A vehicle network topology architecture

Abstract

The present disclosure provides an automobile network topology architecture, which includes: a diagnostic controller area network (CAN), a power CAN, a body CAN, a superstructure CAN, a new energy CAN, and a hybrid CAN; the diagnostic CAN, the power CAN, the body CAN, and the superstructure CAN are connected through a gateway to realize message information transmission between each CAN; the new energy CAN, the hybrid CAN, and the power CAN are connected through a vehicle controller (VCN) to realize control of the vehicle; the power CAN and the body CAN are connected through an instrument, and the instrument is used to display vehicle information of the vehicle corresponding to the automobile network topology architecture, and to realize message information transmission between the power CAN and the body CAN in the event of a failure of the gateway; the operating status of the hybrid CAN does not affect the operation of other CANs except the hybrid CAN; the hybrid CAN can be in operation or non-operation according to the nature of the vehicle.

Description

Technical Field

[0001] The present disclosure relates to the field of automobile technology, and in particular to an automobile network topology architecture. Background Art

[0002] With the development of the new energy vehicle industry and the widespread application of network technology in automobiles, the automotive electrical architecture continues to evolve and develop. The efficient application of hybrid technology to existing new energy vehicles, particularly the integration of hybrid systems with the overall vehicle network topology, is a key challenge. Designing a new electrical and electronic architecture network topology that is compatible with existing platform products while fully leveraging the advantages of hybrid systems is imperative. Summary of the Invention

[0003] The present disclosure provides an automotive network topology architecture to at least solve the above technical problems existing in the prior art.

[0004] The present disclosure provides an automotive network topology architecture, including: a diagnostic controller area network (CAN), a power CAN, a body CAN, a top-mounted CAN, a new energy CAN, and a hybrid CAN;

[0005] The diagnostic CAN, the power CAN, the body CAN and the upper body CAN are connected via a gateway (GateWay, GW) to achieve message information transmission between the CANs;

[0006] The new energy CAN, hybrid CAN and power CAN are connected through a vehicle control unit (VCU) to achieve vehicle control;

[0007] The power CAN and the body CAN are connected via an instrument cluster (IC), which is used to display vehicle information corresponding to the vehicle network topology architecture and to realize message information transmission between the power CAN and the body CAN in the event of a gateway failure;

[0008] The operating state of the hybrid CAN does not affect the operation of other CANs except the hybrid CAN; the hybrid CAN may be in operation or inoperation according to the nature of the vehicle.

[0009] In the above solution, the diagnostic CAN is connected to the online diagnostic module of the vehicle and is used for at least one of calibration, configuration, flashing, and fault reading of the vehicle;

[0010] And / or, the diagnostic CAN is connected to the new energy terminal of the vehicle for over-the-air downloading and remote diagnosis of the vehicle.

[0011] In the above solution, the bodywork CAN is connected to the bodywork controller of the vehicle.

[0012] In the above solution, the new energy CAN, power CAN, hybrid power CAN and diagnostic CAN are connected to the new energy terminal EVT of the vehicle to enable uploading of vehicle attribute information.

[0013] In the above solution, the new energy CAN, hybrid CAN and power CAN are connected through the vehicle controller VCN to achieve vehicle control, including:

[0014] Coordinate at least one of the vehicle's powertrain, hybrid system, steering and braking system, and cooling system.

[0015] In the above solution, one end of the terminal resistor of each CAN bus is connected to the gateway or the vehicle controller VCN, and the other end is on the wiring harness, so as to achieve addition or reduction according to the nature of the vehicle.

[0016] In the above solution, the addition or reduction according to the nature of the vehicle includes:

[0017] In response to the nature of the vehicle being electric, cutting off the hybrid CAN or making the hybrid CAN inoperative;

[0018] Alternatively, in response to the nature of the vehicle being a hybrid, the hybrid CAN is added, or the hybrid CAN is in operation.

[0019] In the above solution, the power CAN includes at least one of a steering controller, a brake controller, a transmission controller, a parking controller and an instrument cluster.

[0020] In the above solution, the body CAN includes at least one of a body controller, a door and window controller, an air conditioning controller, a reverse assist controller, a fatigue monitoring controller, a tire pressure monitoring controller and a multimedia controller.

