Local area network architecture of passenger car

Abstract

The invention discloses a passenger car local area network architecture, which has the main design conception that an original bus network is reconstructed into four parts including a central computing unit, a car body domain, an intelligent driving domain and an intelligent cabin domain, and each independent domain is provided with a main control unit; the controllers comprise a vehicle body domain controller, an intelligent driving domain controller and an intelligent cabin domain controller; wherein the central controller is responsible for coordinating work in a domain through a vehicle-mounted Ethernet, and interacting by adopting another communication protocol aiming at a vehicle body domain; and the domains can be connected through other network protocols, such as CANFD, CAN, LIN and the like, so as to realize sharing of interaction information. The problems that an existing automobile network architecture is poor in compatibility, too high in load rate and the like are effectively solved, a more reliable and stable network architecture is particularly provided for a high-end automobile, the energy consumption of a pure electric vehicle type battery management system can be reduced, and the economical efficiency and the power transmission efficiency of a fuel vehicle can be improved.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile local area network, and in particular to a passenger car local area network architecture. Background Art

[0002] Automotive electronic network technology, such as CAN bus, is an important part of modern automotive electronic technology and the basis of modern automotive communication and control. With the continuous development of automotive electronic technology, the number of electronic control units in cars has increased, and the number of electronic control units in some high-end cars has reached dozens. The traditional bus network architecture can no longer meet the needs and has poor scalability.

[0003] To elaborate, there are two main existing network architecture solutions: the first is to use an integrated gateway to divide the network into the body segment and the power segment; the second is to use an independent gateway to simply divide the network into three or four segments.

[0004] The integrated gateway solution adopted by the first technical solution can generally only accommodate up to 20 nodes, has poor scalability, and has a high load rate for a single network segment, which is not suitable for high-end vehicles with a large number of electronic and electrical components. Even if the second technical solution has a certain degree of compatibility, its load rate may exceed 60% in some network segments with relatively more nodes, which directly affects the overall stability of the network. Summary of the invention

[0005] In view of the above, the present invention aims to provide a passenger car local area network architecture to solve the above-mentioned technical problems.

[0006] The technical solution adopted by the present invention is as follows:

[0007] The present invention provides a passenger car local area network architecture, comprising at least: a central computing unit, a vehicle body domain, an intelligent driving domain, and an intelligent cockpit domain;

[0008] The central computing unit exchanges information with the vehicle body domain controller, the intelligent driving domain controller, and the intelligent cockpit domain controller respectively through an established first communication protocol; the central computing unit also exchanges information with at least the vehicle body domain control unit through an established second communication protocol;

[0009] The central computing unit itself also interacts with several control nodes in the power domain and chassis safety domain through the second communication protocol. The central computing unit is used to coordinate the work of each of the control nodes and forward signals.

[0010] In at least one possible implementation, the power domain includes at least: a vehicle controller, an engine controller, a transmission controller, a battery management unit, and an electric drive unit.

[0011] In at least one possible implementation manner, the chassis safety domain includes a chassis part and a safety brake part, and the control system included in the safety brake part adopts a redundant configuration.

[0012] In at least one possible implementation, the central computing unit also exchanges information with at least dual intelligent distribution boxes and / or dual low-voltage batteries through the second communication protocol.

[0013] In at least one possible implementation manner, each switch group signal in the vehicle body domain exchanges information with other control modules in the vehicle body domain through a preset switch module.

[0014] In at least one possible implementation manner, the first communication protocol includes in-vehicle Ethernet, and the second communication protocol includes CANFD.

[0015] Compared with the prior art, the main design concept of the present invention is to reconstruct the original bus network into four parts, namely, the central computing unit, the body domain, the intelligent driving domain and the intelligent cockpit domain, and each of the separate domains has a main control unit, namely, the body domain controller, the intelligent driving domain controller and the intelligent cockpit domain controller; the central controller is responsible for coordinating the work within the domain with, for example, the vehicle Ethernet, and adopts another communication protocol for interaction with the body domain; and the domains can be connected through other network protocols, such as CANFD, CAN, LIN, etc. to realize the sharing of interactive information. The present invention effectively solves the problems of poor compatibility and excessive load rate of the existing automobile network architecture, and especially provides a more reliable and stable network architecture for high-end automobiles, which can not only reduce the energy consumption of the battery management system of pure electric vehicles, but also improve the economy and power transmission efficiency of fuel vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to make the purpose, technical solutions and advantages of the present invention more clear, the present invention will be further described below with reference to the accompanying drawings, in which:

[0017] Figure 1 A schematic diagram of a passenger car local area network architecture provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0018] Embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be interpreted as limiting the present invention.

