Electrical architecture of vehicle drive-by-wire chassis, vehicle drive-by-wire chassis and vehicle

Abstract

The utility model provides an electrical architecture of a vehicle drive-by-wire chassis, the vehicle drive-by-wire chassis and a vehicle, and relates to the technical field of vehicles. The electrical architecture of the vehicle drive-by-wire chassis comprises a network topology structure, wherein the network topology structure comprises a central gateway and a plurality of vehicle function control units; the control units for the multiple vehicle functions comprise a steering function control unit, a braking function control unit and a driving function control unit; the central gateway is provided with a plurality of communication buses, the control units of one vehicle function are at least connected to one communication bus of the central gateway, and the control units of different vehicle functions are connected to different communication buses of the central gateway respectively. The control units of the same vehicle function are connected to the same communication bus, real-time transmission and reliability of control instructions are ensured, the control units of different vehicle functions are connected to the different communication buses respectively, network flow is effectively dispersed, the overall network load rate can be reduced, and communication quality is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to an electrical architecture of a vehicle-by-wire chassis, a vehicle-by-wire chassis, and a vehicle. Background Art

[0002] With the continuous development of autonomous driving technology, drive-by-wire chassis have garnered widespread attention. Compared to traditional mechanical architectures, the drive-by-wire chassis architecture for commercial vehicles eliminates a series of mechanical components, such as the throttle lever, and instead utilizes data lines to perform functions previously performed mechanically, thereby achieving vehicle lightweighting.

[0003] However, the existing commercial vehicle wire-controlled chassis architecture is usually expanded from the traditional mechanical architecture and has obvious functional domain characteristics in the network topology. The steering and braking control command transmission links are long and the communication quality is low. Utility Model Content

[0004] In response to the above-mentioned deficiencies in the prior art, the present application provides an electrical architecture of a vehicle-by-wire chassis, a vehicle-by-wire chassis and a vehicle, so as to solve the problems existing in the prior art.

[0005] The technical solutions adopted in the embodiments of this application are as follows:

[0006] In a first aspect, embodiments of the present application provide an electrical architecture for a vehicle's drive-by-wire chassis, including: a network topology, the network topology including: a central gateway, a control unit for multiple vehicle functions;

[0007] The control units of the plurality of vehicle functions include at least: a steering function control unit, a braking function control unit, and a driving function control unit;

[0008] The central gateway has multiple communication buses, wherein each control unit of a vehicle function is connected to at least one communication bus of the central gateway, and each control unit of different vehicle functions is connected to different communication buses of the central gateway.

[0009] Optionally, the plurality of communication buses include: a first communication bus; the steering function control unit includes: an intelligent driving control unit and an electronic steering control unit;

[0010] Among them, the intelligent driving control unit and the electronic steering control unit are both connected to the first communication bus.

[0011] Optionally, the plurality of communication buses further include: a second communication bus; the braking function control unit includes: the intelligent driving control unit, the vehicle control unit and the braking execution control unit;

[0012] Among them, the intelligent driving control unit is connected to the second communication bus, and the vehicle control unit and the braking execution control unit are connected to the second communication bus.

[0013] Optionally, the brake execution control unit includes: an electronic parking control unit and an electronic braking control unit, wherein the electronic parking control unit is connected to the second communication bus, and the electronic braking control unit is connected to the second communication bus and the first communication bus.

[0014] Optionally, the multiple communication buses also include: a third communication bus; the driving function control unit includes: the vehicle control unit and the motor control unit; wherein, the vehicle control unit is also connected to the third communication bus, and the motor control unit is connected to the third communication bus.

[0015] Optionally, the multiple communication buses further include: a fourth communication bus; the control unit of the multiple vehicle functions further includes: a body control unit, and the body control unit is connected to the fourth communication bus.

[0016] Optionally, the electrical architecture also includes: a low-voltage power supply system, which includes: a first low-voltage power supply unit and a second low-voltage power supply unit, wherein the intelligent driving control unit is electrically connected to the first low-voltage power supply unit, the vehicle control unit and the motor control unit are electrically connected to the second low-voltage power supply unit, and different execution control units in the braking execution control unit are electrically connected to the first low-voltage power supply unit and the second low-voltage power supply unit respectively.

