Zone control architecture based drive-by-wire chassis and new energy electric commercial vehicle

Abstract

The embodiment of the application discloses a drive-by-wire chassis based on a region control architecture and an electric vehicle. The drive-by-wire chassis is applied to a new energy electric commercial vehicle. The new energy electric commercial vehicle is provided with a microcontroller. The microcontroller is used at least for the cooperative control of a transmission system, a running system, a steering system and a braking system of the electric vehicle. The microcontroller controls a gear shifting mode according to a control instruction of each system in a chassis domain system, vehicle conditions and an instruction priority. The microcontroller performs steering processing according to vehicle conditions and a steering instruction. The microcontroller performs braking processing on the vehicle according to vehicle operating conditions, slope information and the like. The application can determine an optimal control mode according to the priority of the control instruction of each system and the vehicle conditions, effectively reduces the system cost, flexibly meets the differentiated chassis configuration demand, and can effectively solve the problem that the whole vehicle cost of the new energy electric commercial vehicle is limited.

Description

TECHNICAL FIELD

[0001] The application relates to a chassis domain control technology, in particular to a drive-by-wire chassis based on a region control architecture and a new energy electric commercial vehicle. BACKGROUND

[0002] New energy and intelligent networked commercial vehicles have a larger increase in length, width and height compared with passenger vehicles, and the chassis configuration is obviously different. At the same time, the cost of the electric control system is more sensitive. Therefore, the hardware and software contained in the general electronic and electrical architecture and the power chassis control system are difficult to be applied in large quantities in the new energy commercial vehicle chassis. At the same time, the vehicle manufacturer is under market pressure, and the dependence on the supplier is high, which leads to the relative dispersion of the control units of the system, the high redundancy of the electric control system, especially the chassis control system, the difficulty in controlling the cost, the difficulty in optimizing the electric control performance, and the poor customer satisfaction. SUMMARY

[0003] In view of the problems in the prior art, the purpose of the application is to provide a drive-by-wire chassis based on a region control architecture and a new energy electric commercial vehicle. The related systems in the drive-by-wire chassis realize overall integration and unified control, not only improving the control efficiency and saving the control cost, but also cooperating with each system for overall control, avoiding the confusion of the new energy electric commercial vehicle caused by the untimely control processing or the different control systems, and avoiding accidents.

[0004] According to a first aspect of the application, a drive-by-wire chassis based on a region control architecture is provided, which is applied to a new energy electric commercial vehicle, the new energy electric commercial vehicle is provided with a microcontroller; the drive-by-wire chassis includes a transmission system, a running system, a steering system and a braking system; the microcontroller is used at least for cooperative control of the transmission system, the running system, the steering system and the braking system of the new energy electric commercial vehicle; the transmission system at least includes a traditional gear output detection unit and a torque detection unit; the running system at least includes a slope detection unit, an acceleration detection unit and a speed detection unit; the steering system at least includes an angle sensor and an orientation sensor; and the braking system at least includes an obstacle detection unit and a driving lane detection unit.

[0005] The microcontroller responds to the upshift instruction, and during the process of executing the gear shift, if the microcontroller receives a brake instruction, the microcontroller determines whether the brake instruction comes from the driver or the obstacle detection unit and the lane detection unit, and in the case that the brake instruction comes from the driver or the obstacle detection unit, the microcontroller brakes in response to the brake instruction and ignores the upshift instruction; in the case that the brake instruction comes from the lane detection unit, the microcontroller triggers the obstacle detection unit to detect the obstacles on the vehicle travel route and the same lane again, determines whether there are obstacles, and determines the time length for the vehicle to travel to the obstacles in the case that there are obstacles, and brakes in response to the brake instruction and ignores the upshift instruction in the case that the time length is less than a first set threshold; in the case that no obstacle is detected or the time length for the vehicle to travel to the obstacles is greater than the first set threshold, the microcontroller executes the upshift instruction and triggers the driving system to shift gears; the microcontroller responds to the downshift instruction and triggers the driving system to shift gears.

