Vehicle electrical architecture and vehicle

Abstract

The utility model is suitable for the technical field of vehicles, and provides a vehicle electrical framework and a vehicle. The framework comprises an automatic driving controller, a first vehicle control unit, a second vehicle control unit, a first bus, a second bus, a brake steering system and a vehicle electric control system. The automatic driving controller is connected with the second vehicle control unit through a second bus, and the second vehicle control unit is connected with the first vehicle control unit and the brake steering system through the second bus, so that unmanned driving communication is realized; the first vehicle control unit is connected with a vehicle electric control system through a first bus, and communication related to normal driving is achieved. The two vehicle control units and the two buses are arranged, so that communication related to unmanned driving is separated from communication related to normal driving, the communication load on each bus is reduced, and the situations of data delay, data loss or communication performance reduction are reduced.

Description

TECHNICAL FIELD

[0001] The utility model belongs to vehicle technical field, concretely relates to a vehicle electrical architecture and vehicle. BACKGROUND

[0002] With the in-depth promotion of intelligent mine construction, the demand for unmanned mine cars is increasing, and intelligentization and unmanned operation have become the development trend of mine transportation field.

[0003] In the related art, the vehicle control unit (VCU) of most mine cars adopts controller area network (CAN) bus for communication, such as communication between the vehicle control unit and the autonomous driving control unit (ADCU) through the CAN bus. When the unmanned driving function is added on the basis of the mine car, the communication load between the autonomous driving control unit and the vehicle control unit increases, and the communication load on the CAN bus increases. If the frequency or data volume of data transmission is too large and exceeds the processing capacity of the CAN bus, it will cause problems such as data delay, loss or communication performance degradation, and cannot meet the demand for unmanned driving. SUMMARY

[0004] The utility model embodiment provides a kind of vehicle electrical architecture and vehicle, to solve the technical problem that the communication load between autonomous driving control unit and vehicle control unit increases, causes data delay, loss or communication performance degradation.

[0005] First, the utility model embodiment provides a kind of vehicle electrical architecture, including autonomous driving control unit, first vehicle control unit, second vehicle control unit, first bus, second bus, brake steering system and vehicle electric control system;

[0006] The autonomous driving control unit is connected with the second vehicle control unit by the second bus, and the second vehicle control unit is connected with the first vehicle control unit and the brake steering system by the second bus;

[0007] The first vehicle control unit is connected with the vehicle electric control system by the first bus.

[0008] The vehicle electrical architecture provided by the embodiment of the application is provided with two vehicle controllers and two buses, the autonomous driving controller is connected with the second vehicle controller through the second bus, the second vehicle controller is connected with the first vehicle controller and the brake and steering system through the second bus, the communication of unmanned driving is realized, the first vehicle controller is connected with the vehicle electrical control system through the first bus, the communication related to normal driving is realized, so that the communication related to unmanned driving and the communication related to normal driving are separated, the communication load on each bus is reduced, and the occurrence of data delay, loss or communication performance decline is reduced.

[0009] Optionally, the brake and steering system comprises an electronic brake system (EBS) and an electric power steering system (EPS), and the vehicle electrical control system comprises a motor controller (MCU), a transmission control unit (TCU), a thermal management system (TMS) and a battery management system (BMS), and an audible and visual system and a lifting system.

[0010] The first vehicle controller is further connected with the brake and steering system through the first bus.

[0011] The first vehicle controller is configured to control the brake and steering system when the vehicle is manually taken over, and the brake and steering system shields the instruction of the second vehicle controller.

[0012] In the embodiment, the electronic brake system and the electric power steering system can be directly controlled by the first vehicle controller when the vehicle is manually taken over, instead of being controlled by the second vehicle controller, so that the safety of the vehicle and the people in the vehicle is ensured, and the loss caused by unmanned driving out of control is reduced.

[0013] Optionally, the vehicle electrical architecture further comprises a telematics box (T-box) and an unmanned driving power distribution box.

[0014] The telematics box and the second vehicle controller are both connected with constant power.

[0015] The telematics box is connected with the second vehicle controller through the second bus, and the second vehicle controller is connected with the unmanned driving power distribution box through the second bus.

