A communication adaptive system for hydrogen energy vehicles

Abstract

The present invention provides a communication adaptive system for a hydrogen energy vehicle, comprising: a gateway controller, an electric power steering EPS, an electronic parking brake system EPB, a battery management system BMS, a fuel cell controller FCU, a hydrogen cylinder controller HCU, a high-voltage distribution box PDU, a motor controller MCU, a vehicle controller VCU and a to-be-connected controller, which are communicatively connected to the gateway controller through a first communication network CAN1; a body control module BCM, a thermal management controller HMC, an air conditioner AC, an in-vehicle infotainment system IVI, an instrument IC, a 360 panoramic parking assistance system and an in-vehicle T-Box, which are communicatively connected to the gateway controller through a second communication network CAN2; an adaptive configuration function activation switch and a manual configuration switching self-resetting switch connected to the to-be-connected controller. The present invention can be automatically adjusted by the to-be-connected controller according to the network status, and actively adjust the network parameter configuration information until normal communication with the relevant network is achieved, which is intelligent and automated, and at the same time saves labor costs and time costs.

Description

Technical Field

[0001] The present invention relates to the technical field of hydrogen energy vehicle communication, and particularly relates to a communication adaptive system for hydrogen energy vehicles. Background Art

[0002] With the vigorous development of hydrogen energy vehicles, more and more hydrogen energy vehicles have emerged in people's vision. Due to the increasing number of hydrogen energy vehicle controllers, the vehicle CAN networks are increasing and becoming more and more complex. A controller may need to change the network, but due to the fixed communication settings, program changes and flashing are required during replacement, which not only causes waste of manpower but also leads to an increase in the development cycle and time. Summary of the Invention

[0003] The present invention provides a communication adaptive system for hydrogen energy vehicles, which can effectively solve the above problems. The controller can actively adjust the network parameter configuration information according to the adjustment of the network state until normal communication is established with the relevant network.

[0004] To achieve the above object, the present invention provides a communication adaptive system for hydrogen energy vehicles, and the communication adaptive system for hydrogen energy vehicles includes: a gateway controller;

[0005] An Electric Power Steering (EPS), an Electronic Parking Brake (EPB), a Battery Management System (BMS), a Fuel Cell Controller (FCU), a Hydrogen Cylinder Controller (HCU), a High Voltage Distribution Box (PDU), a Motor Controller (MCU), a Vehicle Controller (VCU), and a to-be-connected controller, which are communicatively connected to the gateway controller through a first communication network CAN1;

[0006] A Body Control Module (BCM), a Thermal Management Controller (HMC), an Air Conditioner (AC), an In-Vehicle Infotainment System (IVI), an Instrument Cluster (IC), a 360-degree Panoramic Parking Assist System, and an In-Vehicle T-Box, which are communicatively connected to the gateway controller through a second communication network CAN2;

[0007] An adaptive configuration function enabling switch and a manual configuration switching self-resetting switch, which are connected to the to-be-connected controller;

[0008] The adaptive configuration function enabling switch is used to enable or disable the adaptive configuration function;

[0009] The manual configuration switching self-resetting switch is used to enable or disable the manual configuration function. When the adaptive configuration function enabling switch is in the off state, pressing the manual configuration switching self-resetting switch once causes the to-be-connected controller to perform a configuration switch. When the adaptive configuration function enabling switch is in the pressed state, the to-be-connected controller no longer judges the state of the manual configuration switching self-resetting switch and does not enable the manual configuration function.

[0010] Preferably, the termination resistors of the first communication network CAN1 are set on the gateway controller GW and the vehicle controller VCU.

[0011] Preferably, the termination resistors of the second communication network CAN2 are set on the gateway controller GW and the vehicle-mounted T-Box.

[0012] Preferably, the controller to be accessed is provided with a signal indicator light.

[0013] Preferably, both the adaptive configuration function enabling switch and the manual configuration switching self-resetting switch are connected to the ground wire.

[0014] Preferably, both the first communication network CAN1 and the second communication network CAN2 include two communication lines.