[0006] The microcontroller responds to the steering instruction, acquires the detection result of the obstacle detection unit on the obstacles on the vehicle travel route and the direction to be turned, and determines the case that there are obstacles in the direction to be turned and the time length for the vehicle to travel to the obstacles is less than a second set threshold, the case that there are no obstacles on the travel route, the case that there are no obstacles in the direction to be turned, and the case that there are obstacles in the direction to be turned and the travel route, and the time length for the vehicle to travel to the obstacles in the travel direction is less than a first set threshold and the time length for the vehicle to travel to the obstacles in the direction to be turned is less than a second set threshold; in the case that there are no obstacles on the travel route, the microcontroller does not output the steering instruction to the steering system; in the case that there are no obstacles in the direction to be turned, the microcontroller outputs the steering instruction to the steering system to make the steering system perform the vehicle steering operation; in the case that there are obstacles in the direction to be turned and the travel route, and the time length for the vehicle to travel to the obstacles in the travel direction is less than a first set threshold and the time length for the vehicle to travel to the obstacles in the direction to be turned is less than a second set threshold, the microcontroller outputs the brake instruction to the brake system to make the brake system brake the vehicle.

[0007] The microcontroller responds to the current slope value detected by the slope detection unit and the current vehicle speed detected by the speed detection unit, determines the case that the current vehicle speed is less than a third threshold and the current slope value is greater than a fourth threshold when the vehicle is climbing, and outputs the brake instruction to the brake system to make the brake system brake the vehicle or sends the power output instruction to the driving system to make the vehicle at least maintain the current vehicle speed; determines the case that the current vehicle speed is greater than a fifth threshold and the current slope value is greater than a sixth threshold when the vehicle is descending, and outputs the brake instruction to the brake system to make the brake system brake the vehicle and make the vehicle maintain the current vehicle speed or travel at a reduced speed.

[0008] As an implementation form, the microcontroller receives traffic control information sent by an Internet platform and real-time traffic information transmitted by other electric vehicles, determines that the current travel route coincides with a controlled road in the traffic control information, and if so, refers to vehicle speed information in the real-time traffic information, re-determines a recommended route for the vehicle, and outputs the recommended route through a display unit.

[0009] As an implementation form, the microcontroller receives weather information sent by an Internet platform, determines whether a speed limit situation caused by weather exists in the current travel route, and limit speed information, re-determines a recommended route for the vehicle based on the limit speed information, and outputs the recommended route through a display unit.

[0010] As an implementation form, the microcontroller is provided with at least the following interfaces:

[0011] An analog input AI interface is used for voltage acquisition of multiple acquisition signals, sampling conversion of multiple analog signals, and data acquisition of parameters with negative temperature coefficients;

[0012] A digital switch quantity input DI interface is used for acquisition of high-level effective signals and low-level effective signals in multiple signals, and hardware wake-up of each detection unit;

[0013] A frequency input FI interface is used for transceiving of frequency signals in a set range, and can perform wireless communication with each processing unit;

[0014] A controller area network CAN bus interface is powered by an isolation type power supply, supports plug-in and wire harness connection, and is used to provide a connection bus to each processing unit for connection to each processing unit;

[0015] An LSD linear detection interface is used to provide single-channel driving function, fault diagnosis of each processing unit, and reporting;

[0016] An Ethernet Eth interface is used to provide an Internet interface to realize connection to an Internet network of a vehicle-mounted network terminal platform;

[0017] A parallel RTC interface is provided with an RTC clock to provide a clock signal;

[0018] A board-level flash memory is used to provide a storage space to install a control program and store data;

[0019] A power input and output interface is used to provide working power to the transmission system, the steering system, the running system, and the braking system, and receive power input power;

[0020] Pulse width modulation (PWM) output, for PWM processing and output of control signals, for detection and function reporting of each processing unit;

[0021] High-speed HSD interface, for detection and function reporting of each processing unit;

[0022] HBD interface, for providing electric gear motor drive signals and supporting current sampling.

[0023] As an implementation manner, the electric vehicle is further provided with at least one redundant microcontroller, which is electrically connected with the transmission system, the driving system, the steering system and the braking system of the electric vehicle respectively, and can cooperatively control the transmission system, the driving system, the steering system and the braking system of the electric vehicle.

[0024] The at least one redundant microcontroller is connected with a separate power supply arranged in the electric vehicle.