[0016] The unmanned driving power distribution box is connected with the first vehicle controller and the autonomous driving controller respectively.

[0017] In this embodiment, the remote information processing box and the second vehicle controller are both connected to the constant power supply, and the remote information processing box, the second vehicle controller and the unmanned power distribution box are connected through the second bus, and the unmanned power distribution box is connected with the first vehicle controller and the automatic driving controller respectively, so that the first vehicle controller and the automatic driving controller can be woken up, and the automatic start of the vehicle is realized. In addition, since the second vehicle controller is only responsible for unmanned related communication, when the vehicle is in sleep state, the power of the second vehicle controller is low, and the second vehicle controller is used to wake up the vehicle to realize the automatic start of the vehicle, which saves energy consumption.

[0018] Optionally, the vehicle electrical architecture further comprises a radar and a camera.

[0019] The automatic driving controller is connected with the radar and the camera through the second bus.

[0020] Here, the radar and the camera are connected with the automatic driving controller through the second bus, which is separated from the normal driving related communication based on the first bus, further reducing the communication load on the first bus, reducing the occurrence of data delay, loss or communication performance decline.

[0021] Optionally, the vehicle electrical architecture further comprises a battery.

[0022] The battery is connected with the unmanned power distribution box.

[0023] Optionally, the vehicle electrical architecture further comprises a chassis power distribution box.

[0024] The battery is connected with the chassis power distribution box.

[0025] The chassis power distribution box is connected with the first vehicle controller, the brake steering system and the vehicle electronic control system respectively.

[0026] Here, the battery is arranged to supply power to the unmanned power distribution box and the chassis power distribution box, so that the unmanned power distribution box and the chassis power distribution box respectively distribute power to the components in the vehicle connected thereto, and the power supply to the above components is realized.

[0027] Optionally, the vehicle electrical architecture further comprises a human-machine interaction unit (HMIU).

[0028] The human-machine interaction unit is connected with the automatic driving controller through a third bus.

[0029] Optionally, the first bus and the second bus are both controller area network buses.

[0030] Optionally, the vehicle electrical architecture further comprises a switch and an inertial navigation system.

[0031] The automatic driving controller is connected to the switch and the inertial navigation system respectively through a third bus.

[0032] In this embodiment, the automatic driving controller is connected to the man-machine interaction unit, the switch and the inertial navigation system respectively through a third bus, and the communication related to unmanned driving and the communication related to normal driving are separated, thereby reducing the communication load on each bus.

[0033] In a second aspect, the utility model provides a kind of vehicle, comprising the vehicle electrical architecture as any one of the first aspect.

[0034] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the specification. BRIEF DESCRIPTION OF DRAWINGS

[0035] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description. Obviously, the drawings in the following description are only some embodiments of the present application, and for those skilled in the art, other drawings can also be obtained without creative labor under the premise of these drawings.

[0036] Figure 1 It is a schematic diagram of CAN bus communication of vehicle controller in a vehicle;

[0037] Figure 2 It is a structural schematic diagram of vehicle electrical architecture provided by an embodiment of the present application;

[0038] Figure 3 It is a structural schematic diagram of vehicle electrical architecture provided by another embodiment of the present application;

[0039] Figure 4 It is a structural schematic diagram of vehicle electrical architecture provided by another embodiment of the present application.

[0040] Reference signs:

[0041] ADCU: automatic driving controller; VCU1: first vehicle controller; VCU2: second vehicle controller; VCU: vehicle controller; CAN1: first bus; CAN2: second bus; X1: brake steering system; X2: vehicle electronic control system; EBS: electronic brake system; EPS: electric power steering system; MCU: motor controller; TCU: gearbox controller; TMS: thermal management system; BMS: battery management system; P1: sound and light system; P2: lifting system; R1: radar; C1: camera; T-box: telematics box; PDB1: unmanned power distribution box; BA: battery; PDB2: chassis power distribution box; HMIU: human-machine interaction unit; TSN: third bus; J1: switch; G1: inertial navigation system; L1: power line. DETAILED DESCRIPTION

[0042] In order to make the technical problems, technical solutions and beneficial effects of the present application clearer, the present application will be further described in detail below with reference to the drawings and examples. It should be understood that the specific examples described herein are only used to explain the present application and do not limit the present application.

