Miniature new energy automobile network topology architecture

Abstract

The invention discloses a miniature new energy automobile network topology architecture, which comprises an automobile body controller BCM and a gateway module GW, and is characterized in that the automobile body controller BCM and the gateway module GW are respectively connected with a P-CAN, a C-CAN, a B-CAN, a diagnosis CAN and an LIN; the P-CAN is a power CAN, and the P-CAN is connected with an MCU (Microprogrammed Control Unit), a BMS (Battery Management System), a CDU (Condition Data Unit) and a gear switch; the C-CAN is a chassis intelligent driving CAN, and an ESC, an EPB, an EPS and an ACU / EDR are connected to the C-CAN; according to the method, four paths of CANs and one path of LIN are planned, and the problem that the network load rate is too high due to the fact that a vehicle body stabilization system (ESC), a front collision warning (FCW), a lane departure warning (LDW), a door opening warning (DOW) and other functions are added is solved. According to the invention, the independent diagnosis CAN is planned, and the technical requirements of the country on the isolation and access authentication of information inside and outside the vehicle and the like of vehicle information safety regulations are met.

Description

Technical Field

[0001] The present invention relates to the technical field of new energy vehicles, and in particular to a network topology architecture for a micro new energy vehicle. Background Art

[0002] At present, micro new energy vehicles on the market generally adopt a two-channel CAN network topology with VCU as the gateway. The diagnostic CAN is not independent, which is not conducive to vehicle information security.

[0003] At the same time, with the development of new energy vehicles, facing the increasing number of functions such as forward collision warning, lane departure warning, door opening warning, body stability system, etc., adding these functions can easily cause the network load rate to be too high, so the traditional two-way CAN can no longer meet the needs, and the country is paying more and more attention to vehicle information security. There is an urgent need for a new network topology architecture to meet the needs.

[0004] To this end, a micro new energy vehicle network topology architecture is proposed. Summary of the Invention

[0005] The purpose of the present invention is to provide a micro new energy vehicle network topology architecture to solve the problems raised in the above background technology.

[0006] To achieve the above objectives, the present invention provides the following technical solutions: a micro new energy vehicle network topology architecture, including a body controller BCM and a gateway module GW, wherein the body controller BCM and the gateway module GW are respectively connected to a P-CAN, a C-CAN, a B-CAN, a diagnostic CAN and a LIN;

[0007] The P-CAN is a power CAN, to which the MCU, BMS, CDU and hand-shift switch are connected;

[0008] The C-CAN is the chassis intelligent driving CAN, and the ESC, EPB, EPS and ACU / EDR are connected to the C-CAN;

[0009] The B-CAN is the vehicle body information CAN, to which the EAC electric air conditioner, ECC compressor, AVAS, IVI and IC are connected;

[0010] The LIN network is connected to an electronic steering column lock, an electric tailgate, a light and rain sensor, and an ambient light.

[0011] Preferably, the BMS connected to the P-CAN, the ESC connected to the C-CAN and the IC connected to the B-CAN are all internally installed with terminal resistors, and the other ends of the terminal resistors are arranged inside the body controller BCM and the gateway module GW.

[0012] Preferably, the resistance of the terminal resistors between the BMS, ESC and IC and the body controller BCM and the gateway module GW is 120Ω.

[0013] Preferably, a diagnostic terminal resistor is connected to the diagnostic CAN, and the resistance of the diagnostic terminal resistor is 60Ω.

[0014] Preferably, a VCU is connected between the P-CAN and the C-CAN, and a TBOX is connected between the P-CAN and the B-CAN.

[0015] Preferably, the CAN wiring harness adopts a twisted pair, the LIN wiring harness adopts a single-wire connection, and the negative poles share a common ground.

[0016] Compared with the prior art, the present invention has the following beneficial effects:

[0017] 1. This invention plans 4 CAN channels and 1 LIN channel, solving the problem of excessive network load caused by adding functions such as vehicle stability control (ESC), forward collision warning (FCW), lane departure warning (LDW), and door opening warning (DOW).

[0018] 2. The present invention plans an independent diagnostic CAN, which solves the technical requirements of the national vehicle information security regulations for the isolation and access authentication of in-vehicle and out-vehicle information.

[0019] 3. The present invention plans to adopt an integrated gateway solution, which effectively reduces the cost of each vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a structural schematic diagram of the present invention. DETAILED DESCRIPTION

[0021] The technical solutions in the embodiments of the present invention will be described clearly and completely below with reference to the accompanying drawings in the embodiments of the present invention.

