chip, a second sub-control chip, a third sub-control chip, and a fourth sub-control chip; The first control chip establishes a communication connection with the motor control component and the charging control component; the first sub-control chip establishes a communication connection with the DC converter in the power conversion component; the second sub-control chip establishes a communication connection with the vehicle charger in the power conversion component; the third sub-control chip establishes a communication connection with the charging communication controller in the vehicle charger; and the fourth sub-control chip establishes a communication connection with the heating control component and the vehicle air conditioning control component. The first control chip and the plurality of sub-control chips are multi-core control chips, used to drive control by calling multiple cores.

3. The integrated controller as described in claim 2, wherein, The integrated controller is equipped with a low-voltage power supply signal architecture; The first control chip establishes a communication connection with the low-voltage signal terminal on the integrated controller through a low-voltage control signal line. The multiple sub-control chips establish communication connections with the motor control component, the power conversion component, the heating control component, and the vehicle air conditioning control component respectively through the low-voltage control signal line, forming the low-voltage power supply signal architecture. The first control chip supplies power to the plurality of sub-control chips and sends the drive control data through the low-voltage power supply signal architecture.

4. The integrated controller as described in claim 2, wherein, The integrated controller includes a power transmission architecture and a drive motor, and the multiple control components also include a power distribution control component; The high-voltage DC terminal on the integrated controller, the motor control component, the three-phase power terminal on the integrated controller, and the drive motor are connected in sequence via the first power line. The power distribution terminals on the integrated controller and the power distribution control component are connected in sequence via a second power line, with the second power line connected to the first power line. The heating control component is connected to the first power line via a third power line; The air conditioning three-phase power terminals on the integrated controller and the vehicle air conditioning control component are connected in sequence via the fourth power line, and the fourth power line is connected to the first power line. The vehicle charger is electrically connected to the slow charging terminal and the in-vehicle discharge terminal on the integrated controller via the fifth power line, and the vehicle charger is connected to the first power line via the fifth power line. The DC charging interface on the integrated controller and the charging control component are connected in sequence via the sixth power line, and the sixth power line is connected to the first power line. An electrical connection is established between the DC-DC converter and the low-voltage power terminal on the integrated controller via the seventh power line. The DC-DC converter is connected to the first power line via the seventh power line, forming the power transmission architecture.

5. The integrated controller as described in claim 4, wherein, The integrated controller also includes an electromagnetic filtering architecture; A first electromagnetic filter is provided on the first power line between the high-voltage DC terminal and the motor control component; An electrical connection between the first electromagnetic filter and the power conversion component is established through the fifth power line. A second electromagnetic filter is provided on the fifth power line between the first electromagnetic filter and the power conversion component. The first electromagnetic filter is a low-frequency electromagnetic filter, and the second electromagnetic filter is a high-frequency electromagnetic filter. The charging control component includes a boost / current charging unit, the boost / current charging unit includes a DC fast charging unit, a third electromagnetic filter is provided on the sixth power line, and the DC fast charging unit is connected to the first power line through the third electromagnetic filter; An electrical connection between the first electromagnetic filter and the heating control component is established through the third power line, and a fourth electromagnetic filter is provided on the third power line between the first electromagnetic filter and the heating control component. An electrical connection between the first electromagnetic filter and the vehicle air conditioning control component is established through the fourth power line. A fifth electromagnetic filter is provided on the fourth power line between the first electromagnetic filter and the vehicle air conditioning control component. A sixth electromagnetic filter is provided on the fourth power line between the three-phase power terminal of the air conditioner and the vehicle air conditioning control component. A seventh electromagnetic filter is provided on the fifth power line between the slow charging terminal and the in-vehicle discharge terminal and the vehicle charger, respectively. An eighth electromagnetic filter is provided on the seventh power line between the low-voltage power terminal and the DC-DC converter to form the electromagnetic filtering architecture.

6. The integrated controller as claimed in claim 4, wherein, The water-cooled components corresponding to the multiple control components are connected by a water circuit, and a water temperature sensor is installed on the water circuit; a high-voltage sensor is installed on the first power line.

7. The integrated controller as described in claim 2, wherein, The first control chip establishes a communication connection with the vehicle's host computer through the vehicle's debugging control area network bus; The first sub-control chip establishes a communication connection with the second sub-control chip; The third sub-control chip establishes a communication connection with the vehicle's charging pile control area network bus.

8. The integrated controller as claimed in any one of claims 1 to 7, wherein, The processing speed and bandwidth of the first control chip are higher than those of the sub-control chip.

9. A control method, wherein, The control method is applied to an integrated controller as described in any one of claims 1 to 8, wherein the integrated controller includes a plurality of control components, a first control chip, and a plurality of sub-control chips; The first control chip establishes a communication connection with the vehicle's control area network bus, and the first control chip also establishes a communication connection with each of the sub-control chips. The first control chip and each of the sub-control chips each establish a communication connection with at least one control component. The control method includes performing the following steps via the first control chip: The system accesses the vehicle command message on the control area network bus and processes the vehicle command message to obtain drive control data. The drive control data is transmitted to a control component that establishes a communication connection with the first control chip, and / or the drive control data is transmitted via the sub-control chip to a control component that establishes a communication connection with the sub-control chip, thereby driving and controlling the control component.

10. The control method as described in claim 9, wherein, The control method further includes performing the following steps via the first control chip: Receive information messages uploaded by each of the sub-control chips, and upload the information messages to the control area network bus; and, The system receives fault information uploaded by each of the sub-control chips, stores the fault information, and processes and responds to the fault information by calling multiple kernels.

11. A vehicle, wherein, The vehicle includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the control method as described in any one of claims 9 and 10.

12. A storage medium, wherein, The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, it implements the steps of the control method as described in any one of claims 9 and 10.

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