Multi-redundancy electronic and electric appliance framework suitable for pure electric intelligent driving commercial vehicle

Abstract

The invention relates to a multi-redundancy electronic and electric appliance framework suitable for a pure electric intelligent driving commercial vehicle, which is characterized in that a gateway is used as a main body of bus data exchange, controllers related to vehicle power are independently networked through function division of a sub-network, and the bus communication rate is improved. Through the establishment of each sub-network and the improvement of the communication rate of the power CAN and the information CAN to 500 kbit / s, the bus load rate of the whole vehicle can be effectively reduced, and faults such as network communication interruption, delay or frame loss can be avoided. Meanwhile, when the core node VDCU breaks down or is powered down, the automatic driving controller (ADU) can still perform network communication with other nodes through the gateway (GW), so that the intelligent driving vehicle can still support the vehicle to be out of danger when part of fault points occur. The purpose of improving the vehicle driving safety and the reliability of an electrical system can be achieved.

Description

Technical Field

[0001] The present invention relates to a multi-redundant electronic and electrical architecture suitable for a pure electric intelligent driving commercial vehicle, belonging to the field of commercial vehicle intelligent driving. Background Art

[0002] With the rapid development of smart electric vehicles in recent years, the safety requirements for the electronic and electrical architecture of smart driving electric vehicles have become increasingly higher. For example, in the working scenarios of assisted driving or automatic driving, if a network failure or control system failure occurs, the consequences will be disastrous. Redundant design has become a key safety indicator for smart driving vehicles to support the vehicle out of danger when some failure points occur.

[0003] The existing network architecture uses a distributed architecture with the vehicle controller unit (VCU) as the gateway (such as Figure 1 ), which consists of power CAN, body CAN, chassis CAN, accusation CAN, private CAN, and communication CAN. The communication rate of power CAN is 500kbit / s, and the other buses are 250kbit / s. The disadvantages are as follows:

[0004] (1) The vehicle controller VCU is a core node. Once a problem occurs or the power is lost, the connection between the autonomous driving controller MDC and other controllers is blocked, which makes the vehicle prone to danger when driving intelligently or autonomously. (2) The network segment load rate is high, and the real-time performance and scalability are poor.

[0005] (3) The vehicle controller VCU acts as a gateway, with limited message forwarding and great limitations. Summary of the invention

[0006] The present invention optimizes and improves the problems of high load, low reliability and poor expansion of common distributed architecture networks, divides the network into seven domains according to function and relevance, reduces the bus network load rate, enhances scalability and improves reliability, and can achieve the purpose of improving vehicle driving safety and electrical system reliability.

[0007] The present invention is achieved by the following technical solutions:

[0008] A multi-redundant electronic and electrical architecture suitable for pure electric intelligent driving commercial vehicles. The whole vehicle is divided into 6 public CANs and 2 private CANs according to functional domains, namely: power CAN, chassis CAN, external network CAN, information CAN, comfort CAN, diagnostic CAN, engine, gearbox private CAN and door control private CAN. The entire electronic and electrical architecture is divided according to domains. A single controller failure or network failure will not affect the electronic and electrical functions of other domains. When the core node VDCU fails or loses power, the autonomous driving controller ADU can still communicate with other nodes through the gateway GW.

[0009] The power bus includes various components that are strongly related to the vehicle power system, including VDCU, VCU / EMS, (TCU), BMS, and TMS; the power CAN is designed as an independent CAN network, which is not affected by other network segments. The two ends of the main network segment are BMS and ICU, with 120Ω terminal resistors, VDCU, ATS, TMS, SCU and four-in-one controller as sub-nodes. The baud rate of this network segment is 250Kbps, and it is connected to GW for information exchange between various main network segments. The two ends of the sub-network segment are VDCU and MCU, with 120Ω terminal resistors, and TCU as a sub-node. This network segment focuses on real-time communication, and the baud rate is 500Kbps;

[0010] The chassis bus includes various components related to vehicle driving, including steering system, brake system chassis functional components, including EBS, EPB brake system, EPS steering system, ECAS suspension system. The chassis components are set as a separate CAN network, with VDCU and GW at both ends of the main network segment, with 120Ω terminal resistors, EBS, EPB, EPS, BBM as child nodes, and the baud rate of this network segment is 250Kbps, which is connected to GW for information exchange between various main network segments;

[0011] The external network bus includes components for the vehicle to communicate with external devices, which are all universal products. The two ends of the main network segment are the wiring harness end and GW, with 120Ω terminal resistance. T-BOX, vehicle terminal, and battery replacement terminal are sub-nodes. The baud rate of this network segment is 250Kbps, and it is connected to GW for information exchange between various main network segments.