[0025] As an implementation manner, the separate power supply includes a battery power supply.

[0026] According to a second aspect of the present application, a new energy electric commercial vehicle is provided, which comprises the line control chassis based on the regional control architecture.

[0027] In the present application, by integrating the transmission system, the driving system, the steering system and the braking system of the electric vehicle, and by cooperatively controlling the transmission system, the driving system, the steering system and the braking system of the electric vehicle through a separate microcontroller, each system of the electric vehicle can be cooperatively managed, the optimal control mode can be determined according to the priority of the control instructions of each system and the vehicle condition, the system cost of the electric vehicle is effectively reduced, the differentiated chassis configuration requirements can be flexibly met, and the problems of technology and cost limitation faced by the new energy commercial vehicle can be effectively solved. BRIEF DESCRIPTION OF DRAWINGS

[0028] Figure 1 is a schematic diagram of the line control chassis control mode based on the regional control architecture provided by the embodiments of the present application;

[0029] Figure 2 is a schematic diagram of the structure and composition of the microprocessor of the electric commercial vehicle provided by the embodiments of the present application. DETAILED DESCRIPTION

[0030] Exemplary embodiments of the present application will be described herein below with reference to the accompanying drawings. While exemplary embodiments of the present application are illustrated, it will be understood that the present application can be carried out in various ways without being limited to the particular embodiments set forth herein. Conversely, additional embodiments of the present application can from time to time be set forth, of which the person of ordinary skill in the art will avail himself / herself by virtue of the conceptual description of the application as set forth herein.

[0031] In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. It will be apparent, however, to one of ordinary skill in the art that the present application can be practiced without one or more of these specific details. In other instances, well-known features have not been described in detail so as not to unnecessarily obscure the present application.

[0032] In the drawings, the size of layers, regions, elements, and the like can be exaggerated for clarity. Like reference numerals can represent like elements throughout the several figures.

[0033] It is to be understood that the terms "on", "adjacent", "connected to", or "coupled to" as used herein do not necessarily denote direct and immediate connections, but can also include connections through intervening elements or layers. On the other hand, the term "directly on", "directly adjacent", "directly connected to", or "directly coupled to" denotes no intervening elements or layers. It is to be understood that, although the terms first, second, third, etc. can be used herein to describe various elements, components, regions, layers and / or sections, these elements, components, regions, layers and / or sections should not be limited by these terms. These terms are only used to distinguish one element, component, region, layer or section from another element, component, region, layer or section. Thus, a first element, component, region, layer or section discussed below could be termed a second element, component, region, layer or section without departing from the teachings of the present application and, similarly, a second element, component, region, layer or section discussed below could be termed a first element, component, region, layer or section without departing from the teachings of the present application.

[0034] Spatially relative terms, such as "beneath", "below", "lower", "under", "above", "upper" and the like, can be used herein for ease of description to describe one element or feature's relationship to another element(s) or feature(s) as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if a device in the figures is inverted, then a dependent element or feature that is described as "below" or "beneath" another element or feature is oriented "above" or "over" the other element or feature. Thus, the exemplary term "below" or "beneath" can encompass both an orientation of above and below. The device can be otherwise oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.

[0035] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the present application. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and / or "comprising", when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items.

[0036] Figure 1 is a schematic diagram of a drive-by-wire chassis control method based on a regional control architecture provided by embodiments of the present application, as shown in Figure 1 The drive-by-wire chassis based on the regional control architecture of the embodiments of the present application is applied to a new energy electric commercial vehicle, a microcontroller is arranged in the new energy electric commercial vehicle, and the microcontroller is used at least for cooperative control of a transmission system, a running system, a steering system and a braking system of the new energy electric commercial vehicle; the transmission system at least includes a transmission gear position output detection unit and a torque detection unit; the running system at least includes a slope detection unit, an acceleration detection unit and a speed detection unit; the steering system at least includes an angle sensor and an orientation sensor; and the braking system at least includes an obstacle detection unit and a driving lane detection unit.

[0037] The integrated controller system of the embodiments of the present application can be compatible with the control of the power chassis domain of pure electric vehicles, hybrid vehicles, intelligent networked commercial vehicles and the like; a power chassis domain control system platform product can be realized, which is compatible with vehicle control (L2_VCU\VCU), gearbox control (TCU) and drive-by-wire chassis (EPB\EPS).