[0021] In the above solution, the hybrid CAN includes at least one of a fuel cell system (FCS), an auxiliary DC-DC converter (ADCDC), a hydrogen supply system (HSS), an engine control system (ECM), an auxiliary power unit (APU) and an integrated starter and generator (ISG);

[0022] The new energy CAN includes at least one of a motor controller (Motor Control Unit, MCU), a DC-DC converter (DC-DC Converter, DCDC) and an air conditioner compressor controller (Air Condition compressor Management, ACCM).

[0023] The disclosed vehicle network topology architecture includes: a diagnostic CAN, a power CAN, a body CAN, a superstructure CAN, a new energy CAN, and a hybrid CAN. The diagnostic CAN, the power CAN, the body CAN, and the superstructure CAN are connected via a gateway to enable message information transmission between the CANs. The new energy CAN, the hybrid CAN, and the power CAN are connected via a vehicle controller (VCN) to enable vehicle control. The power CAN and the body CAN are connected via an instrument, which is used to display vehicle information corresponding to the vehicle network topology architecture and to enable message information transmission between the power CAN and the body CAN in the event of a gateway failure. The operating state of the hybrid CAN does not affect the operation of other CANs other than the hybrid CAN. The hybrid CAN can be in operation or non-operation depending on the nature of the vehicle. Because the hybrid CAN is independent of other CANs and is coordinated and controlled by the vehicle controller, it can be added or deleted based on the nature of the vehicle without affecting other CANs or other systems in the vehicle. This ensures compatibility with existing electric vehicles while leveraging the advantages of hybrid systems.

[0024] It should be understood that the contents described in this section are not intended to identify the key or important features of the embodiments of the present disclosure, nor are they intended to limit the scope of the present disclosure. Other features of the present disclosure will become readily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The above and other objects, features and advantages of the exemplary embodiments of the present disclosure will become readily understood by reading the detailed description below with reference to the accompanying drawings, in which several embodiments of the present disclosure are shown by way of example and not limitation, wherein:

[0026] In the drawings, the same or corresponding reference numerals denote the same or corresponding parts.

[0027] Figure 1 A schematic diagram showing an optional structure of a vehicle network topology architecture provided by an embodiment of the present disclosure is shown;

[0028] Figure 2 Another optional structural diagram of the automobile network topology architecture provided by an embodiment of the present disclosure is shown. DETAILED DESCRIPTION

[0029] To make the purposes, features, and advantages of the present disclosure more apparent and understandable, the technical solutions in the embodiments of the present disclosure will be clearly and completely described below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present disclosure, not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present disclosure without creative work shall fall within the scope of protection of the present disclosure.

[0030] The disclosed embodiments provide an automotive network topology architecture compatible with both pure electric vehicles (EVs) and hybrid vehicles (e.g., extended-range and hydrogen fuel cell vehicles). This architecture allows for rapid tailoring and addition of responsive CANs to meet the needs of different vehicle types (models) without impacting the main framework or the normal operation of other CANs within it. Controllers can be added or removed solely for each network segment, enabling personalized vehicle customization. Vehicle types can include electric and hybrid.

[0031] Figure 1 The following figure shows an optional structural diagram of the vehicle network topology provided by the embodiment of the present disclosure, which will be explained according to each step. Those skilled in the art should understand that the vehicle network topology provided by the embodiment of the present disclosure can have multiple structures, as long as it includes six CANs: diagnostic CAN, power CAN, body CAN, upper body CAN, new energy CAN, and hybrid CAN; the diagnostic CAN, the power CAN, the body CAN, and the upper body CAN are connected via a gateway; the new energy CAN, the hybrid CAN, and the power CAN are connected via a vehicle controller; and the power CAN and the body CAN are connected via an instrument panel.

[0032] like Figure 1As shown, in the automobile network topology architecture provided by the embodiment of the present disclosure, controllers related to the same type of control are divided into the same network, such as controllers related to new energy control are divided into new energy CAN, controllers related to diagnosis and flashing are divided into diagnostic CAN, controllers related to body control are divided into body CAN, and controllers related to control safety are divided into power CAN. In addition, the upper body CAN and hybrid power CAN are reserved for vehicle modification (such as changing from pure electric to hybrid) to realize information interaction between the upper body system and the chassis system.

[0033] In some embodiments, the gateway connects the diagnostic CAN, power CAN, body CAN, and bodywork CAN to transmit the messages required by each CAN. Furthermore, it can isolate each functional network segment to reduce the communication load of each network segment. The CANs include the diagnostic CAN, power CAN, body CAN, bodywork CAN, new energy CAN, and hybrid CAN.

