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

Abstract

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

Description

Technical Field

[0001] This utility model relates to a multi-redundant electronic and electrical architecture suitable for pure electric intelligent driving commercial vehicles, belonging to the field of intelligent driving of commercial vehicles. Background Technology

[0002] In recent years, with the rapid development of intelligent electric vehicles, the safety requirements for the electronic and electrical architecture of intelligent driving electric vehicles have become increasingly stringent. For example, in scenarios involving assisted or autonomous driving, network or control system failures could have disastrous consequences. Redundancy design has become a crucial safety indicator for intelligent driving vehicles, enabling them to escape danger even when partial failures occur.

[0003] The existing network architecture uses a distributed architecture with the vehicle control unit (VCU) as the gateway (e.g.) Figure 1 It consists of power CAN, body CAN, chassis CAN, command and control CAN, proprietary CAN, and communication CAN. The communication rate is 500kbit / s for the power CAN and 250kbit / s for the other buses. The disadvantages are as follows:

[0004] (1) As the core node, the vehicle controller VCU will block the connection between the autonomous driving controller MDC and other controllers if there is a problem or power failure. The vehicle is prone to danger when driving intelligently or autonomously. (2) The network segment has a high load rate and poor real-time performance and scalability.

[0005] (3) The vehicle controller (VCU) acts as a gateway, which has limited forwarding capabilities and significant limitations. Utility Model Content

[0006] This invention optimizes and improves upon the problems of high network load, low reliability, and poor scalability in ordinary distributed network architectures. It divides the network into seven domains based on function and relevance, reducing the bus network load rate, enhancing scalability, and improving reliability. This can ultimately improve vehicle driving safety and the reliability of electrical systems.

[0007] This utility model is achieved through the following technical solution:

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

[0009] The powertrain bus includes components closely related to the vehicle's powertrain, including VDCU, VCU / EMS, (TCU), BMS, and TMS. The powertrain CAN is designed as an independent CAN network, unaffected by other network segments. The main network segment has BMS and ICU at both ends, with 120Ω terminating resistors. VDCU, ATS, TMS, SCU, and the four-in-one controller serve as child nodes. This network segment has a baud rate of 250Kbps and connects to GW for information exchange between various main network segments. The sub-network segment has VDCU and MCU at both ends, with 120Ω terminating resistors. TCU serves as a child node. This network segment emphasizes real-time communication and has a baud rate of 500Kbps.

[0010] The chassis bus includes all components related to the vehicle's driving, including the steering system, braking system, and chassis functional components, including the braking system of EBS and EPB, the steering system of EPS, and the suspension system of ECAS. The chassis components are set up as separate CAN networks, with VDCU and GW at both ends of the main network segment, equipped with 120Ω terminating resistors. EBS, EPB, EPS, and BBM are used as child nodes. The baud rate of this network segment is 250Kbps, and it is connected to GW for information exchange between various main network segments.

[0011] The external network bus contains components for communication between the vehicle and external devices. These are all commonly used products. The two ends of the main network segment are the wiring harness end and the GW, with a 120Ω terminating resistor. The T-BOX, vehicle terminal, and battery swapping terminal serve as sub-nodes. The baud rate of this network segment is 250Kbps. It is connected to the GW for information exchange between various main network segments.

[0012] The comfort bus includes components related to cockpit functionality, including the body controller, door controller, automatic air conditioning, and sunlight and rain sensors. The main network segment has the ICU and GW at both ends and is equipped with a 120Ω terminating resistor. The air conditioning, BCU, MSW, and RLS are sub-nodes that connect to the GW for information exchange between the various main network segments. The communication rate of this network segment is 250Kbps. The sub-network segment has the BCU and DCM at both ends and is used for the control of the vehicle door system.

[0013] The information bus contains intelligent driving-related components, including the ADU intelligent driving domain controller. The main network segment has VDCU and GW at both ends, with a 120Ω terminating resistor. The ADU acts as a child node. The baud rate of this network segment is 500Kbps. It is connected to the GW for information exchange between various main network segments.