[0043] In the description of the present application, it should be pointed out that the terms "top end", "bottom end", "upper", "lower", "left", "right", "front", "rear", "inner", "outer" and the like indicate the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the position or element referred to must have a particular orientation, a particular configuration and operation, therefore it cannot be understood as a limitation on the present application.

[0044] In the related art, most of the vehicle controllers of the mine car use CAN bus for communication, such as the vehicle controller VCU, the automatic driving controller ADCU, the brake steering system X1 and the vehicle electronic control system X2 all communicate through the CAN bus, as shown in Figure 1 When the unmanned function is added to the mine car, the communication load between the automatic driving controller and the vehicle controller increases. If the frequency or data volume of data transmission is too large, it will exceed the processing capacity of the CAN bus, which will cause problems such as data delay, loss or communication performance degradation, and cannot meet the demand of unmanned driving.

[0045] For the idea of reducing the communication load on the bus, avoiding data delay, loss or communication performance decline, two vehicle controllers and two buses are arranged in the application, the autonomous driving controller is connected with the second vehicle controller through the second bus, the second vehicle controller is connected with the first vehicle controller and the brake steering system through the second bus, and the first vehicle controller is connected with the vehicle electronic control system through the first bus, so that the autonomous driving controller, the second vehicle controller and the brake steering system communicate through the second bus to realize the related communication of autonomous driving, the second vehicle controller, the first vehicle controller and the vehicle electronic control system communicate through the first bus to realize the related communication of normal driving, so as to separate the related communication of autonomous driving and the related communication of normal driving, reduce the communication load on each bus, and reduce the occurrence of data delay, loss or communication performance decline.

[0046] Among them, the above-mentioned normal driving related communication is vehicle electronic control related communication, including communication other than steering and braking, such as communication between the vehicle controller and the transmission controller, the battery management system and the lifting system, etc.

[0047] Figure 2 is a structural schematic diagram of a vehicle electrical architecture provided by an embodiment of the application. As shown in Figure 2 The vehicle electrical architecture in the embodiment includes an autonomous driving controller ADCU, a first vehicle controller VCU1, a second vehicle controller VCU2, a first bus CAN1, a second bus CAN2, a brake steering system X1 and a vehicle electronic control system X2.

[0048] Among them, the autonomous driving controller ADCU is connected with the second vehicle controller VCU2 through the second bus CAN2, and the second vehicle controller VCU2 is connected with the first vehicle controller VCU1 and the brake steering system X1 through the second bus CAN2. The first vehicle controller VCU1 is connected with the vehicle electronic control system X2 through the first bus CAN1. Optionally, the first bus CAN1 and the second bus CAN2 are both CAN buses.

[0049] In the embodiment, the autonomous driving controller ADCU, the second vehicle controller VCU2 and the brake steering system X1 communicate through the second bus CAN2 to realize the related communication of autonomous driving, and here, the related communication of autonomous driving includes the related communication of controlling the vehicle to travel. For example, after the autonomous driving controller ADCU perceives and decides and plans a path, it sends the instructions or information related to steering and braking to the second vehicle controller VCU2 through the second bus CAN2, and then the second vehicle controller VCU2 controls the brake steering system X1 based on the second bus CAN2 to realize the autonomous driving of the vehicle. In addition, the autonomous driving controller ADCU also sends instructions or information other than steering and braking to the second vehicle controller VCU2 through the second bus CAN2.

[0050] The second vehicle controller VCU2, the first vehicle controller VCU1 and the vehicle electrical control system X2 communicate through the first bus CAN1 to realize normal driving related communication. As described above, the normal driving related communication is vehicle electrical control related communication, including communication other than steering and control, such as communication with a gearbox controller, a battery management system and a lifting system. After the second vehicle controller VCU2 receives the vehicle electrical control related instructions or information sent by the automatic driving controller ADCU through the second bus CAN2, the second vehicle controller VCU2 sends the vehicle electrical control related instructions or information to the first vehicle controller VCU1 through the first bus CAN1, and then the first vehicle controller VCU1 controls the vehicle electrical control system X2 based on the first bus CAN1 to realize electrical control of the vehicle, and the vehicle electrical control system X2 includes a gearbox controller, a battery management system and a lifting system.