[0034] In specific implementation, the diagnostic CAN is the interactive interface between the internal architecture of the vehicle and the outside world, and can be used for the vehicle to perform at least one of vehicle fault diagnosis, software flashing, configuration word flashing and function calibration.

[0035] During specific implementation, the upper body CAN is used to realize communication with the upper body controller. Specifically, information such as the upper body system working status, chassis driving instructions not allowed, chassis high-voltage status, and upper body work instructions allowed interact with the upper body controller BBM through the gateway; and other information transmitted in the architecture (such as diagnostic CAN, power CAN, body CAN and upper body CAN message information transmitted through the gateway) can be avoided from being obtained by the upper body controller, or the information transmitted by the upper body controller is obtained by other CANs in the architecture, affecting the stability of the vehicle.

[0036] During specific implementation, the power CAN and body CAN exchange information through the gateway and are physically isolated, effectively reducing the bus load rate and the mutual influence between the controllers, thereby reducing the failure rate.

[0037] In some embodiments, the vehicle controller (VCU) is connected to the new energy CAN, hybrid power CAN and power CAN; the VCU is used to coordinate the operation of the vehicle's power system, hybrid power system, steering and braking system, and cooling system, and the control requirements of the vehicle can be achieved by connecting the new energy CAN, hybrid power CAN and power CAN.

[0038] In specific implementation, the hybrid CAN is completely independent of other CANs in the architecture and interacts with the vehicle controller, so that it can be perfectly compatible with pure electric vehicles and hybrid vehicles.

[0039] In some embodiments, the new energy vehicle terminal (EVT) is connected to the new energy vehicle CAN, hybrid vehicle CAN, powertrain CAN, and diagnostic CAN; thus, the vehicle attribute information can be uploaded to the new energy vehicle terminal by the new energy vehicle CAN, hybrid vehicle CAN, powertrain CAN, and diagnostic CAN, enabling the new energy vehicle terminal to transmit vehicle attribute information, such as uploading key vehicle operating status information, uploading fault information, issuing vehicle lock commands, and remote flashing (OTA). It should be noted that the vehicle attribute information involved in the embodiments of the present disclosure complies with the provisions of relevant laws and regulations.

[0040] In some embodiments, the instrument is connected to the power CAN and the body CAN, and the instrument is used to display vehicle information of the vehicle corresponding to the vehicle network topology architecture; the instrument can also be used as a backup gateway to realize message information transmission and / or routing message forwarding between the power CAN and the body CAN when the gateway fails and cannot transmit information.

[0041] In some embodiments, one end of the terminal resistor of each CAN (CAN bus) is on the gateway and / or vehicle controller, and the other end is on the wiring harness, which facilitates the addition or cutting of controllers of different configurations. The terminal resistor is flexibly placed, which is conducive to the shortest length of the CAN bus.

[0042] In some embodiments, the diagnostic CAN is the only external interface of the vehicle and is connected to the OBD for vehicle calibration, configuration, flashing, and fault reading, preventing other CANs in the vehicle from being exposed and improving the security of vehicle information.

[0043] In this way, through the automotive network topology architecture provided by the embodiments of the present disclosure, the hybrid CAN bus is independent of other CAN buses and is coordinated and controlled by the vehicle controller. Adding or deleting the hybrid CAN will not have a significant impact on other systems or other CANs in the vehicle. When expanding hybrid vehicle models, the topology of the pure electric vehicle does not need to be adjusted to perfection to adapt to the expansion of hybrid vehicle models. The reserved hybrid CAN is used for later vehicle modifications. It provides vehicle bus information based on the customer's different modification requirements and isolates the upper body, effectively avoiding the impact of unknown information on the stability of the vehicle bus. The instrument bridges the power CAN and body CAN and acts as a backup gateway. When a problem occurs with the gateway, it can replace the gateway, maintain information exchange between the power CAN and body CAN, ensure the normal operation of the vehicle's main functions, and prompt the driver to repair. The vehicle controller connects the power CAN, new energy CAN, and hybrid CAN, and is responsible for coordinating the operation of the vehicle's power, drive, steering, braking, and cooling systems. It also has a minimum system strategy to ensure that the vehicle can safely drive to the roadside and stop when a serious fault occurs. The independent diagnostic CAN serves as the vehicle's only external interface, responsible for offline flashing, calibration, configuration, and after-sales fault query and analysis. At the same time, the EVT is connected to this CAN line to realize over-the-air (OTA) and remote diagnosis functions.

