A centralized electronic and electrical architecture applied to an electric vehicle and vehicle

Abstract

The application relates to a centralized electronic and electrical architecture applied to an electric vehicle and the vehicle, wherein the electronic and electrical architecture comprises multiple domains, each domain having a domain controller and multiple sub-domain controllers connected to the domain controller in the domain; at least part of the functions of the domain controller are redundantly realized in the remaining capacity of the sub-domain controllers in the domain through fallback software or in the remaining capacity of the sub-domain controllers belonging to other domain controllers or other domain controllers across domains; each domain has a domain gateway, which is used for coordinately distributing the functions borne by the domain controller of the domain to the sub-domain controllers in the domain and / or other domain controllers across domains and / or the sub-domain controllers belonging to other domain controllers; and the key domain controller functions are redundantly realized in the other controllers in the sub-domain or the other controllers across domains, so that the situation that the domain controller is irreversibly faulty is solved.

Description

TECHNICAL FIELD

[0001] The application relates to the technical field of automobiles, in particular to a centralized electronic and electrical architecture applied to an electric automobile. BACKGROUND

[0002] Under the promotion of the automobile industry in the aspects of electrification, intelligentization, networking and sharing, the traditional electronic and electrical architecture has problems such as a large number of ECUs, a large amount of software logic dispersion and hard customization work, a large number of communication signal requirements and a large number of changes, which restrict the rapid iteration of new electronic control functions and the development of electronic control components across platforms and vehicle types. In order to solve this predicament, domestic and foreign automakers and suppliers have begun to develop centralized electronic and electrical architecture.

[0003] In the centralized electronic and electrical architecture stage, the domain controller has high operation processing capability, the vehicle control function is changed from distributed to centralized, the overall function control mode of the vehicle is improved, the logic function of part of the controller is reduced, the error probability is reduced, and the modularization rate is improved. However, as the integration degree of the vehicle is higher and the number of controllers is smaller, if the domain controller has an irreversible fault such as power failure, water immersion and corrosion, it will become one of the most important single point faults of the vehicle, which seriously affects the function safety of the vehicle. SUMMARY

[0004] The application provides a centralized electronic and electrical architecture applied to an electric automobile, which distributes the functions of a key domain controller in other controllers in a sub-domain or redundant implementation in other controllers across domains, and solves the problem of irreversible failure of the domain controller.

[0005] To achieve the above-mentioned purpose, the application provides a centralized electronic and electrical architecture applied to an electric automobile, which comprises a plurality of domains, each domain having a domain controller and a plurality of sub-domain controllers connected to the domain controller in the domain;

[0006] At least part of the functions of the domain controller are redundantly implemented in the remaining capacity of the sub-domain controller in the domain, or in the remaining capacity of other domain controllers across domains, or in the remaining capacity of the sub-domain controller belonging to other domain controllers.

[0007] Each domain has a domain gateway, which is used to coordinate and distribute the functions borne by the domain controller in the domain to the sub-domain controller in the domain and / or other domain controllers across domains and / or the sub-domain controller belonging to other domain controllers.

[0008] In an optional solution, the domain gateway performs the distribution based on the partition mode of the fallback software.

[0009] In an optional solution, the domain gateway is also used to perform CAN and LIN communication scheduling, reading and sending analog and digital signals.

[0010] Optionally, the domains include: a power domain, a chassis domain, an autonomous driving domain, a vehicle body domain, and a cabin intelligent information domain.

[0011] Optionally, the domain is a power domain, and the power domain includes a first sub-domain controller, a second sub-domain controller, and a third sub-domain controller, the first sub-domain controller is connected to a power system, the second sub-domain controller is connected to a battery system, and the third sub-domain controller is connected to a thermal management system.

[0012] Optionally, the remaining capacity includes free RAM, flash memory, or CPU space.

[0013] The application also provides an automobile including the centralized electronic and electrical architecture applied to the electric automobile.