[0051] In this way, the present embodiment can separate the unmanned driving related communication and the normal driving related communication, so that the unmanned driving related communication is communicated through the second bus CAN2, and the normal driving related communication is communicated through the first bus CAN1, thereby reducing the communication load on each bus.

[0052] Optionally, the brake steering system X1 includes an electronic brake system and an electric power steering system, and the vehicle electrical control system X2 includes a motor controller, a gearbox controller, a thermal management system and a battery management system, as well as an audible and visual system and a lifting system. The audible and visual system includes a horn and a vehicle light, and the lifting system includes a hydraulic lifting system, etc., for lifting or lowering a cargo box.

[0053] The vehicle electrical architecture provided by the embodiments of the present application sets two vehicle controllers and two buses, the automatic driving controller is connected to the second vehicle controller through the second bus, the second vehicle controller is connected to the first vehicle controller and the brake steering system through the second bus to realize unmanned driving communication, and the first vehicle controller is connected to the vehicle electrical control system through the first bus to realize normal driving related communication, thereby separating the unmanned driving related communication and the normal driving related communication, reducing the communication load on each bus, and reducing the occurrence of data delay, loss or communication performance degradation.

[0054] In addition, in the embodiment, two vehicle controllers and two buses are arranged, the autonomous driving function can be used as an optional function, when the autonomous driving function is no longer needed, the second vehicle controller, the second bus and the components related to autonomous driving can be removed. Similarly, when the autonomous driving function is added to the base vehicle model, only the original vehicle controller in the vehicle is used as the first vehicle controller, and the second vehicle controller, the second bus and the components related to autonomous driving are added to realize the autonomous driving function. In this way, the autonomous driving function can be realized at a lower cost, and the existing vehicle model can be easily modified to provide more choices for users.

[0055] In some embodiments, referring to Figure 4 , the vehicle electrical architecture can further include a radar R1 and a camera C1, and the autonomous driving controller ADCU is connected with the radar R1 and the camera C1 through the second bus CAN2 respectively.

[0056] For example, the radar R1 and the camera C1 are environment perception sensors, and the two are connected through a video line (not shown in the figure). The radar R1 is used to detect static and dynamic obstacles around the vehicle, and to measure distance and speed. The camera C1 is used to identify lane lines, personnel, engineering machinery, mine boundary and traffic signs, etc. In the embodiment, the radar R1 and the camera C1 respectively send the measured data to the autonomous driving controller ADCU through the second bus CAN2, so that the autonomous driving controller ADCU can perceive and make decisions and plan a path.

[0057] In addition, the vehicle electrical architecture can further include an ultrasonic sensor and other environment perception sensors. The ultrasonic sensor is also connected with the autonomous driving controller ADCU through the second bus CAN2 to realize communication with the autonomous driving controller ADCU. The ultrasonic sensor is used to detect obstacles at a short distance.

[0058] In the embodiment, the radar R1 and the camera C1 are arranged to realize communication with the autonomous driving controller ADCU through the second bus CAN2, which is separate from the normal driving related communication based on the first bus CAN1, further reducing the communication load on the first bus CAN1, and reducing the occurrence of data delay, loss or communication performance degradation.

[0059] In the related art, the radar R1 and the camera C1 are still used for environment perception in the autonomous driving technology, which still has safety risks. In order to reduce the loss caused by the out-of-control of autonomous driving and improve safety, the first vehicle controller VCU1 is arranged to be connected with the brake steering system X1 through the first bus CAN1 to realize the control of the brake steering system X1 by the first vehicle controller VCU1.

[0060] Figure 3 is a structural schematic diagram of a vehicle electrical architecture provided by another embodiment of the present application. As shown inFigure 3 As shown, the vehicle electrical architecture in this embodiment includes: an autonomous driving controller ADCU, a first vehicle controller VCU1, a second vehicle controller VCU2, a first bus CAN1, a second bus CAN2, a brake steering system X1 and a vehicle electrical control system X2.

