Vehicle electronic and electric appliance architecture based on new energy domain control and fusion control method

Abstract

The invention discloses a vehicle electronic and electric appliance framework based on new energy domain control and a fusion control method, and relates to the technical field of automobile electronics. The vehicle body domain controller is mounted under the vehicle body CAN bus, the new energy domain controller is mounted under the power CAN bus, the chassis domain independent controllers are mounted under the chassis CAN bus, the information entertainment domain controller is mounted under the information CAN bus, and the central security gateway supports multiple paths of CAN or CANFD buses. The new energy domain controller integrates high-voltage domain control and low-voltage domain control; the high-voltage domain controller comprises a battery management system BMS, a battery power distribution unit BDU, a high-voltage power distribution unit PDU, a steering oil pump controller DCAC, a brake air pump controller DCAC and a high-voltage-to-low-voltage module DCDC. According to the invention, new energy related components and systems can be integrated to the maximum extent, and the communication reliability is improved.

Description

Technical Field

[0001] The present application relates to the field of automotive electronic technology, and specifically to a vehicle electronic and electrical architecture and a fusion control method based on new energy domain control. Background Art

[0002] The design of electronic and electrical architecture belongs to the top-level design. The quality of the architecture directly determines the basic performance, function and safety of the vehicle. The electronic and electrical architecture of most existing new energy commercial vehicles is still in the distributed architecture stage. The whole vehicle is mainly divided into two network segments: power CAN (Controller Area Network) and body CAN. The controllers attached to each CAN bus are independent controllers. New energy related controllers BMS (Battery Management System), ATS (Temperature Control Cooling System), TMS (Thermal Management System), TCU (Transmission Controller), MCU (Motor Control Unit) are all attached to PCAN (Power Control Bus), all-in-one is attached to BCAN (Body Control Bus), and HCU (Vehicle Controller) is connected across PCAN and BCAN. A small number of new energy commercial vehicles with wire control functions adopt a multi-segment architecture with an independent gateway. The whole vehicle is divided into power CAN, body CAN, chassis CAN, intelligent CAN, etc., and the controllers attached to the relevant network segments are also independent controllers.

[0003] New energy vehicles that use dual-segment architecture all use BCM (Body Control Module) or instrument integrated gateway, and the signal interaction between the two segments is completed by BCM or instrument. Models that use independent gateways use the gateway to realize signal interaction between different segments.

[0004] With the development of the automotive industry, the integration of automotive electrification, intelligence, networking and sharing in new energy vehicles, the existing new energy architecture generally has problems such as high controller cost, high bus load rate and latency, and the network architecture is in urgent need of upgrading.

[0005] The costs of new energy related independent controllers HCU, BMS, ATS, TMS, TCU, MCU, and all-in-one are generally high, resulting in a significant increase in the cost of new energy commercial vehicles compared to fuel vehicles. New energy controllers are hung on the same network segment, and there are signal interactions between related controllers, resulting in a high network segment load rate. Taking new energy commercial vehicles with wire control functions as an example, the PCAN load rate is close to 50%, and there are potential risks in the reliability of vehicle communication. At the same time, with the use of independent controllers, each ECU (Electronic Control Unit) has its own independent communication, the high and low voltage wiring harnesses are complex, and the reliability of the vehicle is reduced. In addition, the use of independent controllers will also lead to complex vehicle assembly processes and extended vehicle development cycles and debugging time, which is inappropriate at the moment when new energy vehicles are rapidly iterating. Therefore, how to integrate new energy related controllers has become an urgent problem to be solved. Summary of the invention

[0006] The present application provides a vehicle electronic and electrical architecture and integrated control method based on new energy domain control, which can integrate new energy-related components and systems to the maximum extent and improve the reliability of communication.