[0014] The application has the following advantages:

[0015] The application distributes the key domain controller function in other controllers in the sub-domain or redundantly realizes the key domain controller function in other controllers across domains, solves the situation that the domain controller has irreversible failure, adopts a domain gateway mechanism, and realizes the domain gateway mechanism on the sub-domain controller (ECU) which is simpler and cheaper than the area controller itself, thereby not only saving the cost of wiring harness, but also minimizing the cost of hardware redundancy, and being conducive to reducing the cost of vehicle parts. BRIEF DESCRIPTION OF DRAWINGS

[0016] The above and other objects, features and advantages of the present application will become more apparent from the following detailed description when taken in conjunction with the accompanying drawings in which:

[0017] Figure 1 Fig. 1 shows a structure schematic diagram of a centralized electronic and electrical architecture applied to an electric automobile according to an embodiment of the application. DETAILED DESCRIPTION

[0018] The technical solutions in the embodiments of the application will be apparently and completely described with reference to the drawings in the embodiments of the application. Obviously, the described embodiments are only part of the embodiments of the application, rather than all the embodiments of the application. Based on the embodiments in the application, all other embodiments obtained by a person of ordinary skill in the art without any creative work fall within the protection scope of the application.

[0019] An embodiment of the present application provides a centralized electronic and electrical architecture applied to an electric vehicle, comprising a plurality of domains, each domain having a domain controller and a plurality of sub-domain controllers connected to the domain controller in the domain; at least part of the functions of the domain controller are redundantly implemented in the remaining capacity of the sub-domain controllers in the domain through fallback software or in the remaining capacity of the sub-domain controllers of other domain controllers in other domains; each domain has a domain gateway, which is used to coordinate and allocate the functions borne by the domain controller in the domain to the sub-domain controllers in the domain and / or other domain controllers in other domains and / or the sub-domain controllers of other domain controllers in other domains.

[0020] Specifically, the domains include a power domain, a chassis domain, an autonomous driving domain, a vehicle body domain, and a cabin intelligent information domain. Figure 1 The present application is described by taking the power domain as an example.

[0021] The power domain is composed of one domain controller, a first sub-domain controller, a second sub-domain controller and a third sub-domain controller connected to the domain controller through an Ethernet switch, wherein the first sub-domain controller is connected to a power system, the second sub-domain controller is connected to a battery system, and the third sub-domain controller is connected to a thermal management system, which respectively constitute three intelligent actuators. The power domain further comprises a domain gateway located between the power domain and the rest of the vehicle. When the domain controller becomes unresponsive due to irreversible failure, these distributed components can coordinate and take over the functions of the domain controller. Hardware signals flow in and out of the various participants implementing the functions in the same way. The only difference is that in this case, information flows in and out of not one domain controller but multiple control nodes (intelligent actuators in the fallback strategy). The gateway manages these information routes, and the IP layer of the Ethernet-based domain backbone network provides all the necessary identification information. Figure 1

[0022] Generally, each sub-domain controller in a domain has a certain amount of execution margin, which exists in the flash memory and RAM of the ECU. In addition, when the domain controller loses its functions due to failure, the sub-domain controllers (ECUs) no longer need to perform certain functions, or may not need to reach the normal level, which can further increase the execution space available to the sub-domain controllers in the domain. According to the total margin available on the sub-domain controllers in the domain, all functions of the domain controller can be implemented in the sub-domain controllers, but for the purpose of maximum benefit, only part of the key functions, such as the reduced "limp home" function, can be implemented.

[0023] ​Domain gateway (controller-gateway) is an important part of the present application. It transmits all hardware signals (including I / O lines, LIN, CAN, etc.) to and from certain parts of the vehicle which cannot be converted into smart actuators due to the reasons mentioned above. This gateway is a smart actuator like other sub-domain controllers in the domain, the only difference is that it connects the hardware of non-smart actuators and transmits their hard-wired signals (including I / O lines, LIN, CAN, etc.), such as the accelerator pedal.