[0022] Example

[0023] See also Figure 1 , the present invention provides a technical solution: a micro new energy vehicle network topology architecture, including a body controller BCM and a gateway module GW, the body controller BCM and the gateway module GW are respectively connected to the P-CAN, C-CAN, B-CAN, diagnostic CAN and LIN;

[0024] P-CAN is the power CAN, which is connected to the motor controller MCU, battery management system BMS, electronic control integrated circuit CDU and hand-shift switch;

[0025] C-CAN is the chassis intelligent driving CAN, which is connected to the body electronic stability control system ESC, electronic parking brake system EPB, electronic power steering system EPS and airbag ACU / EDR;

[0026] B-CAN is the vehicle body information CAN, which is connected to the EAC electric air conditioner, ECC compressor, low-speed voice alarm AVAS, infotainment system IVI and instrument cluster IC;

[0027] The electronic steering column lock, electric tailgate, light and rain sensor and ambient lighting are connected to the LIN network.

[0028] Each communication module needs to be developed in accordance with the communication protocol, network requirement specifications and other information provided by the OEM, and can only be installed on the vehicle for verification after passing the network consistency test and bench test.

[0029] In addition to the above development, BCM (GW) also needs to develop software according to the gateway routing table provided by the OEM and pass the test verification by the network engineer.

[0030] OEM network engineers need to test and verify the vehicle network compatibility at different stages of vehicle development to achieve acceptance goals.

[0031] like Figure 1 As shown: The BMS connected to the P-CAN, the ESC connected to the C-CAN, and the IC connected to the B-CAN are all equipped with terminal resistors, and the other end of the terminal resistors is set inside the body controller BCM and the gateway module GW.

[0032] like Figure 1 As shown: The terminal resistor between the BMS, ESC and IC and the body controller BCM and gateway module GW has a resistance of 120Ω.

[0033] like Figure 1 As shown: the diagnostic CAN is connected to the non-on-board diagnostic device and is connected to a diagnostic terminal resistor with a resistance of 60Ω.

[0034] like Figure 1 As shown in the figure: Connecting the vehicle controller VCU between P-CAN and C-CAN can effectively solve the problem of excessive PCAN load rate, reduce the workload of gateway forwarding and improve the timeliness of information interaction.

[0035] The telematics system TBOX is connected between P-CAN and B-CAN. While meeting the data collection tasks uploaded as required by the national standard, it can reduce the gateway forwarding workload and avoid the problem of excessive load rate on a single CAN channel.

[0036] like Figure 1As shown: The CAN wiring harness can use a twisted pair, starting from the BCM (GW) and ending at another terminal resistor in the network segment, connecting the various communication modules in the segment in the middle, and the maximum branch length is ≤0.6 meters; the LIN wiring harness can use a single-wire connection, and the negative pole shares the ground.

[0037] Working principle: The network topology architecture of the present invention can effectively solve the problem of excessively high load rates of each network segment, while ensuring the timeliness of communication transmission between each network segment and retaining a certain degree of scalability, and is suitable for smart driving models within L2 level; in addition, for the unit cost, the integration of BCM and GW can effectively reduce the unit cost by 10%; the network topology architecture of the present invention is suitable for the "Technical Requirements for Vehicle Information Security" that the country is about to implement, and meets the regulations for external interface security requirements, realizes the isolation of the in-vehicle and out-of-vehicle networks, and effectively controls access to external interfaces.

[0038] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to these embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the appended claims and their equivalents.

Claims

1. A micro new energy vehicle network topology architecture, including a body controller BCM and a gateway module GW, characterized in that: The body controller BCM and the gateway module GW are respectively connected to the P-CAN, C-CAN, B-CAN, diagnostic CAN and LIN; The P-CAN is a power CAN, and the P-CAN is connected to the MCU, BMS, CDU and hand-shift switch; The C-CAN is a chassis intelligent driving CAN, and the ESC, EPB, EPS and ACU / EDR are connected to the C-CAN; The B-CAN is a body information CAN, to which the EAC electric air conditioner, ECC compressor, AVAS, IVI and IC are connected; The LIN network is connected with an electronic steering column lock, an electric tailgate, a light and rain sensor and an ambient light.

2. A micro new energy vehicle network topology architecture according to claim 1, characterized in that: The BMS connected to the P-CAN, the ESC connected to the C-CAN and the IC connected to the B-CAN are all equipped with terminal resistors, and the other end of the terminal resistors is arranged inside the body controller BCM and the gateway module GW.

3. A micro new energy vehicle network topology architecture according to claim 2, characterized in that: The resistance of the terminal resistor between the BMS, ESC and IC and the body controller BCM and the gateway module GW is 120Ω.

4. A micro new energy vehicle network topology architecture according to claim 1, characterized in that: The diagnostic CAN is connected to a diagnostic terminal resistor, and the resistance value of the diagnostic terminal resistor is 60Ω.

5. A micro new energy vehicle network topology architecture according to claim 1, characterized in that: The VCU is connected between the P-CAN and the C-CAN, and the TBOX is connected between the P-CAN and the B-CAN.

6. A micro new energy vehicle network topology architecture according to claim 1, characterized in that: The CAN wiring harness adopts twisted pair wires, and the LIN wiring harness adopts single-wire connection, and the negative pole shares a common ground.

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