[0061] The autonomous driving controller ADCU is connected to the second vehicle controller VCU2 through the second bus CAN2, and the second vehicle controller VCU2 is connected to the first vehicle controller VCU1 and the brake steering system X1 through the second bus CAN2. The first vehicle controller VCU1 is connected to the vehicle electrical control system X2 through the first bus CAN1.

[0062] The first vehicle controller VCU1 is also connected to the brake steering system X1 through the first bus CAN1, and the first vehicle controller VCU1 is used to control the brake steering system X1 when the vehicle is manually taken over. The brake steering system X1 shields the instructions of the second vehicle controller VCU2.

[0063] For example, the autonomous driving controller ADCU senses and decides, and after path planning, sends the instructions or information related to steering and braking to the second vehicle controller VCU2 through the second bus CAN2, and then the second vehicle controller VCU2 controls the brake steering system X1 based on the second bus CAN2 to realize the unmanned driving of the vehicle. In addition, the autonomous driving controller ADCU also sends instructions or information other than steering and braking to the second vehicle controller VCU2 through the second bus CAN2.

[0064] The second vehicle controller VCU2, the first vehicle controller VCU1 and the vehicle electrical control system X2 communicate through the first bus CAN1 to realize the communication related to normal driving. After the second vehicle controller VCU2 receives the vehicle electrical control related instructions or information sent by the autonomous driving controller ADCU through the second bus CAN2, it sends the above vehicle electrical control related instructions or information to the first vehicle controller VCU1 through the first bus CAN1, and then the first vehicle controller VCU1 controls the vehicle electrical control system X2 based on the first bus CAN1 to realize the electrical control of the vehicle.

[0065] In this way, the embodiment can separate the communication related to unmanned driving and the communication related to normal driving, so that the communication related to unmanned driving is communicated through the second bus CAN2, and the communication related to normal driving is communicated through the first bus CAN1, thereby reducing the communication load on each bus.

[0066] For example, when the vehicle is out of control in the autonomous driving mode, or when the manual takeover is required, the manual takeover of the vehicle is needed. As described above, after the vehicle enters the autonomous driving mode, the electronic brake system and the electric power steering system included in the brake steering system X1 respond to the instructions of the second vehicle controller VCU2 based on the second bus CAN2. When the electronic brake system or the electric power steering system receives the instructions of the first vehicle controller VCU1 through the first bus CAN1, it indicates that the vehicle is manually taken over, and the driver may perform the operations such as the accelerator pedal stepping, the brake pedal stepping, or the steering wheel turning. At this time, the electronic brake system and the electric power steering system shield the instructions of the second vehicle controller VCU2, and no longer respond to the control of the second vehicle controller VCU2, but respond to the instructions of the first vehicle controller VCU1, and enter the normal driving mode with the driver.

[0067] Alternatively, the electronic brake system and the electric power steering system shield the instructions of the second vehicle controller VCU2 can be realized by rewriting the program, or by adding a relay to disconnect the electronic brake system and the electric power steering system from the second bus CAN2. For example, in the autonomous driving mode of the vehicle, when any one of the electronic brake system or the electric power steering system receives the instructions of the first vehicle controller VCU1 through the first bus CAN1, the electronic brake system and the electric power steering system shield the instructions of the second vehicle controller VCU2, or a relay is added between the electronic brake system and the second bus CAN2, and between the electric power steering system and the second bus CAN2, respectively. When any one of the electronic brake system or the electric power steering system receives the instructions of the first vehicle controller VCU1 through the first bus CAN1, the electronic brake system and the electric power steering system control the corresponding relay to be disconnected, respectively.

[0068] For example, after the electronic brake system and the electric power steering system shield the instructions of the second vehicle controller VCU2 and respond to the instructions of the first vehicle controller VCU1, if no instructions of the first vehicle controller VCU1 are received again within a preset time period, it indicates that the vehicle is no longer manually taken over at this time. At this time, the electronic brake system and the electric power steering system restore the communication with the second vehicle controller VCU2, and respond to the instructions of the second vehicle controller VCU2.

[0069] The specific implementation process and principles in the embodiment can be referred to the related description in the foregoing embodiments, which will not be described here again.