[0038] As Figure 1As shown, the line control chassis control strategy based on the regional control architecture provided in the embodiments of the present application includes:

[0039] In step 101, the microcontroller controls the high and low voltage power supply and gear shifting mode of the vehicle according to the vehicle conditions and the instruction priority based on the control instructions of each system in the chassis domain system.

[0040] Specifically, in response to the upshift instruction, during the execution of the gear shifting, if the microcontroller receives a brake instruction, the microcontroller determines whether the brake instruction comes from the driver or the obstacle detection unit and the driving lane detection unit. In the case that the brake instruction comes from the driver or the obstacle detection unit, the brake is performed in response to the brake instruction, and the upshift instruction is ignored. In the case that the brake instruction comes from the driving lane detection unit, the obstacle detection unit is triggered to detect the obstacles on the vehicle travel route and the same lane again, and it is determined whether there are obstacles. In the case that there are obstacles, the time length for the vehicle to travel to the obstacles is determined. In the case that the time length is less than a first set threshold, the brake is performed in response to the brake instruction, and the upshift instruction is ignored. In the case that no obstacle is detected or the time length for the vehicle to travel to the obstacles is greater than the first set threshold, the upshift instruction is executed, and the driving system is triggered to perform gear shifting. The microcontroller responds to the downshift instruction and triggers the driving system to perform gear shifting. As an example, the first time length can be 1.5 seconds, 2 seconds, 3 seconds, 5 seconds, etc.

[0041] In the embodiments of the present application, when the user controls the electric vehicle to perform gear shifting, the chassis domain controller of the embodiments of the present application first determines whether the control instruction of other system is generated during the gear shifting process, and comprehensively judges according to the priority between the control instruction of other system and the gear shifting instruction, and the information such as the current vehicle condition of the electric vehicle, to determine whether to immediately execute the gear shifting instruction. For example, if the brake instruction of the user is received during the execution of the gear shifting instruction, the brake instruction will be responded first. For the non-fusion control, the control systems need to be processed in coordination, and the control instruction needs to be continuously transmitted to respond to each control instruction, which will cause the delay of the control mode.

[0042] In the embodiment of the present application, when the electric vehicle is started, the low voltage needs to be used to control each processing unit, and the high voltage signal of the power battery and the like also needs to be controlled, for example, the low voltage control can be powered by a low voltage storage battery and the like. After the electric vehicle is powered on, the high voltage current for powering the power system of the electric vehicle is controlled, and the electric vehicle is started to travel and the like. Here, the high voltage generally refers to a voltage of 250V or more. The high voltage of the electric vehicle is generally 300V to 1000V and the like. The power supply battery of the electric vehicle generally includes storage batteries and fuel cells and the like, including but not limited to lead-acid batteries, nickel-cadmium batteries, nickel-hydrogen batteries, lithium batteries, sodium batteries and the like. As an example, the lithium battery can be a lithium manganate battery, a lithium iron phosphate battery and the like.

[0043] In step 102, the microcontroller processes the steering based on the vehicle condition and the steering instruction.

[0044] In the embodiment of the present application, the microcontroller responds to the steering instruction, acquires the detection result of the obstacle detection unit on the vehicle travel route and the obstacle in the direction to be turned, and determines that the obstacle does not exist on the travel route in the case where the obstacle exists in the direction to be turned and the time length of the vehicle traveling to the obstacle is less than a second set threshold, and does not output the steering instruction to the steering system; in the case where the obstacle does not exist in the direction to be turned, the steering instruction is output to the steering system to make the steering system perform the vehicle steering operation; in the case where the obstacle exists in the direction to be turned and the vehicle travel route, and the time length of the vehicle traveling to the obstacle in the travel direction is less than a first set threshold, and the time length of the vehicle traveling to the obstacle in the direction to be turned is less than a second set threshold, the brake instruction is output to the brake system to make the brake system brake the vehicle. Here, the second set threshold can be 2 seconds or 3 seconds and the like.

