A whole vehicle electrical appliance sub-region control system of a commercial vehicle

Abstract

The utility model discloses a commercial vehicle whole vehicle electrical appliance subarea control system, include: first area controller and second area controller, first area controller sets up in cab and integrates cab distribution, and second area controller sets up on chassis and integrates chassis distribution, and first area controller is connected with CAN line and power line between second area controller. Area controller volume is small, and cab and chassis are arranged separately, and easy to layout, controller interface is distributed according to cab and chassis, and wiring harness wiring is easy, and the distance of controller to load reduces, and the voltage drop is small, and energy loss is small, and the wiring harness amount from cab to chassis reduces, can reduce the whole vehicle weight, reduce the complexity of wiring harness and controller, reduce single point failure, and the reliability improves.

Description

Technical Field

[0001] This utility model relates to the field of commercial vehicle technology, and in particular to a regional control system for the electrical systems of a commercial vehicle. Background Technology

[0002] Compared to passenger vehicles, the integration of electronic and electrical architectures in commercial vehicles has progressed relatively slowly. In the commercial vehicle sector, core power and safety systems such as engines, transmissions, and brakes are monopolized by a few international or domestic technology giants, forming closed and independent control units. This makes integrating these core systems into a unified central domain controller a significant challenge in the short term. Therefore, the integration process in the commercial vehicle sector is primarily focused on the vehicle's electronic systems.

[0003] To further pursue integration and space optimization, current commercial vehicle electrical control layout solutions generally adopt the physical integration of the body controller and the cab power distribution box to form an integrated domain controller. This integrated domain controller is typically placed in the space-constrained cab. In this layout, the integrated domain controller needs to connect to various electrical components inside the cab via numerous wiring harnesses. Simultaneously, it needs to interface with various electrical loads and sensors distributed at the rear of the chassis via another set of wiring harnesses running through the front of the cab. Although the above-mentioned integrated domain controller solution achieves a certain degree of centralized control and power distribution, in practical applications, its inherent layout brings many insurmountable technical defects. This layout inevitably leads to a series of technical problems such as excessively large controller size, complex and excessively long wiring harnesses, low system energy efficiency, poor reliability, high maintenance costs, and high development difficulty. Summary of the Invention

[0004] To address the aforementioned technical problems, this utility model provides a zoned electrical control system for commercial vehicles. To provide a basic understanding of some aspects of the disclosed embodiments, a brief summary is given below. This summary is not intended as a general description, nor is it intended to identify key / important components or describe the scope of protection of these embodiments. Its sole purpose is to present some concepts in a simple form as a prelude to the detailed description that follows.

[0005] The present invention adopts the following technical solution:

[0006] A vehicle electrical zone control system for a commercial vehicle is provided, comprising: a first zone controller and a second zone controller; the first zone controller is installed in the cab and integrates cab power distribution, the second zone controller is installed on the chassis and integrates chassis power distribution, and a CAN line and a power line are connected between the first zone controller and the second zone controller.

[0007] Furthermore, the first area controller is located at the front center of the cab, and the second area controller is located at the center of the chassis.

[0008] Furthermore, the first area controller is equipped with a cab electrical interface, which includes: a cab power interface, a wiper control interface, a rearview mirror control interface, an interior ceiling light control interface, a switch interface, a door lock motor control interface, and a door and window motor control interface.

[0009] Furthermore, the cab electrical interface is located on the top side of the first area controller, and the bottom side of the first area controller is connected to the second area controller via the CAN line and the power line.

[0010] Furthermore, the second area controller is equipped with chassis electrical interfaces, which include: a front axle shoe wear control interface, a horn control interface, a front combination light control interface, a side marker light control interface, a battery constant power BAT interface, a trailer interface, a rear axle shoe wear control interface, an axle / wheel differential lock control interface, a rear combination light control interface, and a fuel tank sensor / conversion valve control interface.

[0011] Furthermore, the front axle shoe wear control interface, horn control interface, front combination light control interface, side marker light control interface, battery constant power BAT interface, and trailer interface are located on the front side of the second area controller, while the rear axle shoe wear control interface, axle / wheel differential lock control interface, rear combination light control interface, and fuel tank sensor / conversion valve control interface are located on the rear side of the second area controller.