[0007] In the first aspect, an embodiment of the present application provides a vehicle electronic and electrical architecture based on new energy domain control, wherein the vehicle electronic and electrical architecture based on new energy domain control includes a central security gateway, a body domain controller mounted on the body CAN bus, a new energy domain controller mounted on the power CAN bus, independent chassis domain controllers mounted on the chassis CAN bus, and an infotainment domain controller mounted on the information CAN bus, and the central security gateway supports multiple CAN or CANFD buses.

[0008] In combination with the first aspect, in one implementation,

[0009] The new energy domain controller integrates high voltage domain control and low voltage domain control;

[0010] The high-voltage domain control includes a battery management system BMS, a battery distribution unit BDU, a high-voltage distribution unit PDU, a steering oil pump controller DCAC, a brake air pump controller DCAC, and a high-voltage to low-voltage module DCDC;

[0011] The low-voltage domain control includes a vehicle controller VCU and a thermal management system TMS.

[0012] In combination with the first aspect, in one implementation,

[0013] The relevant actuators of the thermal management system TMS are all mounted under the subnet of the new energy domain controller;

[0014] The related actuators of the thermal management system TMS include a water valve, an air conditioning compressor, a PTC, a fan, and an expansion valve.

[0015] In combination with the first aspect, in one implementation,

[0016] The bus channels on the new energy domain controller include CANFD bus, LIN bus and multi-channel CAN bus;

[0017] For the CANFD bus on the new energy domain controller, it is used to connect the motor controller MCU, the transmission controller TCU, the fuel cell controller FCU, and the hydrogen storage controller HMS;

[0018] For the LIN bus on the new energy domain controller, it is used to connect related components that support the LIN bus;

[0019] For the multiple CAN buses on the new energy domain controller, one CAN bus is used to directly connect to the gateway, one CAN bus is used to directly connect to the diagnostic CAN bus, one CAN bus is used to directly connect to the chassis CAN bus, one CAN bus is used to directly connect to the automatic driving controller ADCU, and one CAN bus is used to connect thermal management related accessories.

[0020] In a second aspect, an embodiment of the present application provides a new energy domain fusion control method for realizing the fusion control of the new energy domain controller in the above-mentioned vehicle electronic and electrical architecture, and the new energy domain fusion control method includes:

[0021] Build integrated thermal management functions to achieve thermal management of the passenger compartment, battery, battery box, electric drive, and fuel cell;

[0022] Build a driving intention recognition function to control the motor controller MCU and the transmission controller TCU based on driving intention recognition to realize various driving intentions of the vehicle;

[0023] Build unified fault diagnosis and response functions to achieve unified management of fault information of new energy power network segments.

[0024] In conjunction with the second aspect, in one implementation,

[0025] Specifically, the passenger compartment thermal management includes: the air conditioning panel sends a cooling command from the vehicle body CAN bus to the power CAN bus according to the temperature adjustment demand command; the new energy domain controller receives the cooling command; the new energy domain controller collects data from various temperature and pressure sensors; the electric air conditioning compressor implements cooling operation based on the cooling command and the data from various temperature and pressure sensors;

[0026] The battery thermal management is specifically as follows: when the power battery temperature exceeds the preset temperature, the BMS sends a cooling request to the new energy domain controller, the new energy domain controller opens the refrigerant circuit, and the electric air-conditioning compressor runs to achieve battery cooling; when the power battery temperature is lower than the set temperature, the BMS sends a heating request to the new energy domain controller, and the new energy domain controller drives the battery water heating PTC to work according to the battery mode requirements, the circulating water temperature increases, and the water pump runs to achieve battery heating.

[0027] In conjunction with the second aspect, in one implementation,

[0028] The electric drive thermal management is specifically that when the new energy domain controller detects that the temperature of the drive motor exceeds a preset temperature, the new energy domain controller drives the fan to dissipate heat from the drive motor. In addition, when the passenger compartment or the power battery needs to be heated, the waste heat of the drive motor is recovered to heat the passenger compartment or the power battery.

[0029] Specifically, for fuel cell vehicles, the new energy domain controller uses a fan to dissipate heat from the battery stack accessories and recycles waste heat from the battery stack to heat the passenger compartment and power battery.