[0045] When the vehicle needs to be steered, the chassis domain of the electric vehicle will detect the vehicle condition according to the steering instruction, determine whether the current vehicle is in a convenient condition for steering, such as whether there is an obstacle in the steering direction, whether there is another moving target in the lane or behind the steering direction, the moving speed of the moving target, and whether the moving target collides with the moving target after the steering operation is completed, and the like, to assist the user to realize the driving condition assistance and ensure the safety of the passengers.

[0046] In step 103, the microcontroller brakes or powers the vehicle according to the vehicle operating condition and the slope information and the like.

[0047] The microcontroller determines, in response to a current slope value detected by the slope detection unit and a current vehicle speed detected by the speed detection unit, that, when the vehicle is climbing a slope, if the current vehicle speed is lower than a third threshold value and the current slope value is greater than a fourth threshold value, the microcontroller outputs a braking instruction to the braking system to make the braking system brake the vehicle or sends a power output instruction to the transmission system to make the vehicle maintain the current vehicle speed; and that, when the vehicle is descending a slope, if the current vehicle speed is greater than a fifth threshold value and the current slope value is greater than a sixth threshold value, the microcontroller outputs a braking instruction to the braking system to make the braking system brake the vehicle to maintain the current vehicle speed or make the vehicle travel at a reduced speed. Here, the third threshold value can include 5 KM / h, and the fourth threshold value can include 25 degrees, 30 degrees, or 35 degrees. The fifth threshold value can include 75 KM / h, 80 KM / h, or 90 KM / h, and the sixth threshold value can include 25 degrees, 30 degrees, or 35 degrees.

[0048] The embodiments of the present application are also directed to common road conditions such as uphill and downhill during the travel of an electric vehicle, and in combination with the vehicle speed and other conditions of the electric vehicle, braking or auxiliary power operations are performed to ensure that the vehicle travels in a normal manner and prevent the occurrence of situations such as coasting and vehicle out of control.

[0049] Figure 2 FIG. 1 is a structural composition schematic diagram of a microprocessor of a new energy electric commercial vehicle provided by the embodiments of the present application, as shown in Figure 2 The microprocessor of the new energy electric commercial vehicle provided by the embodiments of the present application is provided with at least the following interfaces:

[0050] An analog input AI interface is used for voltage acquisition of multiple acquisition signals, sampling conversion of multiple analog signals, and data acquisition of parameters with a negative temperature coefficient;

[0051] A digital switch quantity input DI interface is used for acquisition of high-level active signals and low-level active signals in multiple signals and hardware wake-up of each detection unit;

[0052] A frequency input FI interface is used for transceiving of frequency signals in a set range and can perform wireless communication with each processing unit;

[0053] A controller area network CAN bus interface is powered by an isolation type power supply, supports plug-in and wire harness connection, and is used to provide a connection bus to each processing unit for connection to each processing unit;

[0054] An LSD straight line detection interface is used to provide single-channel driving function, fault diagnosis of each processing unit, and reporting;

[0055] An Eth interface is configured to provide an Internet interface and realize connection with an Internet network of the vehicle network terminal platform. The vehicle network terminal platform has an Internet access function, such as accessing the Internet through a mobile network. In the embodiment of the present application, a wireless communication antenna such as a 3G, 4G or 5G antenna, a satellite antenna or the like can be arranged on the vehicle network terminal platform. The vehicle network terminal platform realizes establishment of a wireless link with the vehicle service platform through the 3G, 4G or 5G antenna, the satellite antenna or the like, and realizes network connection. The vehicle network terminal platform downloads or receives real-time road condition information, weather information, traffic control information and the like pushed by the vehicle service platform based on the wireless link established with the vehicle service platform. After the vehicle network terminal platform obtains the real-time road condition information, the weather information, the traffic control information and the like, the vehicle network terminal platform sends the related information to the microcontroller in the new energy electric commercial vehicle through the Eth interface. Since the Eth interface has high transmission efficiency, the microcontroller can instantaneously receive the related information and execute control of the chassis domain related system. In the embodiment of the present application, the vehicle network terminal platform can also download a new control program from the vehicle service platform based on the wireless link, send the downloaded control program to the microcontroller through the Eth interface, and make the microcontroller update the local control program, so as to better execute the control function of the vehicle. As an example, the vehicle network terminal platform can also download an electronic navigation map and the like from the vehicle service platform based on the wireless link, and send the electronic navigation map to the microcontroller, so as to make the microcontroller update the local electronic navigation map. Those skilled in the art should understand that the above only gives some examples, and is not a limitation on the technical solutions of the embodiment of the present application.