[0014] The gateway connects to six main network segments: power CAN, chassis CAN, external network CAN, information CAN, comfort CAN, and diagnostic CAN. Its function is to forward information between the various network segments and enable cross-network segment communication.

[0015] This utility model has the following beneficial effects:

[0016] 1. The power CAN is the most important CAN network in the vehicle and is the foundation for the stable and safe operation of the vehicle. In order to ensure reliability, we designed it as an independent CAN network, which is not affected by other network segments.

[0017] 2. Private CAN processing was implemented for specific functional communication requirements, reducing bus load and improving bus reliability.

[0018] 3. An independent gateway distributed network topology is adopted to reduce bus load and enhance scalability. Furthermore, redundancy is implemented between the gateway and ADCU, ensuring that network communication of the ADU is not affected even if the core node VDCU fails. Attached Figure Description

[0019] Figure 1 Existing network architecture diagram;

[0020] Figure 2 Network architecture diagram of this utility model;

[0021] Figure 3 Power bus topology diagram;

[0022] Figure 4 Chassis bus topology diagram;

[0023] Figure 5 External network bus topology diagram;

[0024] Figure 6 Comfort bus topology diagram;

[0025] Figure 7 Information bus topology diagram. Detailed Implementation

[0026] This utility model's network architecture is a multi-redundant electronic and electrical architecture suitable for pure electric intelligent driving commercial vehicles (such as...). Figure 2 The vehicle is divided into 6 public CAN channels and 2 private CAN channels according to functional domains: powertrain CAN, chassis CAN, external network CAN, information CAN, comfort CAN, diagnostic CAN, engine and transmission private CAN, and door control private CAN. This reduces the load on the vehicle's bus network and enhances scalability. The entire electronic and electrical architecture is divided into domains, so a failure in a single controller or network will not affect the electronic and electrical functions of other domains, greatly increasing reliability. When the core node VDCU fails or loses power, the Autopilot Controller (ADU) can still communicate with other nodes through the gateway (GW), enabling the intelligent driving vehicle to escape danger even when some fault points occur.

[0027] While meeting the electrical configuration requirements of existing vehicle models, the network architecture, with its independent gateways unaffected by the number of forwarded packets, can accommodate further functional expansions and meet the needs of future vehicle configurations.

[0028] The powertrain bus includes various components closely related to the vehicle's powertrain, such as the VDCU, VCU / EMS, (TCU), BMS, and TMS. The powertrain CAN is the most important CAN network in the vehicle, forming the foundation for stable and safe operation. To ensure reliability, we designed it as an independent CAN network, unaffected by other network segments. (e.g.) Figure 3 The main network segment consists of BMS and ICU at both ends, each with a 120Ω terminating resistor. VDCU, ATS, TMS, SCU, and a four-in-one controller serve as child nodes. This segment has a baud rate of 250Kbps and connects to the GW for information exchange between the main network segments. The sub-network segment consists of VDCU and MCU at both ends, each with a 120Ω terminating resistor. TCU serves as a child node. This segment prioritizes real-time communication and has a baud rate of 500Kbps.

[0029] VDCU (Vehicle Domain Controller): Responsible for switching between autonomous and manual driving modes, and controlling various functions of the powertrain system. It receives manual control signals and intelligent driving control signals, and outputs power control commands to the lower-level drivetrain controller according to the drive-by-wire strategy and driving mode.

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

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

[0032] ATS (Air Cooling System): Intelligently manages the operation of the vehicle's cooling system. It receives status information from components such as the vehicle's motors and electronic controls, and controls the operation of the cooling system accordingly.

[0033] The four-in-one controller performs functions related to high-voltage power distribution for the entire vehicle. It receives vehicle status information and controls the operation of the air pump, oil pump, DC / DC converter, and other high-voltage systems.