[0030] In combination with the second aspect, in one implementation, the driving intention recognition includes driving intention recognition, braking intention recognition, gear shift recognition, driving mode recognition, and multi-terrain mode recognition.

[0031] In conjunction with the second aspect, in one implementation,

[0032] For driving intention recognition, specifically, the accelerator pedal sensor position command is obtained and sent to the new energy domain controller. The new energy domain controller recognizes the driving intention according to the accelerator pedal position, controls the motor controller MCU and the transmission controller TCU, and realizes the acceleration, sliding or crawling of the vehicle;

[0033] For braking intention recognition, specifically, the brake pedal stroke is obtained and sent to the new energy domain controller. The new energy domain controller controls the motor controller MCU according to the brake pedal stroke to reduce the speed of the drive motor to achieve braking.

[0034] In conjunction with the second aspect, in one implementation,

[0035] For gear shift recognition, specifically, the gear shift switch command is sent to the vehicle body CAN bus, and forwarded to the power CAN bus through the gateway to be received by the new energy domain controller. The new energy domain controller controls the motor controller MCU and the transmission controller TCU according to the gear position control requirements of the gear shift switch command to realize automatic gear shifting action;

[0036] For driving mode recognition, specifically, the driving mode switch command is obtained, and the obtained driving mode switch command is sent from the intelligent power distribution box to the body domain controller, and then sent from the body domain controller to the body CAN bus, and then transferred to the power CAN bus through the gateway and received by the new energy domain controller to perform driving mode switching control;

[0037] For multi-terrain mode recognition, the terrain mode switch status is obtained, and the new energy domain controller controls the motor controller MCU and the transmission controller TCU according to the terrain corresponding to the terrain mode switch status to achieve optimal driving in different terrain modes.

[0038] In conjunction with the second aspect, in one implementation,

[0039] The unified fault diagnosis and response functions specifically include fault diagnosis, fault downgrade, and subsystem fault code management;

[0040] The fault diagnosis is for the new energy domain controller to implement hardware, communication, and functional fault diagnosis of the controllers and actuators of itself and its subnet;

[0041] The fault is downgraded to a fault that affects the normal driving function of the vehicle, and the new energy domain controller restricts the running state of the vehicle;

[0042] The subsystem fault code management is for the new energy domain controller to classify and manage the fault levels of its own subnet, as well as to manage the display of instrument fault lights and fault codes.

[0043] The beneficial effects brought by the technical solution provided in the embodiments of the present application include:

[0044] It can integrate new energy-related components and systems to the maximum extent. Compared with the original independent devices, the cost is greatly reduced. At the same time, the high and low voltage wiring harnesses can be simplified to the maximum extent, which improves the reliability of the whole vehicle. After adopting the new energy domain controller, the communication between the original independent controllers on the network segment is transformed into the communication within the controller, the bus load rate is reduced, and the reliability of communication is improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] Figure 1 This is a schematic diagram of the structure of the vehicle electronic and electrical architecture based on new energy domain control in this application;

[0046] Figure 2 This is the logical architecture diagram corresponding to the new energy domain fusion control method of this application. DETAILED DESCRIPTION

[0047] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0048] In order to make the objectives, technical solutions and advantages of the present application clearer, the implementation methods of the present application will be further described in detail below with reference to the accompanying drawings.

[0049] In a first aspect, an embodiment of the present application provides a vehicle electronic and electrical architecture based on new energy domain control.

[0050] In one embodiment, referring to Figure 1 , Figure 1 This is a schematic diagram of the structure of the vehicle electronic and electrical architecture based on new energy domain control in this application. Figure 1 As shown, the vehicle electronic and electrical architecture based on new energy domain control includes: central safety gateway, body domain controller, new energy domain controller, independent controllers in the chassis domain, and infotainment domain controller.