[0019] The present invention proposes an embodiment of a passenger car local area network architecture. Specifically, Figure 1As shown, it at least includes: a central computing unit, a vehicle body domain, an intelligent driving domain, and an intelligent cockpit domain;

[0020] The central computing unit exchanges information with the body domain controller, the intelligent driving domain controller, the intelligent cockpit domain controller, and preferably the T-BOX, the DLP digital projection headlight controller and other nodes through an established first communication protocol; at the same time, the central computing unit also exchanges information with the body domain control unit, the intelligent distribution box_front (IDU_F), the intelligent distribution box_rear (IDU_R), the low-voltage battery_rear (LBMS_R) and other nodes through an established second communication protocol.

[0021] Regarding the communication protocols mentioned here, in the network architecture provided by the present invention, the communication protocols can mainly adopt vehicle-mounted Ethernet (which may correspond to but is not limited to the aforementioned first communication protocol), CANFD (which may correspond to but is not limited to the aforementioned second communication protocol), CAN and LIN. Taking the vehicle-mounted Ethernet as an example, its advantages lie in high bandwidth, low latency, high reliability, good compatibility and scalability. Vehicle-mounted Ethernet can be used for sensor verification such as radar and camera, supports time synchronization, audio and video applications, and can even be compatible with basic Internet data to achieve intelligent driving.

[0022] Continuing from the above, the central computing unit itself also includes several control nodes of the power domain and chassis safety domain that interact through the second communication protocol. Specifically (of course, the central computing unit itself can also interact with other control module nodes through the third and fourth communication protocols (such as CAN, LIN), which are not enumerated here):

[0023] (1) The power domain includes: vehicle control unit (VCU, integrated in the central computing unit), engine control unit (EMS), transmission control unit (DHT), battery management unit (BMS), front electric drive unit (MCU_F), rear electric drive unit (MCU_R), etc., which constitute the general framework of the power domain.

[0024] Understandably, the power domain includes the core power part of the vehicle, and the main focus is on the battery electric drive management system, the economy of the engine and the power transmission efficiency of the gearbox; the central computing unit, as the powertrain controller, is responsible for coordinating the work of the controllers of various components to control the BMS energy consumption of pure electric vehicles, the engine ECU emissions and fuel economy of extended-range vehicles. The signals that need to be displayed from the BMS, engine, gearbox, etc. are also forwarded to the instrument through the central computing unit.

[0025] (2) Chassis safety domain: The chassis safety domain can be mainly composed of the chassis part and the safety braking part. When the controller node on the chassis needs to exchange information with other domains, it is forwarded by the central controller; and the control modules of safety braking such as EBS involve the safety braking of the whole vehicle, and the main functions include active / passive braking, follow-up steering assistance system, etc., and because the braking system, steering system and other modules are directly related to the life safety of the driver, once a problem occurs, the consequences are very serious. Therefore, in some other embodiments of the present invention, the braking system and steering system in this architecture both include redundant functions, among which the IBS in the braking system adds RBU, and the steering system ESP includes two circuits, etc. When it comes to redundant configuration, the intelligent distribution box mentioned above also adopts a dual-node redundant configuration to ensure the redundant power distribution function of the whole vehicle electrical appliances.

[0026] In this network architecture, due to the introduction of the central computing unit, control of the vehicle's power, chassis and other systems is achieved, including: coordinated control of the vehicle's energy and torque, maintenance and management of the vehicle's network, gear shift management, intelligent driving, fault diagnosis and processing, vehicle status monitoring and control, etc., making each component controller an independent actuator with a clearer division of labor and higher execution efficiency. It also reduces the difficulty and workload of changing and optimizing the power system, thereby shortening the new model development cycle, and improving the platformization and universalization of the vehicle's electronic and electrical systems. At the same time, it also lays a solid foundation for the expansion of power technology.