[0056] A parallel RTC interface is configured to have an RTC clock and provide a clock signal. The clock signal can correspond to control instructions of each system in the chassis domain. The clock signal can be used to execute accumulation of total system running time, confirmation of system failure occurrence time, and the like. Based on the clock signal, system developers and debuggers can effectively analyze data statistics of vehicle running conditions and optimize control strategies.

[0057] A board-level Flash is configured to provide a storage space to install a control program and store data.

[0058] A power input and output interface is configured to provide working power to the transmission system, the steering system, the running system and the braking system, and receive power input power. The power input power mainly includes working current, so as to control output power and output torque of the motor through control of the working current, and realize power output control of the new energy electric commercial vehicle.

[0059] A pulse width modulation (PWM) output is configured to perform PWM processing on a control signal and output the control signal, and detect each processing unit and report functions.

[0060] High-speed HSD interface, used for detecting and reporting functions of each processing unit;

[0061] HBD interface, used for providing electric gear motor driving signals and supporting current sampling.

[0062] Those skilled in the art should understand that, Figure 2 The microprocessor structure shown is only illustrative and is not intended to limit the technical solutions of the embodiments of the application.

[0063] The new energy electric commercial vehicle is also provided with at least one redundant microcontroller, which is electrically connected with the transmission system, the driving system, the steering system and the braking system of the new energy electric commercial vehicle, and can cooperatively control the transmission system, the driving system, the steering system and the braking system of the new energy electric commercial vehicle. The at least one redundant microcontroller is connected with a separate power supply arranged in the new energy electric commercial vehicle. The separate power supply includes a battery power supply or a solid-state battery power supply. When the currently working microcontroller of the new energy electric commercial vehicle fails or is damaged, the redundant microcontroller is immediately started. When the currently working microcontroller is powered on, the corresponding control instructions and intermediate operation data are sent to the redundant microcontroller, so that the vehicle control work can be immediately started when switching. The redundant microcontroller periodically deletes the historical data synchronized from the currently working microcontroller.

[0064] The microcontroller of the embodiment of the application receives traffic control information sent by an Internet platform and real-time traffic information transmitted by other electric vehicles through an Internet interface, determines whether the current travel route coincides with the controlled road in the traffic control information, and if so, refers to the vehicle speed information in the real-time traffic information to determine a recommended route for the vehicle again, and outputs the recommended route through a display unit.

[0065] The microcontroller of the embodiment of the application receives weather information sent by an Internet platform through an Internet interface, determines whether the current travel route is limited due to weather reasons, and the speed limit information, determines a recommended route for the vehicle again based on the speed limit information, and outputs the recommended route through a display unit.

[0066] The control strategy of the region control architecture-based drive-by-wire chassis of the embodiment of the present application involves vehicle control, gearbox control, parking control, steering control, brake control and other subsystems through deep integration of resources, integrates the originally discrete subsystems in a region control system, simultaneously effectively reduces system cost, flexibly meets differentiated chassis configuration control requirements, and improves the control degree of the whole vehicle company over new energy commercial vehicles in terms of cost, customer satisfaction, market response, core technology and the like. Meanwhile, since the internal electrical circuit of the power chassis domain control system does not contain a high-voltage module, it has better electromagnetic compatibility performance and maximally adapts to the power chassis domain control requirements of different new energy vehicle models. Considering the configuration requirement difference of vehicle models, the whole vehicle control cost requirement and other limiting factors, the control system hardware circuit system separately designs a minimum system of the central processor, which is pluggable connected with other circuit modules of the control system, flexibly selects the core single-chip microcomputer of the central processor under the performance requirements of ensuring computing power requirement, calculation precision and response time, maximally controls the chip cost, and avoids that the system production capacity and technology are limited by the incompletely controllable supplier factors.