[0051] Furthermore, the vehicle electronic and electrical architecture based on new energy domain control of the present application includes a central security gateway, a body domain controller mounted on the body CAN bus, a new energy domain controller mounted on the power CAN bus, independent chassis domain controllers mounted on the chassis CAN bus, and an infotainment domain controller mounted on the information CAN bus, and the central security gateway supports multi-channel CAN or CANFD (an improved CAN protocol) bus.

[0052] Furthermore, the new energy domain controller integrates high-voltage domain controller and low-voltage domain controller. The high-voltage domain controller includes the battery management system BMS, the battery distribution unit BDU, the high-voltage distribution unit PDU, the steering oil pump controller DCAC, the brake air pump controller DCAC, and the high-voltage to low-voltage module DCDC. The low-voltage domain controller includes the vehicle controller VCU and the thermal management system TMS. DCAC stands for direct current to alternating current, and DCDC stands for direct current to direct current converter.

[0053] The vehicle control-related strategies and thermal management-related control strategies are integrated into the low-voltage domain controller. The relevant actuators of the thermal management system TMS are mounted under the subnet of the new energy domain controller. The relevant actuators of the thermal management system TMS include water valves, air conditioning compressors, PTC (heaters), fans, expansion valves, etc.

[0054] This application takes into account the future development of new energy technology and the high real-time requirements of related control functions, and reserves the maximum number of bus channels of the new energy domain controller. Specifically, the bus channels on the new energy domain controller include CANFD bus, LIN (Local Interconnect Network) bus and multi-channel CAN bus.

[0055] For the CANFD bus on the new energy domain controller, it is used to connect the motor controller MCU, the transmission controller TCU, the fuel cell controller FCU, and the hydrogen storage controller HMS; for the LIN bus on the new energy domain controller, it is used to connect related components that support the LIN bus, such as the active air intake grille AGS; for the multiple CAN buses on the new energy domain controller, one CAN bus is used to directly connect to the gateway, one CAN bus is used to directly connect to the diagnostic CAN bus, one CAN bus is used to directly connect to the chassis CAN bus, one CAN bus is used to directly connect to the automatic driving controller ADCU, and one CAN bus is used to connect thermal management related accessories.

[0056] The vehicle electronic and electrical architecture based on new energy domain control in the embodiment of the present application can integrate new energy-related components and systems to the maximum extent. Compared with the original independent devices, the cost is greatly reduced. At the same time, the high and low voltage wiring harnesses can be simplified to the maximum extent, thereby improving the reliability of the entire vehicle. After adopting the new energy domain controller, the communication between the original independent controllers on the network segment is transformed into the communication within the controller, the bus load rate is reduced, and the reliability of the communication is improved.

[0057] In a second aspect, an embodiment of the present application also provides a new energy domain fusion control method for realizing the fusion control of the new energy domain controller in the above-mentioned vehicle electronic and electrical architecture.

[0058] The new energy domain fusion control method of this application specifically includes:

[0059] Build integrated thermal management functions to achieve thermal management of the passenger compartment, battery, battery box, electric drive, and fuel cell;

[0060] Build a driving intention recognition function to control the motor controller MCU and the transmission controller TCU based on driving intention recognition to realize various driving intentions of the vehicle;

[0061] Build unified fault diagnosis and response functions to achieve unified management of fault information of new energy power network segments.

[0062] As for the integrated thermal management function, it means that the new energy domain controller collects data from various temperature and pressure sensors to intelligently control the speed of the electric air-conditioning compressor, fan speed and water pump speed, thereby realizing thermal management of the passenger compartment, battery thermal management, battery box thermal management, electric drive thermal management and fuel cell thermal management.

[0063] In the present application, the thermal management of the passenger compartment is specifically that the air-conditioning panel sends a cooling command from the vehicle body CAN bus to the power CAN bus according to the temperature adjustment demand instruction, the new energy domain controller receives the cooling command, and at the same time the new energy domain controller collects data from various temperature and pressure sensors, and the electric air-conditioning compressor implements the cooling operation based on the cooling command and the data from various temperature and pressure sensors.