[0017] Optionally, the electronic steering control unit is electrically connected to the first low-voltage power supply unit and the second low-voltage power supply unit.

[0018] In a second aspect, an embodiment of the present application provides a vehicle-by-wire chassis, including: the electrical architecture of the vehicle-by-wire chassis described in the above embodiment.

[0019] In a third aspect, an embodiment of the present application provides a vehicle, comprising at least: the vehicle wire-controlled chassis described in the above embodiment.

[0020] The beneficial effects of the present application are: the present application provides an electrical architecture of a vehicle wire-controlled chassis, including: a network topology structure, the network topology structure includes: a central gateway, a plurality of vehicle function control units; the plurality of vehicle function control units include: a steering function control unit, a braking function control unit, and a drive function control unit; the central gateway has multiple communication buses, wherein each control unit of a vehicle function is connected to at least one communication bus of the central gateway, and each control unit of different vehicle functions is respectively connected to different communication buses of the central gateway.

[0021] In the electrical architecture of the vehicle wire-controlled chassis provided in this application, the control units of the same vehicle function are connected to a communication bus, ensuring the real-time transmission and reliability of control instructions. In addition, the control units of different vehicle functions are respectively connected to different communication buses, which effectively disperses the network traffic, can reduce the overall network load rate, improve the communication quality, and provide solid technical support for the intelligence and networking of vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without creative work.

[0023] Figure 1 This is one of the structural schematic diagrams of the electrical architecture of the vehicle-by-wire chassis provided in an embodiment of the present application;

[0024] Figure 2 This is a second structural diagram of the electrical architecture of the vehicle-by-wire chassis provided in an embodiment of the present application;

[0025] Figure 3 This is the third structural diagram of the electrical architecture of the vehicle-by-wire chassis provided in an embodiment of the present application.

[0026] Explanation of the accompanying figures: 1. Central gateway; 2. Steering function control unit; 3. Braking function control unit; 4. Drive function control unit. DETAILED DESCRIPTION

[0027] In order to make the purpose, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below in combination 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.

[0028] Therefore, the following detailed description of the embodiments of the present application provided in the accompanying drawings is not intended to limit the scope of the present application for protection, but merely represents selected embodiments of the present application. All other embodiments obtained by persons of ordinary skill in the art based on the embodiments in the present application without making any creative efforts shall fall within the scope of protection of the present application.

[0029] In the description of this application, it should be noted that if the terms "upper", "lower", etc. appear, the orientation or position relationship indicated is based on the orientation or position relationship shown in the accompanying drawings, or is the orientation or position relationship in which the product of the application is usually placed when in use. It is only for the convenience of describing this application and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it cannot be understood as a limitation on this application.

[0030] In addition, the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequential order. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any of their variations 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 necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0031] It should also be noted that, in the description of this application, unless otherwise expressly specified or limited, the terms "disposed" and "connected" should be understood in a broad sense. For example, they may refer to a fixed connection, a detachable connection, or an integral connection. They may refer to a direct connection, an indirect connection via an intermediate medium, or internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in this application based on specific circumstances.

[0032] It should be noted that, in the absence of conflict, the features in the embodiments of this application can be combined with each other.

[0033] Most of the existing commercial vehicle drive-by-wire chassis solutions are expanded from traditional non-drive-by-wire architectures (mechanical architectures) and have obvious functional domain characteristics in network topology. The steering and braking control command transmission links are long, the control real-time performance is poor, and the braking, steering, and driving functions are in the same network segment, resulting in a high network load rate and affecting communication quality.

[0034] In response to the above problems, the present application provides an electrical architecture of a vehicle-by-wire chassis that can solve the above problems. The electrical architecture of the vehicle-by-wire chassis provided by the present application is specifically illustrated below through multiple examples in combination with the accompanying drawings.