[0012] The comfort bus includes components related to cockpit functionality, including body controller, door controller, automatic air conditioner, sunlight and rain sensor. The two ends of the main network segment are ICU and GW, with 120Ω terminal resistor. The air conditioner, BCU, MSW, and RLS are sub-nodes connected to GW for information exchange between the main network segments. The communication rate of this network segment is 250Kbps. The two ends of the sub-network segment are BCU and DCM, which are used to control the vehicle door system.

[0013] The information bus includes components related to intelligent driving, including the ADU intelligent driving domain controller. The two ends of the main network segment are VDCU and GW, with 120Ω terminal resistors. ADU is a child node. The baud rate of this network segment is 500Kbps, and it is connected to GW for information exchange between various main network segments.

[0014] The gateway connects six main network segments, namely power CAN, chassis CAN, external network CAN, information CAN, comfort CAN, and diagnostic CAN. Its function is to realize information forwarding between various network segments and use cross-segment communication.

[0015] The present invention has the following beneficial effects:

[0016] 1. Power CAN is the most important CAN network for the whole vehicle and the basis for the stable and safe operation of the vehicle. In order to ensure reliability, we design it as an independent CAN network that is not affected by other network segments.

[0017] 2. Private CAN processing is done for the communication needs of specific functions, which reduces the bus load rate and improves the reliability of the bus.

[0018] 3. Adopt independent gateway distributed network topology to reduce bus load rate and enhance scalability. At the same time, through the redundant design of gateway and ADCU, when the core node VDCU fails, it will not affect the network communication of ADU. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 Existing network architecture diagram;

[0020] Figure 2 The network architecture diagram of the present invention;

[0021] Figure 3 Power bus topology diagram;

[0022] Figure 4 Chassis bus topology diagram;

[0023] Figure 5 External network bus topology diagram;

[0024] Figure 6 Comfort bus topology diagram;

[0025] Figure 7 Information bus topology diagram. DETAILED DESCRIPTION

[0026] The network architecture of the present invention is a multi-redundant electronic and electrical architecture suitable for pure electric intelligent driving commercial vehicles (such as Figure 2 ), the whole vehicle is divided into 6 public CANs and 2 private CANs according to functional domains, namely: power CAN, chassis CAN, external network CAN, information CAN, comfort CAN, diagnostic CAN, engine, gearbox private CAN and door control private CAN. Reduce the vehicle bus network load rate. Enhance scalability. The entire electronic and electrical architecture is divided according to domains. A single controller failure or network failure will not affect the electronic and electrical functions of other domains, greatly increasing reliability. When the core node VDCU fails or loses power, the autonomous driving controller (ADU) can still communicate with other nodes through the gateway (GW), so that the intelligent driving vehicle can still support the vehicle out of danger when some fault points occur.

[0027] While meeting the electrical configuration requirements of existing vehicle models, the network architecture can also accommodate subsequent functional expansions and meet the needs of future vehicle model configurations because independent gateways are not affected by the number of forwarded messages.

[0028] The power bus includes various components that are closely related to the vehicle power system, such as VDCU, VCU / EMS, (TCU), BMS, TMS, etc. The power CAN is the most important CAN network of the vehicle and the basis for stable and safe operation of the vehicle. In order to ensure reliability, we designed it as an independent CAN network that is not affected by other network segments. (e.g. Figure 3 ) The two ends of the main network segment are BMS and ICU, with 120Ω terminal resistors, and VDCU, ATS, TMS, SCU and four-in-one controller as sub-nodes. The baud rate of this network segment is 250Kbps, and it is connected to GW for information exchange between each main network segment. The two ends of the sub-network segment are VDCU and MCU, with 120Ω terminal resistors, and TCU as a sub-node. This network segment focuses on real-time communication, and the baud rate is 500Kbps.

[0029] VDCU (Vehicle Domain Controller): It is responsible for the mode switching between automatic driving and manual driving, and controls various functions of the power system. It receives manual control signals and intelligent driving control signals, and outputs power control instructions to the lower-level transmission system controller according to the wire control strategy and driving mode.

[0030] BMS (Battery Management System): Intelligently manages and maintains each battery unit. Receives status information of each battery pack, feeds back battery status to the vehicle, and controls charging and discharging.

[0031] TMS (Thermal Management System): Intelligently manages the battery cooling system. Receives battery pack status information and controls the battery cooling system.