[0012] The beneficial effects of this utility model are as follows: the area controller is small in size, the cab and chassis are arranged separately, which is easy to lay out; the controller interface is allocated according to the cab and chassis, which makes the wiring harness routing easy; the distance from the controller to the load is reduced, the voltage drop is small, and the energy loss is small; the amount of wiring harness from the cab to the chassis is reduced, which can reduce the weight of the whole vehicle, reduce the complexity of the wiring harness and controller, reduce single point of failure, and improve reliability. Attached Figure Description

[0013] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0014] Figure 1 This is a schematic diagram of the layout of a regional control system for the electrical systems of a commercial vehicle.

[0015] Figure 2 This is the network topology diagram corresponding to this utility model. Detailed Implementation

[0016] The embodiments of this utility model will now be described in detail with reference to the accompanying drawings. It should be understood that the described embodiments are merely some, not all, of the embodiments of this utility model. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without creative effort are within the scope of protection of this utility model.

[0017] like Figure 1-2 As shown in some illustrative embodiments, a vehicle electrical system zoned control system is provided for commercial vehicles. Through regional layout and functional allocation, efficient and reliable control of the vehicle electrical system is achieved. Specifically, a dual-zone control architecture is adopted according to physical location and functional attributes, including: a first zone controller 100 and a second zone controller 200.

[0018] The first area controller 100 is located within the cab 300 and integrates cab power distribution, used to manage all electrical loads and their power distribution within the cab area. The second area controller 200 is located on the chassis 400 and integrates chassis power distribution, used to manage all electrical loads and their power distribution within the chassis area. To achieve information exchange and power supply between the two area controllers, the first area controller 100 and the second area controller 200 are connected via a CAN line 500 and a power line 600. The connection method is simple and efficient. The CAN line 500 is used to transmit control commands and status information, while the power line 600 provides power to the second area controller 200 or the specific loads it manages.

[0019] The first zone controller 100 is located at the front center of the cab 300. This location is the relative center of the electrical loads in the cab, facilitating connection with components such as windshield wipers, dashboard switches, and door locks, effectively shortening the wiring harness length inside the cab. The second zone controller 200 is located in the center of the chassis 400. This location is the geographical center of the chassis electrical loads (such as front combination lights, rear combination lights, differential lock valves, etc.), enabling balanced power supply and control of the loads in both the forward and rearward directions, minimizing the length of the chassis wiring harness.

[0020] The layout proposed in this application redistributes the functions of the integrated domain controller located in the cab to control the vehicle's electrical systems by region. The electrical interfaces in the cab and the electrical interfaces in the chassis are separated, forming a dual-zone control layout scheme. This scheme is applicable not only to traditional fuel-powered commercial vehicles but also to new energy commercial vehicles, and has broad applicability.

[0021] The first area controller 100 is equipped with cab electrical interfaces, including: cab power interface 1, wiper control interface 2, rearview mirror control interface 3, interior dome light control interface 4, switch interface 5, door lock motor control interface 6, and door and window motor control interface 7. Switch interface 5 is used to connect various physical switches on the dashboard.

[0022] To optimize assembly and wiring, the electrical interfaces in the cab are centrally located on the top side of the first area controller 100, allowing for direct access of the wiring harness from above. This clear layout facilitates production and maintenance. The bottom side of the first area controller 100 is connected to the second area controller 200 via CAN line 500 and power line 600, enabling connection to the chassis system and separating internal wiring from external communication to prevent interference.

[0023] The second area controller 200 is equipped with chassis electrical interfaces, including: front axle shoe wear control interface 8, horn control interface 9, front combination light control interface 10, side marker light control interface 13, battery constant power BAT interface 14, trailer interface 15, rear axle shoe wear control interface 16, axle / wheel differential lock control interface 17, rear combination light control interface 18, and fuel tank sensor / conversion valve control interface 19.

[0024] Considering the physical distribution of chassis load, the interface layout of the second area controller 200 is optimized by partitioning: interfaces serving the front of the vehicle, such as the front axle shoe wear control interface 8, horn control interface 9, front combination light control interface 10, side marker light control interface 13, battery constant power BAT interface 14, and trailer interface 15, are centrally located on the front side of the second area controller 200; interfaces serving the rear of the vehicle, such as the rear axle shoe wear control interface 16, axle / wheel differential lock control interface 17, rear combination light control interface 18, and fuel tank sensor / conversion valve control interface 19, are centrally located on the rear side of the second area controller 200. This front-to-rear partitioned interface design allows the chassis wiring harness to be routed more directly and neatly, avoiding crossings and detours around the controller.