[0064] Specifically, the air-conditioning panel sends a cooling command based on the temperature adjustment demand, which is transferred from the body CAN bus to the power CAN bus and received by the new energy domain controller. The new energy domain controller also collects data from various temperature and pressure sensors. The electric air-conditioning compressor receives the cooling command, and the refrigerant takes away the cab temperature to achieve cooling in the car.

[0065] In this application, battery thermal management is specifically as follows: when the power battery temperature exceeds the preset temperature, the BMS sends a cooling request to the new energy domain controller, the new energy domain controller opens the refrigerant circuit, and the electric air-conditioning compressor runs to achieve battery cooling; when the power battery temperature is lower than the set temperature, the BMS sends a heating request to the new energy domain controller, and the new energy domain controller drives the battery water heating PTC to work according to the battery mode requirements, the circulating water temperature increases, and the water pump runs to achieve battery heating.

[0066] Specifically, when the power battery temperature is too high, the BMS sends a cooling request to the new energy domain controller. The new energy domain controller opens the refrigerant circuit and the electric air-conditioning compressor runs to cool the power battery. When the power battery temperature is too low, the BMS sends a heating request to the new energy domain controller. The new energy domain controller drives the battery water heating PTC to work according to the battery mode requirements, the circulating water temperature increases, and the water pump runs to heat the power battery.

[0067] In the present application, the electric drive thermal management is specifically that when the new energy domain controller detects that the temperature of the drive motor exceeds the preset temperature, the new energy domain controller drives the fan to dissipate heat from the drive motor. In addition, when the passenger compartment or the power battery needs to be heated, the waste heat of the drive motor is recovered to heat the passenger compartment or the power battery.

[0068] Specifically, when the new energy domain controller detects that the temperature of the drive motor is too high, the new energy domain controller will drive the fan to dissipate heat from the drive motor. In addition, when the passenger compartment or the power battery needs to be heated, the waste heat of the drive motor can also be recovered to heat the passenger compartment or the power battery.

[0069] In this application, fuel cell thermal management specifically means that for fuel cell vehicles, the new energy domain controller uses fans to dissipate heat from the battery stack accessories and recovers waste heat from the battery stack to heat the passenger compartment and power battery.

[0070] Specifically, for fuel cell vehicles, the new energy domain controller can use fans to dissipate heat from the battery stack accessories, as well as recycle the waste heat from the battery stack to heat the passenger compartment and power battery.

[0071] Driving intention recognition refers to the new energy domain controller receiving the driver's driving intention command to control the motor controller MCU and the transmission controller TCU to realize the vehicle's forward, reverse, economic, and power driving intentions. Specifically, driving intention recognition includes driving intention recognition, braking intention recognition, shifting recognition, driving mode recognition, and multi-terrain mode recognition.

[0072] In this application, for driving intention recognition, specifically, the accelerator pedal sensor position instruction is obtained and sent to the new energy domain controller. The new energy domain controller recognizes the driving intention according to the accelerator pedal position, controls the motor controller MCU and the transmission controller TCU, and realizes the acceleration, gliding or crawling of the vehicle.

[0073] Specifically, the accelerator pedal sensor position command is sent to the new energy domain controller. The new energy domain controller identifies the driving intention based on the accelerator pedal position, thereby controlling the motor controller MCU and the transmission controller TCU to realize the vehicle's acceleration, gliding, crawling and other intentions.

[0074] In this application, for braking intention recognition, specifically, the brake pedal stroke is obtained and sent to the new energy domain controller. The new energy domain controller controls the motor controller MCU according to the brake pedal stroke to reduce the speed of the drive motor to achieve braking.

[0075] Specifically, when the driver steps on the brake pedal, the new energy domain controller detects the brake pedal travel, thereby controlling the motor controller MCU to reduce the speed of the drive motor to achieve braking.