[0032] ATS (Fan Thermal Management System): Intelligently manages the cooling system of the vehicle. Receives status information of the vehicle's motor and electronic control components to control the cooling system.

[0033] Four-in-one controller: performs functions related to high-voltage power distribution of the whole vehicle. Receives vehicle status information and controls the operation of the air pump, oil pump, DC / DC and other high-voltage systems.

[0034] MCU (motor controller): controls the operation of the motor. Receives motor control instructions, controls the operation of the drive motor, and feeds back motor status information.

[0035] TCU (Transmission Controller): Controls the operation of the transmission. Receives transmission control instructions, controls the operation of the transmission, and feeds back transmission status information.

[0036] SCU (electronically controlled shift module): The shift control mechanism for manual driving mode. It sends the handle gear position information to the bus.

[0037] The chassis bus includes various components related to vehicle driving, including chassis functional components such as steering system, braking system, such as EBS, EPB braking system, EPS steering system, ECAS suspension system, etc. When the vehicle is controlled by wire chassis, the braking system, steering system, etc. require more precise control, more frequent demand status information and control instructions, so these components are set as a separate CAN network, while reducing the impact of other CAN nodes, reducing network load and improving stability. (such as Figure 4 ) The two ends of the main network segment are VDCU and GW, with 120Ω terminal resistors, and EBS, EPB, EPS, and BBM as sub-nodes. The baud rate of this network segment is 250Kbps, and it is connected to GW for information exchange between various main network segments.

[0038] EBS (Electronic Braking System): An electronically controlled vehicle braking system that receives vehicle status information, controls the operation of the air brake system, and performs brake-by-wire functions.

[0039] EPB (Electronic Parking Brake System): Electronically controlled parking brake system. Receives vehicle status information, controls the operation of the parking brake system, and performs parking functions in wire control mode.

[0040] EPS (Electronic Steering System): Electronic steering system. Receives steering sensor status information and wire-controlled steering instructions to control the steering system.

[0041] The external network bus includes components for the whole vehicle to communicate with external devices, which are all universal products. As the components that interact with various data platforms, they are separated for data security considerations. (e.g. Figure 5 ) The two ends of the main network segment are the harness end and GW, with 120Ω terminal resistance, T-BOX, vehicle terminal, and battery replacement terminal as sub-nodes. The baud rate of this network segment is 250Kbps, and it is connected to GW for information exchange between various main network segments.

[0042] T-BOX: One of the components of the Internet of Vehicles system, responsible for the communication with the external network. It communicates with the outside world through 4G signals to realize functions such as reading vehicle information outside the vehicle.

[0043] On-board terminal: The vehicle-side component of the vehicle monitoring and management system. It uploads the vehicle status information to the system.

[0044] Battery swap terminal: An information exchange system between the electric heavy truck battery swap station and the vehicle. It receives status information sent by the battery management system, communicates with the battery swap station, and completes the function of replacing the power battery.

[0045] The comfort bus contains components related to cockpit functionality, including body controller, door controller, automatic air conditioner, sunlight and rain sensor, etc. The two ends of the main network segment are ICU and GW, with 120Ω terminal resistors. The air conditioner, BCU, MSW, and RLS are sub-nodes connected to GW for information exchange between each main network segment. Due to the current limited body functions, the communication rate of this bus segment is 250Kbps. (For example Figure 6 ) The two ends of the subnet segment are BCU and DCM, which are used to control the vehicle door system.

[0046] BCU (Body Controller): An electronic control unit used to control the vehicle body electrical system. It receives switch signals and wire-controlled lighting commands to control the operation of lights, wipers, horns, and other functions.

[0047] DCM (Door Controller): A controller that controls the electrical functions at the door end. It provides feedback on the door status and controls the door opening, closing, and locking functions.

[0048] The information bus includes components related to intelligent driving, including ADU intelligent driving domain controller and other components. There are many components related to intelligent driving, and these components are only involved in vehicle control in unmanned driving mode, so these parts are divided into a separate CAN network. The two ends of the main network segment are VDCU and GW, with 120Ω terminal resistors, and ADU as a child node. This network segment requires high real-time performance, a baud rate of 500Kbps, and is connected to GW for information exchange between various main network segments (such as Figure 7 ).

[0049] ADU (Intelligent Driving Domain Controller): used for the interaction between the intelligent driving system and the vehicle in unmanned driving mode. It receives vehicle status information and, after data processing, issues control instructions for driving, braking, steering, lighting and other functions to the vehicle.