[0025] Compared with the prior art, the area controller proposed in this application is relatively small in size. It is divided into two functionally specialized and smaller area controllers. The size of the first area controller 100 is significantly reduced, which solves the problem of difficult layout in the limited space of the driver's cab. The second area controller 200 is directly placed on the spacious chassis, which allows for flexible layout options and greatly reduces the overall layout difficulty.

[0026] By clearly dividing electrical interfaces by area and location, wiring harness planning becomes simple and intuitive. Wiring harnesses in the cab only need to be connected to the nearest first area controller 100, while chassis wiring harnesses are connected to the front or rear of the second area controller 200 depending on the load location. This principle of proximity connection, compared to the current chaotic situation where all wiring harnesses converge at the front of the cab, makes wiring harness routing clearer, neater, and easier to assemble and maintain.

[0027] Because the second area controller 200 is located in the middle of the chassis 400, the physical distance to the load on the chassis 400 is greatly reduced. According to electrical principles, the resistance of a wiring harness is proportional to its length; therefore, the reduction in harness length directly leads to a significant reduction in line voltage drop and energy loss. This not only improves the energy efficiency of the electrical system, especially for new energy commercial vehicles, helping to extend the driving range, but also ensures that the load receives a more stable and sufficient voltage, improving the reliability of electrical operation.

[0028] The controllers in the two areas are connected by only one CAN bus and one power cable, replacing the massive wiring harness that extended from the cab to the rear of the chassis in the original solution. First, reducing the wiring harness lowers the overall vehicle weight, which helps improve fuel economy or energy efficiency. Second, the complexity of the design, manufacturing, and assembly of the wiring harness itself, as well as the interface design of the controller, is significantly reduced, thus simplifying the production process. Finally, the functions are distributed across two independent area controllers. Even if the first area controller fails, the basic functions of the chassis system can still be maintained by the second area controller, and vice versa, greatly improving the system's fault tolerance and overall vehicle safety.

[0029] The structural design of this application can improve reliability, namely by reducing the number of wiring harnesses passing through the moving connection between the cab and the chassis. This fundamentally solves the problem of repeated pulling and wear on the wiring harnesses caused by cab bumps and torsion, and significantly improves the long-term reliability and durability of the vehicle's electrical system.

[0030] The above description is merely a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the scope of the claims.

Claims

1. A regional control system for the electrical systems of a commercial vehicle, characterized in that, include: A first area controller and a second area controller; the first area controller is located in the cab and integrates cab power distribution, the second area controller is located on the chassis and integrates chassis power distribution, and a CAN line and a power line are connected between the first area controller and the second area controller.

2. The commercial vehicle electrical system zoned control system according to claim 1, characterized in that, The first area controller is located at the front center of the cab, and the second area controller is located at the center of the chassis.

3. A regional control system for the electrical systems of a commercial vehicle according to claim 2, characterized in that, The first area controller is equipped with a cab electrical interface, which includes: a cab power interface, a wiper control interface, a rearview mirror control interface, an interior ceiling light control interface, a switch interface, a door lock motor control interface, and a door and window motor control interface.

4. A regional control system for the electrical systems of a commercial vehicle according to claim 3, characterized in that, The cab electrical interface is located on the top side of the first area controller, and the bottom side of the first area controller is connected to the second area controller via the CAN line and the power line.

5. A regional control system for the electrical systems of a commercial vehicle according to claim 4, characterized in that, The second area controller is equipped with chassis electrical interfaces, which include: front axle shoe wear control interface, horn control interface, front combination light control interface, side marker light control interface, battery constant power BAT interface, trailer interface, rear axle shoe wear control interface, axle / wheel differential lock control interface, rear combination light control interface, and fuel tank sensor / conversion valve control interface.

6. A regional control system for the electrical systems of a commercial vehicle according to claim 5, characterized in that, The front axle shoe wear control interface, horn control interface, front combination light control interface, side marker light control interface, battery constant power BAT interface, and trailer interface are located on the front side of the second area controller, while the rear axle shoe wear control interface, axle / wheel differential lock control interface, rear combination light control interface, and fuel tank sensor / conversion valve control interface are located on the rear side of the second area controller.

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