[0076] In this application, for gear shift recognition, specifically, the gear shift switch command is sent to the vehicle body CAN bus, and forwarded to the power CAN bus through the gateway to be received by the new energy domain controller. The new energy domain controller controls the motor controller MCU and the transmission controller TCU according to the gear control requirements of the gear shift switch command to realize automatic gear shifting.

[0077] Specifically, the shift switch command is sent to the vehicle body CAN bus, forwarded to the power CAN bus through the gateway to be received by the new energy domain controller. The new energy domain controller identifies the driver's control requirements for different gears, thereby controlling the motor controller MCU and the transmission controller TCU to complete the automatic shifting action.

[0078] In the present application, for driving mode recognition, specifically, the driving mode switch instruction is obtained, and the obtained driving mode switch instruction is sent by the intelligent distribution box to the body domain controller, and then sent by the body domain controller to the body CAN bus, and then transferred to the power CAN bus through the gateway and received by the new energy domain controller to perform driving mode switching control.

[0079] Specifically, the driver operates the driving mode switch E / P, and the driving mode switch command is sent from the intelligent power distribution box to the body domain controller and then to the body CAN bus, which is transferred to the power CAN bus through the gateway and received by the new energy domain controller. If the gear is switched to E, the new energy domain controller will adjust the shift logic and control the transmission controller TCU to maintain a lower gear, thereby achieving energy saving.

[0080] In this application, for multi-terrain mode recognition, the terrain mode switch status is obtained, and the new energy domain controller controls the motor controller MCU and the transmission controller TCU according to the terrain corresponding to the terrain mode switch status to achieve optimal driving in different terrain modes.

[0081] Specifically, the driver operates the terrain mode switch, and the new energy domain controller controls the motor controller MCU and the transmission controller TCU to work according to different special terrains, such as wetlands, snow, and foundation pits, so as to achieve optimal driving in different terrain modes. For example, the motor torque will increase in snow mode, improving the vehicle's grip and acceleration performance on slippery roads.

[0082] The unified fault diagnosis and response function in this application refers to the ability of the new energy domain controller to optimize and uniformly manage fault reporting, instrumentation and other information of the new energy power network segment to avoid disordered fault reporting in various systems.

[0083] In this application, fault diagnosis refers to the hardware, communication, and functional fault diagnosis of the new energy domain controller itself and the controllers and actuators of its own subnet.

[0084] In this application, the fault is downgraded to a fault that affects the normal driving function of the vehicle, and the new energy domain controller restricts the operating status of the vehicle; for example, when the power battery SOC is lower than 30%, the speed is limited.

[0085] In this application, subsystem fault code management is the new energy domain controller classifying and managing the fault levels of its own subnet, as well as display management of instrument fault lights and fault codes.

[0086] See also Figure 2 As shown, this is the logical architecture diagram corresponding to the new energy domain fusion control method of this application. Figure 2In the diagram, I / O stands for Input / Output, PWM stands for Pulse Width Modulation, and ADC stands for Analog-to-Digital Converter.

[0087] In a third aspect, an embodiment of the present application provides a new energy domain fusion control device, which may be a personal computer (PC), a laptop computer, a server, or other device with data processing capabilities.

[0088] In an embodiment of the present application, the new energy domain fusion control device may include a processor, a memory, a communication interface, and a communication bus.

[0089] The communication bus may be of any type and is used to interconnect the processor, the memory, and the communication interface.

[0090] The communication interface includes input / output (I / O) interface, physical interface and logical interface, etc., which are used to realize the interconnection of devices inside the new energy domain fusion control device, and the interface used to realize the interconnection between the new energy domain fusion control device and other devices (such as other computing devices or user devices). The physical interface can be an Ethernet interface, a fiber optic interface, an ATM interface, etc.; the user device can be a display (Display), a keyboard (Keyboard), etc.