[0067] The technical solution of the embodiment of the present application deeply integrates the control requirements of the power domain and the chassis domain of new energy and intelligent networked commercial vehicles, further fuses the two domains, is beneficial to the integration product implementation of the drive-by-wire chassis technology of commercial vehicles, and maximally considers the importance of the cost factor in the product design process. The computing and processing unit of the power chassis domain is defined as a minimum core system, which exchanges information with other modules of the controller in the form of board-level internal plug-in connection, flexibly configures the software and hardware of the minimum core system according to market requirements, reduces the hardware cost, and reduces the risk that the core technology is blocked by the supplier. The communication module of the CAN bus reserved by the domain controller of the embodiment of the present application simultaneously considers the high-speed real-time data interaction requirement of the intelligent networked commercial vehicle, designs an Ethernet communication module, and improves the technical requirement of the domain controller to meet the power chassis drive-by-wire function of different vehicle models.

[0068] The embodiment of the present application also describes a new energy electric commercial vehicle, which includes the drive-by-wire chassis based on the region control architecture described in the foregoing embodiment, and the drive-by-wire chassis can execute the control strategy described in the foregoing. In the embodiment of the present application, the electric vehicle includes but is not limited to a pure electric vehicle, a hybrid vehicle, an intelligent networked commercial vehicle and the like. It can also include an electric trailer, a factory special-purpose cargo transport vehicle and the like.

[0069] It should be understood that, throughout the specification, "in an embodiment" or "in some embodiments" means that a particular feature, structure, or characteristic described in connection with an embodiment is included in at least one embodiment. Therefore, the appearances of "in an embodiment" or "in some embodiments" throughout the specification are not necessarily referring to the same embodiment. Furthermore, the particular features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. It should be understood that, in various embodiments of the present application, the sequence of the processes described above does not mean the execution order of the processes, and the execution order of the processes should be determined according to the functions and the inherent logic of the processes, and should not constitute any limitation on the implementation process of the embodiments of the present application. The sequence of the embodiments of the present application described above is only for description, and does not represent the advantages or disadvantages of the embodiments.

[0070] The methods disclosed in the several method embodiments provided by the present application can be combined in any suitable manner to obtain new method embodiments, without conflict.

[0071] The above is merely specific embodiments of the present application, but the protection scope of the present application is not limited thereto, and any person skilled in the art can easily think of changes or replacements within the technical scope disclosed by the present application, which should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A drive-by-wire chassis control method based on a regional control architecture, applied to electric vehicles, wherein the electric vehicle is equipped with a microcontroller, characterized in that... The microcontroller is used for at least cooperative control of a transmission system, a driving system, a steering system and a braking system of the electric vehicle; the transmission system at least includes a power output unit detection unit and a torque detection unit; the driving system at least includes a slope detection unit, an acceleration detection unit and a speed detection unit; the steering system at least includes an angle sensor and an orientation sensor; the braking system at least includes an obstacle detection unit and a lane detection unit; and the method comprises: The microcontroller controls high-voltage and low-voltage power supply and gear shifting mode of the vehicle according to vehicle conditions and instruction priority based on control instructions of each system in the chassis domain system; In response to a gear up switching instruction, if the microcontroller receives a braking instruction during execution of the gear up switching, the microcontroller determines whether the braking instruction comes from the driver or the obstacle detection unit and the lane detection unit; in the case that the braking instruction comes from the driver or the obstacle detection unit, braking is performed in response to the braking instruction, and the gear up switching instruction is ignored; in the case that the braking instruction comes from the lane detection unit, the obstacle detection unit is triggered to detect obstacles on the vehicle travel route and the same lane again, and it is determined whether there are obstacles, and the time length for the vehicle to travel to the obstacles is determined; in the case that the time length is less than a first set threshold, braking is performed in response to the braking instruction, and the gear up switching instruction is ignored; in the case that no obstacle is detected or the time length for the vehicle to travel to the obstacles is greater than the first set threshold, the gear up switching instruction is executed, and the driving system is triggered to perform gear switching; and the microcontroller responds to a gear down switching instruction and triggers the driving system to perform gear switching. In response to a steering instruction, the microcontroller acquires detection results of the obstacle detection unit on obstacles on the vehicle travel route and the direction to be turned, and determines that, in the case that there are obstacles in the direction to be turned and the time length for the vehicle to travel to the obstacles is less than a second set threshold, or in the case that there are no obstacles on the travel route, no steering instruction is output to the steering system; in the case that there are no obstacles in the direction to be turned, a steering instruction is output to the steering system to make the steering system perform vehicle steering operation; and in the case that there are obstacles in both the direction to be turned and the vehicle travel route, and the time length for the vehicle to travel to the obstacles in the travel direction is less than a first set threshold and the time length for the vehicle to travel to the obstacles in the direction to be turned is less than a second set threshold, a braking instruction is output to the braking system to make the braking system brake the vehicle. The microcontroller determines, in response to a current slope value detected by the slope detection unit and a current vehicle speed detected by the speed detection unit, that, when the vehicle is climbing a slope, if the current vehicle speed is lower than a third threshold value and the current slope value is greater than a fourth threshold value, the microcontroller outputs a braking instruction to the braking system to make the braking system brake the vehicle or sends a power output instruction to the transmission system to make the vehicle at least maintain the current vehicle speed; and that, when the vehicle is descending a slope, if the current vehicle speed is greater than a fifth threshold value and the current slope value is greater than a sixth threshold value, the microcontroller outputs a braking instruction to the braking system to make the braking system brake the vehicle to maintain the current vehicle speed or make the vehicle travel at a reduced speed. The microcontroller is provided with at least the following interfaces: A power input / output interface is configured to provide working power to the transmission system, the steering system, the driving system and the braking system and receive power input power; the power input power includes working current, and the output power and output torque of the motor are controlled by controlling the working current, thereby achieving power output control of the new energy electric commercial vehicle.