[0015] Preferably, the working process of the communication adaptive system for hydrogen energy vehicles is as follows:

[0016] S0: The vehicle is powered on and started, the original controller sends corresponding data, the controller to be accessed is connected to the corresponding network and the adaptive configuration function is in the enabled state;

[0017] S1: The controller to be accessed reads the last stored configuration information D1 from the memory;

[0018] S2: Judgment: The controller to be accessed judges whether relevant valid data has been collected. If so, it is considered that the current configuration is the configuration corresponding to the network, and the current configuration information Q is recorded; the controller to be accessed writes the previous configuration information Q into the memory and stores it when powering off. After the adaptive configuration learning is completed, enter S9; otherwise, enter S3;

[0019] S3: Judgment: The controller to be accessed judges whether error frames have been continuously received and the error frame load rate S >= 15%, and the continuous judgment time is 60s; if so, enter S4, otherwise, increment the count, restart the timing, repeat the S3 judgment until the count >= 10, turn on the status indicator light, indicating that the network is in a fault state at this time, and at the same time clear the count, and the count is 0; enter S9;

[0020] S4: It is determined that the current configuration does not match the configuration corresponding to the network, select a configuration one level higher than the current configuration for reconfiguration, and record the original configuration Q1; enter S5;

[0021] S5: Judgment: The controller to be accessed judges whether relevant valid data has been collected. If so, it is considered that the current configuration is the configuration corresponding to the network, and the current configuration information Q is recorded; the controller to be accessed writes the previous configuration information Q into the memory and stores it when powering off. After the adaptive configuration learning is completed, enter S9; otherwise, first enter S6 and S7, and then return to S3;

[0022] S6: Determine whether the current configuration reaches the maximum Qmax. If so, change the configuration to Qmin and return to S5. Otherwise, return to S3.

[0023] S7: Determine whether the current configuration is equal to the original configuration Q1. If so, it is considered that a cycle is completed, and the cycle flag is set to 1, and enter S8; otherwise, return to S3;

[0024] S8: The status indicator lights up, indicating that the network is in a fault state;

[0025] S9: End.

[0026] Beneficial effects of the present invention: A hydrogen-powered automobile communication adaptive system of the present invention can actively adjust network parameter configuration information according to the network status through the controller to be connected until normal communication with the relevant network is achieved. It is intelligent and automated, and saves labor costs and time costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 This is a structural diagram of a hydrogen energy vehicle communication adaptive system of the present invention;

[0028] Figure 2 This is a working diagram of a hydrogen energy vehicle communication adaptive system of the present invention;

[0029] In the figure, 1-function enable switch, 2-configuration switch, 3-controller to be connected, 4-signal indicator light, 30-gateway controller, 10-first communication network CAN1, 41-electric power steering EPS, 42-electronic parking brake system EPB, 43-battery management system BMS, 44-fuel cell controller FCU, 45-hydrogen bottle controller HCU, 46-high-voltage distribution box PDU, 47-motor controller MCU, 48-vehicle controller VCU, 20-second communication network CAN2, 51-body control module BCM, 52-thermal management controller HMC, 53-air conditioner AC, 54-in-vehicle infotainment system IVI, 55-instrument IC, 56-360 panoramic parking assistance system, 57-in-vehicle T-Box. DETAILED DESCRIPTION

[0030] In order to make the objectives, technical solutions and advantages of the present invention more clear, the embodiments of the present invention will be further described below with reference to the accompanying drawings.

[0031] Please refer to Figure 1 , Figure 1 This is a structural diagram of a hydrogen energy vehicle communication adaptive system of the present invention;

[0032] This embodiment provides a communication adaptive system for a hydrogen energy vehicle, including: a gateway controller 30;

[0033] An electric power steering EPS 41, an electronic parking brake system EPB 42, a battery management system BMS 43, a fuel cell controller FCU 44, a hydrogen cylinder controller HCU 45, a high-voltage distribution box PDU 46, a motor controller MCU 47, and a vehicle controller VCU 48 that are communicatively connected to the gateway controller 30 through a first communication network CAN1 10;

[0034] A body control module BCM51, a thermal management controller HMC 52, an air conditioner AC 53, an in-vehicle infotainment system IVI 54, an instrument IC 55, a 360 panoramic parking assistance system 56, and an in-vehicle T-Box 57 that are communicatively connected to the gateway controller 30 through a second communication network CAN2 20;

[0035] It further includes:

[0036] A to-be-connected controller 3 that is communicatively connected to the gateway controller 30 through the first communication network CAN1 10;

[0037] An adaptive function activation switch 1 and a manual configuration switching self-resetting switch 2 that are connected to the to-be-connected controller 3;

[0038] As an optional implementation manner, the to-be-connected controller 3 can also be connected to the gateway controller 30 through the second communication network CAN2 20.