[0091] The memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0092] The processor may be a general-purpose processor, and the general-purpose processor may call the new energy domain fusion control program stored in the memory and execute the new energy domain fusion control method provided in the embodiment of the present application. For example, the general-purpose processor may be a central processing unit (CPU). The method executed when the new energy domain fusion control program is called may refer to the various embodiments of the new energy domain fusion control method of the present application, and will not be repeated here.

[0093] Those skilled in the art will appreciate that the hardware structure shown above does not constitute a limitation on the present application, and may include more or fewer components than shown in the figure, or a combination of certain components, or a different arrangement of components.

[0094] The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods, products or devices. The terms "first", "second" and "third" are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit "first", "second" and "third" to different types.

[0095] In the description of the embodiments of the present application, "exemplary", "for example" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary", "for example" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary", "for example" or "for example" is intended to present related concepts in a specific way.

[0096] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; the “and / or” in the text is merely a description of the association relationship of associated objects, indicating that three relationships may exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, “multiple” refers to two or more than two.

[0097] In some processes described in the embodiments of the present application, multiple operations or steps that appear in a specific order are included, but it should be understood that these operations or steps may not be executed in the order in which they appear in the embodiments of the present application or in parallel, and the sequence number of the operation is only used to distinguish the different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed in sequence or in parallel, and these operations or steps may be combined.

[0098] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present application is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, disk, CD) as described above, and includes a number of instructions for a terminal device to execute the methods described in each embodiment of the present application.

[0099] The above are only preferred embodiments of the present application, and are not intended to limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A vehicle electronic and electrical architecture based on new energy domain control, characterized in that: The vehicle electronic and electrical architecture based on new energy domain control includes a central security gateway, a body domain controller mounted on the body CAN bus, a new energy domain controller mounted on the power CAN bus, independent chassis domain controllers mounted on the chassis CAN bus, and an infotainment domain controller mounted on the information CAN bus, and the central security gateway supports multiple CAN or CANFD buses.

2. A vehicle electronic and electrical architecture based on new energy domain control as claimed in claim 1, characterized in that: The new energy domain controller integrates high voltage domain control and low voltage domain control; The high-voltage domain control includes a battery management system BMS, a battery distribution unit BDU, a high-voltage distribution unit PDU, a steering oil pump controller DCAC, a brake air pump controller DCAC, and a high-voltage to low-voltage module DCDC; The low-voltage domain control includes a vehicle controller VCU and a thermal management system TMS.

3. A vehicle electronic and electrical architecture based on new energy domain control as claimed in claim 2, characterized in that: The relevant actuators of the thermal management system TMS are all mounted under the subnet of the new energy domain controller; The related actuators of the thermal management system TMS include a water valve, an air conditioning compressor, a PTC, a fan, and an expansion valve.

4. The vehicle electronic and electrical architecture based on new energy domain control as claimed in claim 1, characterized in that: The bus channels on the new energy domain controller include CANFD bus, LIN bus and multi-channel CAN bus; For the CANFD bus on the new energy domain controller, it is used to connect the motor controller MCU, the transmission controller TCU, the fuel cell controller FCU, and the hydrogen storage controller HMS; For the LIN bus on the new energy domain controller, it is used to connect related components that support the LIN bus; For the multiple CAN buses on the new energy domain controller, one CAN bus is used to directly connect to the gateway, one CAN bus is used to directly connect to the diagnostic CAN bus, one CAN bus is used to directly connect to the chassis CAN bus, one CAN bus is used to directly connect to the automatic driving controller ADCU, and one CAN bus is used to connect thermal management related accessories.

5. A new energy domain fusion control method, used to implement the fusion control of the new energy domain controller in the vehicle electronic and electrical architecture according to any one of claims 1 to 4, characterized in that: The new energy domain fusion control method comprises: Build integrated thermal management functions to achieve thermal management of the passenger compartment, battery, battery box, electric drive, and fuel cell; Build a driving intention recognition function to control the motor controller MCU and the transmission controller TCU based on driving intention recognition to realize various driving intentions of the vehicle; Build unified fault diagnosis and response functions to achieve unified management of fault information of new energy power network segments.