2. The method of claim 1, wherein, The microcontroller receives traffic control information sent by an internet platform and real-time traffic information transmitted by other electric vehicles, determines whether a current travel route coincides with a controlled road in the traffic control information, and if so, refers to vehicle speed information in the real-time traffic information to determine a recommended route for the vehicle and outputs the recommended route through a display unit.

3. The method of claim 1, wherein, The microcontroller receives weather information sent by an internet platform, determines whether a current travel route is limited in speed due to weather, and receives speed limit information, determines a recommended route for the vehicle based on the speed limit information, and outputs the recommended route through a display unit.

4. The method according to any one of claims 1 to 3, characterized in that, The microcontroller is provided with at least the following interfaces: An analog input AI interface is configured to collect voltages of multiple collected signals and sample and convert multiple analog signals and collect parameters with negative temperature coefficients; A digital switching value input DI interface is configured to collect high-level effective signals and low-level effective signals in multiple signals and wake up hardware of each detection unit; A frequency input FI interface is configured to transmit and receive frequency signals in a set range and wirelessly communicate with each processing unit; A controller area network CAN bus interface is powered by an isolation type power supply, supports plug-in and wiring connection, and is configured to provide a connection bus to each processing unit for connection; An LSD straight line detection interface is configured to provide single-channel driving function, fault diagnosis and reporting of each processing unit; An Ethernet Eth interface is configured to provide an internet interface to realize connection with an internet network; A parallel RTC interface is provided with an RTC clock to provide a clock signal; An electrically erasable programmable read-only memory E2PROM is configured to provide a storage space to install a control program and data storage; A pulse width modulation PWM output is configured to PWM process and output control signals and detect and report functions of each processing unit. High-speed HSD interface, used for detecting and reporting functions of each processing unit; HBD interface, used for providing electric gear motor driving signals and supporting current sampling.

5. The method of claim 1, wherein, The electric vehicle is also provided with at least one redundant microcontroller, which is electrically connected with the transmission system, the driving system, the steering system and the braking system of the electric vehicle respectively, and can cooperatively control the transmission system, the driving system, the steering system and the braking system of the electric vehicle. The at least one redundant microcontroller is connected with a separate power supply arranged in the electric vehicle.

6. The method of claim 5, wherein, The separate power supply comprises a battery power supply.

7. An electric vehicle characterized by comprising: The electric vehicle comprises a microcontroller, which can execute the steps of the drive-by-wire chassis control method based on the regional control architecture according to any one of claims 1 to 6.

Images