[0039] In the first communication network CAN1 10, the electric power steering EPS 41, the electronic parking brake system EPB 42, the battery management system BMS 43, the fuel cell controller FCU 44, the hydrogen cylinder controller HCU 45, the high-voltage distribution box PDU 46, the motor controller MCU 47, and the vehicle controller VCU 48 send their respective information to the first communication network CAN1 10, and at the same time, they obtain the relevant information forwarded by the gateway to the first communication network CAN1 10 from the first communication network CAN1 10; to realize the information interaction between the modules in the first communication network CAN1 10;

[0040] In the second communication network CAN2 20, the body control module BCM 51, the thermal management controller HMC 52, the air conditioner AC53, the in-vehicle infotainment system IVI 54, the instrument IC 55, the 360 panoramic parking assistance system 56, and the in-vehicle T-Box 57 send their respective information to the second communication network CAN2 20. At the same time, they obtain the relevant information forwarded by the gateway in the second communication network CAN2 20 to achieve information interaction between the modules in the second communication network CAN2 20.

[0041] The adaptive configuration function enabling switch is used to enable or disable the adaptive configuration function; the manual configuration switching self-resetting switch 2 is used to enable or disable the manual configuration function. When the adaptive configuration function enabling switch 1 is in the off state, pressing the manual configuration switching self-resetting switch 2 once causes the to-be-connected controller 3 to perform a configuration switch. When the adaptive configuration function enabling switch 1 is in the pressed state, the to-be-connected controller 3 no longer judges the state of the manual configuration switching self-resetting switch 2 and does not enable the manual configuration function.

[0042] In this embodiment, the terminal resistors of the first communication network CAN1 10 are set on the gateway controller GW 30 and the vehicle controller VCU 48.

[0043] In this embodiment, the terminal resistors of the second communication network CAN2 20 are set on the gateway controller GW 30 and the in-vehicle T-Box 57.

[0044] In this embodiment, the resistance value of each terminal resistor is 120Ω, the baud rate in the first communication network CAN1 10 is 500kb, and the baud rate in the second communication network CAN2 20 is 125kb.

[0045] In this embodiment, the to-be-connected controller 3 is provided with a signal indicator light 4. When all detections in a cycle check are configured, this signal indicator light 4 is lit to indicate that the network status is a fault status.

[0046] In this embodiment, both the adaptive configuration function enabling switch 1 and the manual configuration switching self-resetting switch 2 are connected to the ground wire.

[0047] In this embodiment, both the first communication network CAN1 10 and the second communication network CAN2 20 include two communication lines: CAN-H and CAN-L.

[0048] In this embodiment, the adaptive configuration function is in the enabled state;

[0049] The normal baud rates of the vehicle are: A: 125kb, B: 250kb, C: 500kb;

[0050] Reference Figure 2 , the working process of the communication adaptive system of the hydrogen energy vehicle includes:

[0051] S0: The vehicle is powered on and started, and the original controller sends corresponding data. The controller to be connected accesses the corresponding network and the adaptive configuration function is in the enabled state;

[0052] S1: The controller to be connected reads the last stored configuration information D1 from the memory;

[0053] S2: Judgment: The controller to be connected judges whether relevant valid data has been collected. If so, it is considered that the current configuration is the configuration corresponding to the network, and the current configuration information Q is recorded; the controller to be connected writes the previous configuration information Q into the memory and stores it when powered off. The adaptive configuration learning is completed and enters S9; otherwise, it enters S3;

[0054] S3: Judgment: The controller to be connected judges whether it has continuously received error frames and the error frame load rate S >= 15%, and the continuous judgment time is 60s; if so, it enters S4, otherwise, the count +1, re-times, and repeats the S3 judgment until the count >= 10, the status indicator is lit, indicating that the network is in a fault state at this time, and at the same time the count is cleared and the count is 0; enters S9;

[0055] S4: It is determined that the current configuration does not match the configuration corresponding to the network, and a configuration one level higher than the current configuration is selected for reconfiguration, and the original configuration Q1 is recorded; enters S5;

[0056] S5: Judgment: The controller to be connected judges whether relevant valid data has been collected. If so, it is considered that the current configuration is the configuration corresponding to the network, and the current configuration information Q is recorded; the controller to be connected writes the previous configuration information Q into the memory and stores it when powered off. The adaptive configuration learning is completed and enters S9; otherwise, it first enters S6 and S7 and then returns to S3;

[0057] S6: Judgment: Whether the current configuration reaches the maximum Qmax. If so, the configuration is changed to Qmin and returns to S5, otherwise returns to S3;

[0058] S7: Judgment: Whether the current configuration is equal to the original configuration Q1. If so, it is considered that a cycle is completed, the cycle flag = 1 is set, and enters S8; otherwise returns to S3;

[0059] S8: The status indicator is lit, indicating that the network is in a fault state at this time;

[0060] S9: End.

[0061] In this text, the orientation terms such as front, rear, upper, and lower are defined based on the positions of the components in the drawings and their relative positions to each other, solely for the clarity and convenience of expressing the technical solution. It should be understood that the use of these orientation terms should not limit the scope of protection claimed in this application.