[0027] Finally, it can be added that each controller node in the aforementioned body domain controller realizes most of the electrical functions of the car, including but not limited to the coordination of information interaction within the domain and the switch system, seat system, internal and external lighting control system, etc. For example: the adaptive lighting system monitors the driving direction angle, yaw rate and lateral acceleration through sensors to drive the headlights to automatically rotate to meet the turning arc during driving; another example is the meeting control system, when two cars meet head-on, the high and low lights can be automatically switched. It can also be pointed out here that the various switch group signals involved in the body domain controller can realize information interaction with other modules in this domain through the switch module.

[0028] In summary, the main design concept of the present invention is to reconstruct the original bus network into four parts, namely, the central computing unit, the body domain, the intelligent driving domain and the intelligent cockpit domain, and each of the separate domains has a main control unit, namely, the body domain controller, the intelligent driving domain controller and the intelligent cockpit domain controller; the central controller is responsible for coordinating the work within the domain with, for example, the vehicle Ethernet, and adopts another communication protocol for interaction with the body domain; and the domains can be connected through other network protocols, such as CANFD, CAN, LIN, etc., to realize the sharing of interactive information. The present invention effectively solves the problems of poor compatibility and excessive load rate of the existing automobile network architecture, and especially provides a more reliable and stable network architecture for high-end automobiles, which can not only reduce the energy consumption of the battery management system of pure electric vehicles, but also improve the economy and power transmission efficiency of fuel vehicles.

[0029] If the expressions expressing orientation are mentioned in the embodiments of the present invention, they are relative concepts based on the embodiments. In addition, "at least one" means one or more, and "plurality" means two or more. "And / or" describes the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B can represent the existence of A alone, the existence of A and B at the same time, and the existence of B alone. Among them, A and B can be singular or plural. The character " / " generally indicates that the previous and next associated objects are in an "or" relationship. "At least one of the following" and similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one of a, b and c can be represented by: a, b, c, a and b, a and c, b and c, or a and b and c, wherein a, b, c can be single or multiple.

[0030] The above describes in detail the structure, features and effects of the present invention based on the embodiments shown in the drawings, but the above is only a preferred embodiment of the present invention. It should be noted that the technical features involved in the above embodiments and their preferred methods can be reasonably combined and matched into a variety of equivalent schemes by those skilled in the art without departing from or changing the design ideas and technical effects of the present invention; therefore, the present invention is not limited to the scope of implementation shown in the drawings, and all changes made in accordance with the concept of the present invention, or modifications to equivalent embodiments with equivalent changes, which still do not exceed the spirit covered by the specification and drawings, should be within the protection scope of the present invention.

Claims

1. A passenger car local area network architecture, characterized in that: At least: Central computing unit, body domain, intelligent driving domain, and intelligent cockpit domain; The central computing unit exchanges information with the vehicle body domain controller, the intelligent driving domain controller, and the intelligent cockpit domain controller respectively through an established first communication protocol; the central computing unit also exchanges information with at least the vehicle body domain control unit through an established second communication protocol; The central computing unit itself also interacts with several control nodes in the power domain and chassis safety domain through the second communication protocol. The central computing unit is used to coordinate the work of each of the control nodes and forward signals.

2. The passenger car local area network architecture according to claim 1, characterized in that: The power domain includes at least: a vehicle controller, an engine controller, a transmission controller, a battery management unit and an electric drive unit.

3. The passenger car local area network architecture according to claim 1, characterized in that: The chassis safety domain includes a chassis part and a safety brake part, and the control system included in the safety brake part adopts a redundant configuration.

4. The passenger vehicle local area network architecture according to claim 1, characterized in that: The central computing unit also exchanges information with at least the dual intelligent distribution boxes and / or the dual low-voltage batteries through the second communication protocol.

5. The passenger vehicle local area network architecture according to claim 1, characterized in that: The signals of each switch group in the vehicle body domain exchange information with other control modules in the vehicle body domain through a preset switch module.

6. The passenger vehicle local area network architecture according to any one of claims 1 to 5, characterized in that: The first communication protocol includes in-vehicle Ethernet, and the second communication protocol includes CANFD.

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