[0034] MCU (Motor Controller): Controls the operation of the motor. It receives motor control commands, controls the drive motor to operate, and provides feedback on motor status information.

[0035] TCU (Transmission Control Unit): Controls the operation of the transmission. It receives transmission control commands, controls the transmission operation, and provides feedback on transmission status information.

[0036] SCU (Electronic Shift Module): The shift control mechanism for manual driving mode. It sends the gear position information of the lever to the bus.

[0037] The chassis bus includes all components related to vehicle operation, including functional chassis components such as the steering system and braking system, such as the braking system of EBS / EPB, the steering system of EPS, and the suspension system of ECAS. When implementing a drive-by-wire chassis, the braking and steering systems require more precise control and more frequent requests for status information and control commands. Therefore, these components are configured on a separate CAN network to reduce the impact of other CAN nodes, lower network load, and improve stability. (e.g.) Figure 4 The main network segment is connected to VDCU and GW at both ends, with 120Ω terminating resistors. EBS, EPB, EPS, and BBM serve as child nodes. The baud rate of this network segment is 250Kbps, and it is connected to the GW for information exchange between various main network segments.

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

[0039] EPB (Electronic Parking Brake System): An electronically controlled parking brake system. It receives vehicle status information and controls the parking brake system to operate; in drive-by mode, it performs the parking function.

[0040] EPS (Electric Power Steering): An electronic power steering system. It receives status information from the steering sensor and steer-by-wire commands to control the steering system.

[0041] The external network bus includes components that enable communication between the vehicle and external devices, all of which are universally applicable products. However, for data security reasons, these components, which interact with various data platforms, are separated out. (e.g.) Figure 5 The main network segment has a wiring harness and a GW at both ends, each with a 120Ω terminating resistor. T-BOX, vehicle-mounted terminal, and battery swapping terminal serve as sub-nodes. This network segment has a baud rate of 250Kbps and connects to the GW for information exchange between different main network segments.

[0042] T-BOX: A component of the vehicle-to-everything (V2X) system, responsible for communication with the external network. It communicates with the outside world via 4G signals to enable functions such as reading vehicle information from outside the vehicle.

[0043] Vehicle-mounted terminal: A vehicle-side component of the vehicle monitoring and management system. It uploads vehicle status information to the system.

[0044] Battery swapping terminal: An information exchange system between the battery swapping station and the vehicle. It receives status information from the battery management system, communicates with the battery swapping station, and completes the function of swapping the power battery.

[0045] The comfort bus includes functional components related to the cockpit, such as the body controller, door controller, automatic air conditioning, and sunlight / rain sensors. The main network segment connects to the ICU and GW at both ends, each with a 120Ω terminating resistor. The air conditioning, BCU, MSW, and RLS serve as child nodes, connecting to the GW for information exchange between the various main network segments. Due to the limited number of current vehicle functions, this bus communication rate is 250Kbps. (e.g.) Figure 6 The two ends of the subnet segment are BCU and DCM, which are used for the control of the vehicle door system.

[0046] BCU (Body Control Unit): An electronic control unit used to control the vehicle's electrical systems. It receives switch signals and drive-by-wire lighting commands to control functions such as lights, wipers, and horn.

[0047] DCM (Door Controller): A controller that controls the electrical functions of the door. It provides feedback on the door status and controls functions such as door opening and closing.

[0048] The information bus includes components related to intelligent driving, such as the ADU (Autonomous Driving Controller) and the intelligent driving domain controller. Since there are many intelligent driving-related components, and these components only participate in vehicle control in autonomous driving mode, a separate CAN network is allocated for these components. The main network segment has VDCU and GW at both ends, with 120Ω terminating resistors, and ADUs as child nodes. This network segment requires high real-time performance, with a baud rate of 500Kbps, and connects to the GW for information exchange between various main network segments (e.g., ...). Figure 7 ).