[0044] Figure 2 Another optional structural diagram of the automobile network topology architecture provided by an embodiment of the present disclosure is shown.

[0045] It should be noted that Figure 2 The car network topology shown is in Figure 1 The connection relationship between each CAN and each controller is the same as that between the CAN and the controller. Figure 1 The same, no longer repeated here.

[0046] In some embodiments, such as Figure 2 As shown, the new energy CAN includes at least one of MCU, DCDC, and ACCM; in addition, it can also include at least one of a gear controller (ShiftLevelUnit, SLU), a DC-AC converter (brake pump controller) (DC-ACConverter_ForBrake, DCAC_B), a DC-AC converter (DC-ACConverter, DCAC), a battery temperature management system (Batt TemperatureManagementSystem, BTMS) and a battery management system (BatteryManagementSystem, BMS).

[0047] In some embodiments, the diagnostic CAN includes controllers related to diagnostic flashing, such as on-board diagnostics (OBD) and electric vehicle terminal (EVT).

[0048] In some embodiments, the vehicle body CAN includes at least one of a body controller (BCM), a door and window controller, an air conditioner controller (AC), a parking assist system (PAS), a driver status monitor (DSM), a tire pressure monitor system (TPMS), and a multimedia controller. The door and window controller may include a door controller (DCM); the multimedia controller may include a multi-media interface (MMI) and / or a radio. Furthermore, the vehicle body CAN may also include at least one of a multi-function steering wheel (MFL), an electronic toll collection system (ETC), and a passive start unit (PSU).

[0049] In some embodiments, the power CAN may include at least one of an Electronic Power Steering (EPB) controller, an Electronic Braking System (EBS) controller, a Transmission Control Unit (TCU) controller, an Electronic Parking Brake (EPB) controller, and an instrument cluster. Furthermore, the power CAN may also include an Anti-Lock Braking System (ABS) and an Advanced Emergency Braking System (AEBS).

[0050] In some embodiments, the bodywork CAN includes a bodywork controller (BodyBuilderModule, BBM).

[0051] In some embodiments, the hybrid CAN includes at least one of FCS, ADCDC, HSS, ECM, APU and ISG; in addition, it may also include at least one of a fuel cell system (FCS), a hydrogen fuel cell controller and a range extender controller.

[0052] In a specific implementation, in response to the vehicle being electric, the hybrid CAN is cut or the hybrid CAN is put into non-operation; or, in response to the vehicle being hybrid, the hybrid CAN is added or the hybrid CAN is put into operation.

[0053] Next, the working mode of the automobile network topology architecture proposed in this disclosure is explained using a specific example of message information transmission.

[0054] In some embodiments, when the vehicle is running (working), the gateway is responsible for coordinating the transmission of information across network segments; for example, the switch signals and lighting status of the low beam, low beam, high beam, and turn signal on the body CAN, the status of the reversing radar system, the working status of the air-conditioning system, and other information are routed from the body CAN to the power CAN through the gateway. After receiving the information, the instrument displays the corresponding status information; the reversing, braking, power status, automatic emergency braking, vehicle speed, and other information on the power CAN are routed from the power CAN to the body CAN through the gateway. The body CAN includes the body controller (BCM), air-conditioning controller (AC), reversing assistance system (PAS) and other controllers that participate in control after receiving the relevant information; the unified diagnostic service (UDS) diagnostic instruction issued by the diagnostic instrument is sent to the diagnostic CAN, and is routed from the diagnostic CAN to the body CAN or power CAN through the gateway. After the diagnosed controller receives the diagnostic instruction, it generates a diagnostic feedback instruction after processing. The diagnostic feedback instruction is routed from the body CAN or the power CAN back to the diagnostic CAN through the gateway and received by the diagnostic instrument.

[0055] The instrument is connected across the body CAN and the power CAN. When the gateway fails, the instrument takes over the routing function of the gateway to ensure that the basic functions of the vehicle are normal. For example, the brake light detects the brake signal by the vehicle controller VCU, sends it to the power CAN, and is forwarded by the gateway (GW) to the body CAN. The body controller (BCM) lights up the brake light after receiving the brake signal. When the gateway fails while the vehicle is driving and the user steps on the brake pedal, the body controller (BCM) cannot receive the brake signal at this time, and then the brake light cannot be lit, which cannot effectively warn the following vehicle of danger. In the embodiment of the present disclosure, after the instrument (IC) detects that the gateway (GW) has failed, it takes over the data transmission function of the gateway (GW) to ensure that the brake signal is correctly transmitted and the brake light is correctly lit after the pedal is stepped on, thereby improving driving safety.