[0024] Under normal operation, the main role of the domain gateway is to undertake signal routing between the regional controller and the hardware instead of being abstracted into a smart actuator, mainly including performing CAN and LIN communication scheduling, reading and sending analog, digital and PWM signals, etc., to minimize signal delay and ensure communication timing requirements in critical situations. When the domain controller fails, the system under fallback operation, the domain gateway coordinates the controllers within the sub-domain to realize the part of the key functions originally undertaken by the regional controller, and which controller undertakes which function logic depends on the partitioning of the fallback software. In this safety architecture, in addition to the backbone Ethernet connection, the domain controller is not directly connected to any other I / O device to ensure that these I / O signals are still available when the domain controller fails, so that the distributed fallback strategy proposed in the present application can be implemented without adding any redundant signal harness. Although the domain gateway and the domain controller are single points of failure in this architecture, it should be noted that this domain gateway mechanism can be implemented on a sub-domain controller (ECU) that is simpler and cheaper than the domain controller itself.

[0025] For the case of irreversible failure of the domain controller, the present embodiment proposes a redundancy scheme of the safety architecture, in which the key domain controller functions are implemented in a distributed manner in the remaining capacity of each available sub-domain controller in the domain, or in other domains of the vehicle. The remaining capacity here refers to the known available resources of the controller, such as unused RAM, flash memory and free CPU. In the case of complete failure of the domain controller, the distributed backup scheme will be implemented in the affected domain or other domains of the vehicle, and this scheme is placed in the "failure operation" category. This safety architecture is applicable to any key function domain of the vehicle and the combination of cross-domain sets.

[0026] Another embodiment of the present application also provides an automobile comprising the centralized electronic and electrical architecture applied to an electric vehicle as described above.

[0027] The principles and implementation modes of the present application are described by applying specific examples in the present text, and the above description of the embodiments is only used to help understand the method of the present application and its core idea; at the same time, for those skilled in the art, according to the idea of the present application, the specific implementation mode and application range will be changed. In summary, the content of the specification should not be understood as a limitation of the present application.

Claims

1. A centralized electronic and electrical architecture applied to an electric vehicle, characterized in that, Each domain has a domain controller and a plurality of sub-domain controllers connected to the domain controller under the domain; At least part of the functions of the domain controller are redundantly implemented by fallback software in the remaining capacity of the sub-domain controllers in the domain or in the remaining capacity of other domain controllers and sub-domain controllers under the other domain controllers across domains; Each domain has a domain gateway, which is used to coordinate the allocation of the functions borne by the domain controller of the domain to the sub-domain controllers within the domain and / or to other domain controllers and sub-domain controllers under the other domain controllers across domains; The domain gateway makes the allocation based on the zoning manner of the fallback software.

2. The centralized electrical and electronic architecture for use in an electric vehicle according to claim 1, characterized in that, The domain gateway is also used to perform CAN and LIN communication scheduling, reading and sending analog and digital signals.

3. The centralized electrical and electronic architecture for use in an electric vehicle of claim 1, wherein, The domains include a power domain, a chassis domain, an automatic driving domain, a vehicle body domain, and a cockpit intelligent information domain.

4. The centralized electrical and electronic architecture for use in an electric vehicle of claim 1, wherein, The domain is a power domain, which includes a first sub-domain controller, a second sub-domain controller, and a third sub-domain controller, the first sub-domain controller is connected to a power system, the second sub-domain controller is connected to a battery system, and the third sub-domain controller is connected to a thermal management system.

5. The centralized electrical and electronic architecture for use in an electric vehicle of claim 1, wherein, The remaining capacity includes free RAM, flash memory, or CPU space.

6. An automobile characterized by comprising: A centralized electronic and electrical architecture for an electric vehicle according to any one of claims 1-5.

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