[0035] Figure 1 This is one of the structural diagrams of the electrical architecture of the vehicle wire-controlled chassis provided in the embodiment of the present application, such as Figure 1As shown, the electrical architecture of the vehicle's wire-controlled chassis includes a network topology, which includes a central gateway 1 (CGW) and multiple vehicle function control units. The multiple vehicle function control units include at least a steering function control unit 2, a braking function control unit 3, and a drive function control unit 4. The steering function control unit is used to control the vehicle's steering, the braking function control unit is used to control the vehicle's braking, and the drive function control unit is used to control the vehicle's driving.

[0036] The central gateway has multiple communication buses, each of which can independently realize communication functions. Among them, each control unit of a vehicle function is connected to at least one communication bus of the central gateway, that is, in the steering function control unit 2, the braking function control unit 3 and the drive function control unit 4, if there are two or more control units, then these two control units are on the same communication bus, and the control units of different vehicle functions are respectively connected to different communication buses of the central gateway, that is, the steering function control unit 2, the braking function control unit 3 and the drive function control unit 4 are respectively on different communication buses.

[0037] In summary, this embodiment provides an electrical architecture for a vehicle's wire-controlled chassis, in which the control units of the same vehicle function are connected to a communication bus, ensuring the real-time transmission and reliability of control instructions. In addition, the control units of different vehicle functions are respectively connected to different communication buses, which effectively disperses network traffic, reduces the overall network load rate, improves communication quality, and provides solid technical support for the intelligence and networking of vehicles.

[0038] In addition, this embodiment can also adjust the network topology according to different autonomous driving wire-controlled chassis design requirements. For example, when it is necessary to add or delete a control unit for a vehicle function, the communication bus is added or deleted to adapt to different autonomous driving wire-controlled chassis design requirements.

[0039] Figure 2 This is a second structural diagram of the electrical architecture of the vehicle wire-controlled chassis provided in an embodiment of the present application. Specifically, Figure 2 As shown, the multiple communication buses include a first communication bus, such as a CAN communication bus, denoted by CAN1; the steering function control unit includes an intelligent driving system (IDS) and an electronic steering control unit (EPS). The IDS is the core component of the vehicle's autonomous driving and has the function of controlling the vehicle's autonomous driving. The EPS enables the motor to generate auxiliary force of corresponding magnitude and direction to achieve the vehicle's steering operation.

[0040] Both the intelligent driving control unit and the electronic steering control unit are connected to the first communication bus. The intelligent driving control unit IDS is the direct source of vehicle steering instructions and is used to provide vehicle steering instructions to the electronic steering control unit EPS. The intelligent driving control unit IDS and the electronic steering control unit EPS in this embodiment can communicate directly through the first communication bus CAN1. The communication link is short, ensuring real-time transmission and reliability of steering control instructions.

[0041] Continue to refer to Figure 2 , the multiple communication buses also include a second communication bus, for example, it can be a CAN communication bus, represented by CAN2; the braking function control unit includes an intelligent driving control unit IDS, a vehicle control unit (VCU) and a braking execution control unit, among which the vehicle control unit VCU is a key component of the vehicle, similar to the intelligent driving control unit IDS, and has the function of controlling the vehicle to perform automatic driving.

[0042] The intelligent driving control unit IDS is connected to the second communication bus, that is, the intelligent driving control unit jumps over the first communication bus CAN1 and the second communication bus CAN2, and the vehicle control unit VCU and the brake execution control unit are connected to the second communication bus. The intelligent driving control unit IDS and the vehicle control unit VCU can both send brake control instructions to the brake execution control unit, so that the brake execution control unit can realize brake control of the vehicle according to the instruction. Moreover, the intelligent driving control unit IDS and the vehicle control unit VCU can directly send instructions to the brake execution control unit through the second communication bus CAN2. The communication link is short, which ensures the real-time transmission and reliability of the brake control instructions.

[0043] Specifically, the brake execution control unit includes two brake execution-related controllers: an Electronic Park Brake (EPB) control unit and an Electronically Breaking System (EBS) control unit. The EPB and EBS have the same function and can both control vehicle braking. The EPB is connected to the second communication bus, while the EBS is connected to the first communication bus CAN1 and the second communication bus CAN2. This allows the two brake execution-related controllers to be located in different network segments, effectively preventing the complete failure of the brake system due to a single network failure and improving system safety. For example, if either CAN1 or CAN2 communication bus fails, the other communication bus can be used.