[0056] The new energy terminal (EVT) is connected to the new energy CAN, hybrid CAN, power CAN and diagnostic CAN. The new energy terminal (EVT) collects the information required by the GB32960 regulatory standard on the new energy CAN and hybrid CAN and uploads it to the enterprise platform; collects the working status, fault information and power status of each system on the power CAN, and uploads it to the data management platform to realize remote monitoring of vehicle data; the data platform sends diagnostic instructions, remote flashing instructions, and data packets to the new energy terminal (EVT), and the new energy terminal (EVT) sends them to the controller that needs to be diagnosed or flashed through the diagnostic CAN and the gateway (GW), realizing remote diagnosis and flashing of the vehicle controller.

[0057] It should be pointed out that, according to the needs of implementation, the various steps / components described in this application can be split into more steps / components, or two or more steps / components or partial operations of steps / components can be combined into new steps / components to achieve the purpose of the present invention.

[0058] It will be easily understood by those skilled in the art that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. An automotive network topology architecture, characterized in that: The vehicle network topology architecture includes: diagnostic controller area network CAN, power CAN, body CAN, upper body CAN, new energy CAN and hybrid CAN; The diagnostic CAN, the power CAN, the body CAN and the upper body CAN are connected via a gateway to achieve message information transmission between the CANs; The new energy CAN, hybrid CAN and power CAN are connected through the vehicle controller VCN to achieve vehicle control; The power CAN and the body CAN are connected via an instrument, the instrument being used to display vehicle information corresponding to the vehicle network topology, and to enable message information transmission between the power CAN and the body CAN in the event of a gateway failure; The hybrid CAN bus is independent of other CAN buses so that the operation state of the hybrid CAN does not affect the operation of other CAN buses except the hybrid CAN; the hybrid CAN can be in operation or inoperation according to the nature of the vehicle.

2. The architecture according to claim 1, wherein: The diagnostic CAN is connected to the online diagnostic module of the vehicle and is used for at least one of calibration, configuration, flashing, and fault reading of the vehicle; And / or, the diagnostic CAN is connected to the new energy terminal of the vehicle for over-the-air downloading and remote diagnosis of the vehicle.

3. The architecture according to claim 1, wherein: The bodywork CAN is connected to a bodywork controller of the vehicle.

4. The architecture according to claim 1, wherein: The new energy CAN, power CAN, hybrid power CAN and diagnostic CAN are connected to the new energy terminal EVT of the vehicle to enable uploading of vehicle attribute information.

5. The architecture according to claim 2, wherein: The new energy CAN, hybrid CAN and power CAN are connected through the vehicle controller VCN to achieve vehicle control, including: Coordinate at least one of the vehicle's powertrain, hybrid system, steering and braking system, and cooling system.

6. The architecture according to claim 1, wherein: One end of the terminal resistor of each CAN bus is connected to the gateway or the vehicle controller VCN, and the other end is on the wiring harness, so that it can be increased or reduced according to the nature of the vehicle.

7. The architecture according to claim 6, characterized in that The adding or cutting according to the nature of the vehicle includes: In response to the nature of the vehicle being electric, cutting off the hybrid CAN or making the hybrid CAN inoperative; Alternatively, in response to the nature of the vehicle being a hybrid, the hybrid CAN is added, or the hybrid CAN is in operation.

8. The architecture according to claim 1, wherein: The power CAN includes at least one of a steering controller, a brake controller, a transmission controller, a parking controller and an instrument cluster.

9. The architecture according to claim 1, wherein: The vehicle body CAN includes at least one of a vehicle body controller, a door and window controller, an air conditioning controller, a reverse assist controller, a fatigue monitoring controller, a tire pressure monitoring controller and a multimedia controller.

10. The architecture according to claim 1, wherein: The hybrid CAN includes at least one of a fuel cell system FCS, an auxiliary DC-DC converter ADCDC, a hydrogen supply system HSS, an engine control system ECM, an auxiliary power unit APU and an integrated starter generator ISG; The new energy CAN includes at least one of a motor controller MCU, a DC-DC converter DCDC, and an air-conditioning compressor controller ACCM.

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