6. A new energy domain fusion control method as claimed in claim 5, characterized in that: Specifically, the passenger compartment thermal management includes: the air conditioning panel sends a cooling command from the vehicle body CAN bus to the power CAN bus according to the temperature adjustment demand command; the new energy domain controller receives the cooling command; the new energy domain controller collects data from various temperature and pressure sensors; the electric air conditioning compressor implements cooling operation based on the cooling command and the data from various temperature and pressure sensors; The battery thermal management is specifically that when the power battery temperature exceeds the preset temperature, the BMS sends a cooling request to the new energy domain controller, the new energy domain controller opens the refrigerant circuit, and the electric air-conditioning compressor runs to achieve battery cooling; when the power battery temperature is lower than the set temperature, the BMS sends a heating request to the new energy domain controller, and the new energy domain controller drives the battery water heating PTC to work according to the battery mode requirements, the circulating water temperature increases, and the water pump runs to achieve battery heating; The electric drive thermal management is specifically that when the new energy domain controller detects that the temperature of the drive motor exceeds a preset temperature, the new energy domain controller drives the fan to dissipate heat from the drive motor. In addition, when the passenger compartment or the power battery needs to be heated, the waste heat of the drive motor is recovered to heat the passenger compartment or the power battery. Specifically, for fuel cell vehicles, the new energy domain controller uses a fan to dissipate heat from the battery stack accessories and recycles waste heat from the battery stack to heat the passenger compartment and power battery.

7. A new energy domain fusion control method as claimed in claim 5, characterized in that: The driving intention recognition includes driving intention recognition, braking intention recognition, gear shift recognition, driving mode recognition, and multi-terrain mode recognition.

8. A new energy domain fusion control method as claimed in claim 7, characterized in that: For driving intention recognition, specifically, the accelerator pedal sensor position command is obtained and sent to the new energy domain controller. The new energy domain controller recognizes the driving intention according to the accelerator pedal position, controls the motor controller MCU and the transmission controller TCU, and realizes the acceleration, sliding or crawling of the vehicle; For braking intention recognition, specifically, the brake pedal stroke is obtained and sent to the new energy domain controller. The new energy domain controller controls the motor controller MCU according to the brake pedal stroke to reduce the speed of the drive motor to achieve braking.

9. A new energy domain fusion control method as claimed in claim 7, characterized in that: For gear shift recognition, specifically, the gear shift switch command is sent to the vehicle body CAN bus, and forwarded to the power CAN bus through the gateway to be received by the new energy domain controller. The new energy domain controller controls the motor controller MCU and the transmission controller TCU according to the gear position control requirements of the gear shift switch command to realize automatic gear shifting action; For driving mode recognition, specifically, the driving mode switch command is obtained, and the obtained driving mode switch command is sent from the intelligent power distribution box to the body domain controller, and then sent from the body domain controller to the body CAN bus, and then transferred to the power CAN bus through the gateway and received by the new energy domain controller to perform driving mode switching control; For multi-terrain mode recognition, the terrain mode switch status is obtained, and the new energy domain controller controls the motor controller MCU and the transmission controller TCU according to the terrain corresponding to the terrain mode switch status to achieve optimal driving in different terrain modes.

10. A new energy domain fusion control method according to claim 5, characterized in that: The unified fault diagnosis and response functions specifically include fault diagnosis, fault downgrade, and subsystem fault code management; The fault diagnosis is for the new energy domain controller to implement hardware, communication, and functional fault diagnosis of the controllers and actuators of itself and its subnet; The fault is downgraded to a fault that affects the normal driving function of the vehicle, and the new energy domain controller restricts the running state of the vehicle; The subsystem fault code management is for the new energy domain controller to classify and manage the fault levels of its own subnet, as well as to manage the display of instrument fault lights and fault codes.

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