[0062] Without conflict, the above-mentioned embodiments and the features in the embodiments in this text may be combined with each other.

[0063] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A communication adaptive system for hydrogen energy vehicles, characterized in that, The hydrogen energy vehicle communication adaptive system includes: a gateway controller (30); An electric power steering EPS (41), an electronic parking brake system EPB (42), a battery management system BMS (43), a fuel cell controller FCU (44), a hydrogen cylinder controller HCU (45), a high-voltage distribution box PDU (46), a motor controller MCU (47), a vehicle controller VCU (48), and a to-be-connected controller (3) that are communicatively connected to the gateway controller (30) through a first communication network CAN1 (10); A body control module BCM (51), a thermal management controller HMC (52), an air conditioner AC (53), an in-vehicle information entertainment system IVI (54), an instrument IC (55), a 360 panoramic parking assist system (56), and an in-vehicle T-Box (57) that are communicatively connected to the gateway controller (30) through a second communication network CAN2 (20); An adaptive configuration function enabling switch (1) and a manual configuration switching self-resetting switch (2) that are connected to the to-be-connected controller (3); The adaptive configuration function enabling switch (1) is used to enable or disable the adaptive configuration function; The manual configuration switching self-resetting switch (2) is used to enable or disable the manual configuration function. When the adaptive configuration function enabling switch (1) is in the off state, pressing the manual configuration switching self-resetting switch (2) once causes the to-be-connected controller (3) to perform a configuration switch. When the adaptive configuration function enabling switch (1) is in the pressed state, the to-be-connected controller (3) no longer judges the state of the manual configuration switching self-resetting switch (2), and does not enable the manual configuration function; The working process of the hydrogen energy vehicle communication adaptive system is as follows: S0: When the vehicle is powered on and started, the original controllers send corresponding data. Among them, the original controllers are all controllers excluding the to-be-connected controller. The to-be-connected controller accesses the corresponding network and the adaptive configuration function is in the enabled state; S1: The to-be-connected controller reads the previously stored configuration information D1 from the memory; S2: Judgment: The to-be-connected controller judges whether relevant valid data has been collected. If so, it is considered that the current configuration is the configuration corresponding to the network, and the current configuration information Q is recorded. The to-be-connected controller writes the previous configuration information Q into the memory and stores it when powering off. The adaptive configuration learning is completed, and S9 is entered; otherwise, S3 is entered; S3: Judgment: The to-be-connected controller judges whether error frames have been continuously received and the error frame load rate S >= 15%, and the continuous judgment time is 60s. If so, S4 is entered; otherwise, the count is incremented by 1, the timing is restarted, and the judgment in S3 is repeated until the count >= 10, the status indicator is lit, indicating that the network is in a fault state at this time, and at the same time the count is cleared and the count is 0; S9 is entered; S4: It is determined that the current configuration does not match the configuration corresponding to the network, and a configuration one level higher than the current configuration is selected for reconfiguration, and the original configuration Q1 is recorded; S5 is entered; S5: Judgment: The to-be-connected controller determines whether relevant valid data has been collected. If so, it is considered that the current configuration is the configuration corresponding to the network, and the current configuration information Q is recorded; the to-be-connected controller writes the previous configuration information Q into the memory and stores it when powering off. After the adaptive configuration learning is completed, go to S9; otherwise, first enter S6 and S7, and then return to S3. S6: Judgment: Whether the current configuration reaches the maximum Qmax. If so, change the configuration to Qmin and return to S5; otherwise, return to S3. S7: Judgment: Whether the current configuration is equal to the original configuration Q1. If so, it is considered that a cycle is completed, set the cycle flag = 1, and enter S8; otherwise, return to S3. S8: Light up the status indicator light, indicating that the network is in a fault state at this time. S9: End.

2. The communication adaptive system for hydrogen energy vehicles according to claim 1, characterized in that, The termination resistors of the first communication network CAN1 (10) are set on the gateway controller (30) and the vehicle controller VCU (48).

3. The communication adaptive system for hydrogen energy vehicles according to claim 1, characterized in that, The termination resistors of the second communication network CAN2 (20) are set on the gateway controller (30) and the in-vehicle T-Box (57).

4. The communication adaptive system for hydrogen energy vehicles according to claim 1, characterized in that, A signal indicator light (4) is provided on the to-be-connected controller (3).

5. The communication adaptive system for hydrogen energy vehicles according to claim 1, characterized in that , The adaptive configuration function enabling switch (1) and the manual configuration switching self-resetting switch (2) are both connected to the ground wire.

6. The communication adaptive system for hydrogen energy vehicles according to claim 1, characterized in that, Both the first communication network CAN1 (10) and the second communication network CAN2 (20) include two communication lines.

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