[0049] ADU (Autonomous Driving Domain Controller): Used for interaction between the intelligent driving system and the vehicle in autonomous driving mode. It receives vehicle status information, processes the data, and then sends control commands for functions such as driving, braking, steering, and lighting to the vehicle.

[0050] The gateway acts as a bridge for communication between different network segments, connecting five main network segments: power CAN, chassis CAN, external network CAN, information CAN, comfort CAN, and diagnostic CAN. Its function is to enable information forwarding between these network segments, facilitating cross-segment communication.

[0051] This utility model's network architecture uses a gateway as the main body for bus data exchange. Through functional division of sub-networks, the vehicle's power-related controllers are networked separately, and the bus communication rate is improved. By building each sub-network and increasing the communication rate of the power CAN and information CAN to 500kbit / s, the overall vehicle bus load rate can be effectively reduced, avoiding network communication interruptions, delays, or frame drops. Furthermore, even when the core node VDCU fails or loses power, the Autopilot Controller (ADU) can still communicate with other nodes through the gateway (GW), enabling the intelligent driving vehicle to escape danger even when partial faults occur. Through the above design, the goal of improving vehicle driving safety and the reliability of the electrical system can be achieved.

Claims

1. A multi-redundant electronic and electrical architecture suitable for pure electric intelligent driving commercial vehicles, characterized by: The vehicle is divided into 6 public CAN channels and 2 private CAN channels according to functional domains: power CAN, chassis CAN, external network CAN, information CAN, comfort CAN, diagnostic CAN, engine and transmission private CAN, and door control private CAN. The entire electronic and electrical architecture is divided according to domains. A single controller failure or network failure will not affect the electronic and electrical functions of other domains. When the core node VDCU fails or loses power, the autonomous driving controller ADU can still communicate with other nodes through the gateway GW. The powertrain bus includes components closely related to the vehicle's powertrain, including VDCU, VCU / EMS, TCU, BMS, and TMS. The powertrain CAN is designed as an independent CAN network, unaffected by other network segments. The main network segment has BMS and ICU at both ends, with 120Ω terminating resistors. VDCU, ATS, TMS, SCU, and the four-in-one controller serve as child nodes, connecting to GW for information exchange between various main network segments. The sub-network segment has VDCU and MCU at both ends, with 120Ω terminating resistors. TCU serves as a child node. This network segment emphasizes real-time communication. The chassis bus includes all components related to the vehicle's driving, including the steering system, braking system, and chassis functional components, including the braking system of EBS and EPB, the steering system of EPS, and the suspension system of ECAS. The chassis components are set up as separate CAN networks, with VDCU and GW at both ends of the main network segment, equipped with 120Ω terminating resistors. EBS, EPB, EPS, and BBM are used as child nodes. The chassis bus is connected to the GW for information exchange between the various main network segments. The external network bus contains components for communication between the vehicle and external devices. These are all commonly used products. The two ends of the main network segment are the wiring harness end and the GW, which are equipped with 120Ω terminating resistors. The T-BOX, vehicle terminal, and battery swapping terminal serve as sub-nodes. The external network bus is connected to the GW for information exchange between the various main network segments. The comfort bus includes components related to cockpit functionality, including the body controller, door controller, automatic air conditioning, and sunlight and rain sensors. The two ends of the main network segment are the ICU and GW, with 120Ω terminating resistors. The air conditioning, BCU, MSW, and RLS are used as sub-nodes, connected to the GW for information exchange between the main network segments. The two ends of the sub-network segment are the BCU and DCM, used for the control of the vehicle door system. The information bus contains intelligent driving-related components, including the ADU intelligent driving domain controller. The two ends of the main network segment are VDCU and GW, with a 120Ω terminating resistor. The ADU acts as a child node, and the information bus is connected to the GW for information exchange between various main network segments. The gateway connects to six main network segments: power CAN, chassis CAN, external network CAN, information CAN, comfort CAN, and diagnostic CAN. Its function is to forward information between the various network segments and enable cross-network segment communication.

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

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

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

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

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

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