[0044] Optionally, the electronic parking control unit EPB may be connected to the first communication bus and the second communication bus, and the electronic brake control unit EBS may be connected to the second communication bus, which is not limited in the present application.

[0045] Continue to refer to Figure 2 , the multiple communication buses also include a third communication bus, for example, a CAN communication bus, represented by CAN3; the drive function control unit includes a vehicle control unit VCU and a motor control unit (MicrocontrollerUnit, MCU).

[0046] Among them, the vehicle control unit VCU is also connected to the third communication bus, that is, the vehicle control unit VCU jumps over the second communication bus CAN2 and the third communication bus CAN3, and the two driving control related controllers (vehicle control unit VCU and intelligent driving control unit IDS) are connected to the CAN2 network segment at the same time. When any one of the vehicle control unit VCU and the intelligent driving control unit IDS fails, it still has the ability to control the braking system (electronic brake control unit EBS, electronic parking control unit EPB).

[0047] The motor control unit MCU is connected to the third communication bus CAN3. The vehicle control unit VCU is the direct source of the vehicle's driving instructions. It can send driving control instructions to the motor control unit MCU through the third communication bus CAN3, so that the motor control unit MCU can realize the driving control of the vehicle according to the instructions. The motor control unit MCU and the vehicle control unit VCU are both connected to the third communication bus CAN3 and can communicate directly through CAN3 to ensure the real-time transmission and reliability of the driving control instructions.

[0048] The multiple communication buses also include a fourth communication bus, which can be a CAN communication bus, represented by CAN4. The control units of multiple vehicle functions also include a body control unit (Body Control Module, BCM). The body control unit is connected to the fourth communication bus CAN4 to receive body control instructions from the intelligent driving control unit IDS through the central gateway CGW to realize centralized management of body functions.

[0049] In one embodiment, if Figure 3 As shown, the electrical architecture of the present application also includes a low-voltage power supply system, which is used to power the control units of multiple vehicle functions in the electrical architecture. Specifically, the low-voltage power supply system includes a first low-voltage power supply unit and a second low-voltage power supply unit. The first low-voltage power supply unit and the second low-voltage power supply unit can each be composed of a 24V battery, and the output voltage of the first low-voltage power supply unit and the second low-voltage power supply unit are both 24V.

[0050] Among them, the intelligent driving control unit IDS is electrically connected to the first low-voltage power supply unit, the vehicle control unit VCU and the motor control unit MCU are electrically connected to the second low-voltage power supply unit, and different execution control units in the brake execution control unit are electrically connected to the first low-voltage power supply unit and the second low-voltage power supply unit respectively. For example, the electronic parking control unit EPB is electrically connected to the first low-voltage power supply unit, and the electronic braking control unit EBS is electrically connected to the second low-voltage power supply unit. This design can enhance the power supply reliability of the parking system and reduce the risk of power supply failure of the parking system; the electronic steering control unit EPS is electrically connected to the first low-voltage power supply unit and the second low-voltage power supply unit, and is powered by two low-voltage power supply units at the same time, further reducing the risk of power supply failure of the steering system.

[0051] In this embodiment, a first low-voltage power supply unit and a second low-voltage power supply unit are provided. When one low-voltage power supply unit fails, the other low-voltage power supply unit can be switched to ensure continuous and stable power supply to the electrical architecture of the vehicle's wire-controlled chassis, thereby realizing a redundant design of the power supply unit and improving the safety and reliability of the power supply unit.

[0052] In summary, this application provides an electrical architecture for a vehicle-by-wire chassis, which has the following advantages:

[0053] 1. The control units of the same vehicle function are connected on a communication bus, ensuring the real-time transmission and reliability of control commands. In addition, the control units of different vehicle functions are connected on different communication buses, which effectively disperses network traffic, reduces the overall network load rate, improves communication quality, and provides solid technical support for the intelligentization and networking of vehicles.