[0050] The gateway serves as a bridge for communication between various network segments, connecting five main network segments, namely power CAN, chassis CAN, external network CAN, information CAN, comfort CAN, and diagnostic CAN. The function is to realize information forwarding between various network segments and use cross-segment communication.

[0051] The network architecture of the present invention uses the gateway as the main body of bus data exchange. Through the functional division of the sub-network, the controllers related to the power of the whole vehicle are networked separately, and the bus communication rate is improved. By building each sub-network and improving the communication rate of the power CAN and information CAN to 500kbit / s, the load rate of the whole vehicle bus can be effectively reduced, and network communication interruptions, delays or frame losses and other failures can be avoided. At the same time, when the core node VDCU fails or loses power, the automatic driving controller (ADU) can still communicate with other nodes through the gateway (GW), so that the intelligent driving vehicle can still support the vehicle out of danger when some fault points occur. Through the above design, the purpose of improving vehicle driving safety and electrical system reliability can be achieved.

Claims

1. A multi-redundant electronic and electrical architecture suitable for pure electric intelligent driving commercial vehicles, characterized by: The vehicle is divided into 6 public CANs and 2 private CANs according to functional domains, namely: power CAN, chassis CAN, external network CAN, information CAN, comfort CAN, diagnostic CAN, engine, gearbox private CAN and door control private CAN. The entire electronic and electrical architecture is divided according to domains. A single controller failure or network failure will not affect the electronic and electrical functions of other domains. When the core node VDCU fails or loses power, the autonomous driving controller ADU can still communicate with other nodes through the gateway GW. The power bus includes various components that are strongly related to the vehicle power system, including VDCU, VCU / EMS, (TCU), BMS, and TMS; the power CAN is designed as an independent CAN network, which is not affected by other network segments. The two ends of the main network segment are BMS and ICU, with 120Ω terminal resistors. VDCU, ATS, TMS, SCU and four-in-one controller are sub-nodes, which are connected to GW for information exchange between various main network segments. The two ends of the sub-network segment are VDCU and MCU, with 120Ω terminal resistors. TCU is a sub-node. This network segment focuses on real-time communication. The chassis bus includes various components related to vehicle driving, including steering system, brake system chassis functional components, including EBS, EPB brake system, EPS steering system, ECAS suspension system. The chassis components are set as a separate CAN network, with VDCU and GW at both ends of the main network segment, with 120Ω terminal resistors, EBS, EPB, EPS, BBM as child nodes, and the chassis bus is connected to GW for information exchange between each main network segment; The external network bus includes components for the vehicle to communicate with external devices, which are all universal products. The two ends of the main network segment are the wiring harness end and GW, with 120Ω terminal resistance. T-BOX, vehicle terminal, and battery replacement terminal are sub-nodes. The external network bus is connected to the GW for information exchange between each main network segment. The comfort bus includes components related to cockpit functionality, including body controller, door controller, automatic air conditioner, sunlight and rain sensor. The two ends of the main network segment are ICU and GW, with 120Ω terminal resistor. The air conditioner, BCU, MSW, and RLS are sub-nodes connected to GW for information exchange between the main network segments. The two ends of the sub-network segment are BCU and DCM, which are used to control the vehicle door system. The information bus includes components related to intelligent driving, including the ADU intelligent driving domain controller. The two ends of the main network segment are VDCU and GW, with 120Ω terminal resistors. ADU is used as a child node. The information bus is connected to GW for information exchange between each main network segment. The gateway connects six main network segments, namely power CAN, chassis CAN, external network CAN, information CAN, comfort CAN, and diagnostic CAN. Its function is to realize information forwarding between various network segments and use cross-segment communication.

2. According to claim 1, a multi-redundant electronic and electrical architecture suitable for pure electric intelligent driving commercial vehicles is characterized by: The baud rate of the power bus segment is 250Kbps, and the baud rate of the sub-segment is 500Kbps.

3. The multi-redundant electronic and electrical architecture suitable for pure electric intelligent driving commercial vehicles according to claim 1 is characterized by: The chassis bus segment baud rate is 250Kbps.

4. The multi-redundant electronic and electrical architecture suitable for pure electric intelligent driving commercial vehicles according to claim 1 is characterized by: The baud rate of the external network bus segment is 250Kbps.

5. The multi-redundant electronic and electrical architecture suitable for pure electric intelligent driving commercial vehicles according to claim 1 is characterized by: The communication rate of the comfort bus segment is 250Kbps.

6. The multi-redundant electronic and electrical architecture suitable for pure electric intelligent driving commercial vehicles according to claim 1 is characterized by: The baud rate of the information bus segment is 500Kbps.

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