[0054] 2. It has two sets of low-voltage power supply units (the first low-voltage power supply unit and the second low-voltage power supply unit), which realizes the redundant design of the power supply unit, improves the safety and reliability of the power supply unit, and reduces the risk of power supply failure of the parking system and steering system.

[0055] 3. To meet the different design requirements of autonomous driving wire-controlled chassis, the network topology can be adjusted to adapt to different autonomous driving wire-controlled chassis design requirements.

[0056] Based on the electrical architecture of the vehicle-by-wire chassis provided in the above embodiments, the present application also provides a vehicle-by-wire chassis, including the electrical architecture of the vehicle-by-wire chassis provided in any of the above embodiments. The vehicle-by-wire chassis is designed based on the electrical architecture of the above-mentioned vehicle-by-wire chassis, which can ensure the real-time transmission and reliability of control instructions, disperse network traffic, reduce the overall network load rate, improve communication quality, and also improve the safety and reliability of the power supply system. According to different autonomous driving wire-controlled chassis design requirements, different autonomous driving solutions can be adapted by adjusting the network topology.

[0057] The present application also provides a vehicle, which may be, for example, an electric vehicle. The vehicle at least includes the vehicle-by-wire chassis described in the above embodiment. The vehicle can use the vehicle-by-wire chassis provided in the above embodiment to achieve corresponding functions.

[0058] The above are only specific embodiments of the present application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

Claims

1. An electrical architecture for a vehicle's wire-controlled chassis, characterized in that: include: A network topology, comprising: a central gateway, a control unit for a plurality of vehicle functions; The control units of the plurality of vehicle functions include at least: a steering function control unit, a braking function control unit, and a driving function control unit; The central gateway has multiple communication buses, wherein each control unit of a vehicle function is connected to at least one communication bus of the central gateway, and each control unit of different vehicle functions is connected to different communication buses of the central gateway; The plurality of communication buses include: a first communication bus; the steering function control unit includes: an intelligent driving control unit and an electronic steering control unit; Among them, the intelligent driving control unit and the electronic steering control unit are both connected to the first communication bus.

2. The electrical architecture according to claim 1, wherein: The plurality of communication buses further include: a second communication bus; the braking function control unit includes: the intelligent driving control unit, the vehicle control unit and the braking execution control unit; Among them, the intelligent driving control unit is connected to the second communication bus, and the vehicle control unit and the braking execution control unit are connected to the second communication bus.

3. The electrical architecture according to claim 2, wherein: The brake execution control unit includes: an electronic parking control unit and an electronic braking control unit, wherein the electronic parking control unit is connected to the second communication bus, and the electronic braking control unit is connected to the second communication bus and the first communication bus.

4. The electrical architecture according to claim 2, wherein: The multiple communication buses also include: a third communication bus; the driving function control unit includes: the vehicle control unit and the motor control unit; wherein, the vehicle control unit is also connected to the third communication bus, and the motor control unit is connected to the third communication bus.

5. The electrical architecture according to claim 1, wherein: The plurality of communication buses further include: a fourth communication bus; the control units of the plurality of vehicle functions further include: a body control unit, and the body control unit is connected to the fourth communication bus.

6. The electrical architecture according to claim 4, characterized in that: The electrical architecture also includes: a low-voltage power supply system, which includes: a first low-voltage power supply unit and a second low-voltage power supply unit, wherein the intelligent driving control unit is electrically connected to the first low-voltage power supply unit, the vehicle control unit and the motor control unit are electrically connected to the second low-voltage power supply unit, and different execution control units in the braking execution control unit are electrically connected to the first low-voltage power supply unit and the second low-voltage power supply unit respectively.

7. The electrical architecture according to claim 6, wherein: The electronic steering control unit is electrically connected to the first low-voltage power supply unit and the second low-voltage power supply unit.

8. A vehicle-by-wire chassis, characterized in that: include: The electrical architecture of the vehicle-by-wire chassis according to any one of claims 1 to 7 above.

9. A vehicle, characterized in that: At least: The vehicle-by-wire chassis as described in claim 8 above.

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