[0070] In the embodiment, the first vehicle controller VCU1 is further connected with the brake steering system X1 through the first bus CAN1, and the first vehicle controller VCU1 is used to control the electronic brake system and the electric power steering system when the vehicle is manually taken over, and the electronic brake system and the electric power steering system shield the instructions of the second vehicle controller VCU2. In this way, the electronic brake system and the electric power steering system can be directly controlled by the first vehicle controller VCU1 when the vehicle is manually taken over, instead of being controlled by the second vehicle controller VCU2, thereby ensuring the safety of the vehicle and the people in the vehicle and reducing the loss caused by the out-of-control unmanned driving.

[0071] In addition, the application further provides a telematics box and an unmanned power distribution box to realize automatic starting of the vehicle.

[0072] Figure 4 is a structural schematic diagram of a vehicle electrical architecture provided by another embodiment of the application. As shown in the figure, the vehicle electrical architecture in the embodiment includes an autonomous driving controller ADCU, a first vehicle controller VCU1, a second vehicle controller VCU2, a first bus CAN1, a second bus CAN2, a brake steering system X1, a vehicle electrical control system X2, a telematics box T-box, and an unmanned power distribution box PDB1. Figure 4

[0073] The autonomous driving controller ADCU is connected with the second vehicle controller VCU2 through the second bus CAN2, and the second vehicle controller VCU2 is connected with the first vehicle controller VCU1 and the brake steering system X1 through the second bus CAN2. The first vehicle controller VCU1 is connected with the vehicle electrical control system X2 through the first bus CAN1.

[0074] The first vehicle controller VCU1 is further connected with the brake steering system X1 through the first bus CAN1, and the first vehicle controller VCU1 is used to control the brake steering system X1 when the vehicle is manually taken over. The brake steering system X1 shields the instructions of the second vehicle controller VCU2.

[0075] The telematics box T-box and the second vehicle controller VCU2 are both connected with a constant power supply. The telematics box T-box is connected with the second vehicle controller VCU2 through the second bus CAN2, the second vehicle controller VCU2 is connected with the unmanned power distribution box PDB1 through the second bus CAN2, and the unmanned power distribution box PDB1 is connected with the first vehicle controller VCU1 and the autonomous driving controller ADCU respectively. For example, the unmanned power distribution box PDB1 is connected with the first vehicle controller VCU1 and the autonomous driving controller ADCU through a power supply line L1 respectively.

[0076] ​Optionally, the automatic driving controller ADCU, the second vehicle control unit VCU2 and the brake steering system X1 communicate through the second bus CAN2 to realize unmanned driving related communication. For example, after the automatic driving controller ADCU makes a decision and plans a path, the automatic driving controller ADCU sends steering and braking related instructions or information to the second vehicle control unit VCU2 through the second bus CAN2, and then the second vehicle control unit VCU2 controls the brake steering system X1 based on the second bus CAN2 to realize unmanned driving of the vehicle. In addition, the automatic driving controller ADCU also sends instructions or information other than steering and braking to the second vehicle control unit VCU2 through the second bus CAN2.

[0077] The second vehicle control unit VCU2, the first vehicle control unit VCU1 and the vehicle electronic control system X2 communicate through the first bus CAN1 to realize normal driving related communication. After the second vehicle control unit VCU2 receives the vehicle electronic control related instructions or information sent by the automatic driving controller ADCU through the second bus CAN2, the second vehicle control unit VCU2 sends the above vehicle electronic control related instructions or information to the first vehicle control unit VCU1 through the first bus CAN1, and then the first vehicle control unit VCU1 controls the vehicle electronic control system X2 based on the first bus CAN1 to realize electronic control of the vehicle.

[0078] In this way, the embodiment can separate unmanned driving related communication and normal driving related communication, so that unmanned driving related communication is communicated through the second bus CAN2, and normal driving related communication is communicated through the first bus CAN1, thereby reducing the communication load on each bus.

[0079] For example, the remote information processing box T-box and the second vehicle control unit VCU2 in the embodiment are connected to the constant power supply, for example, the remote information processing box T-box and the second vehicle control unit VCU2 can be powered by the vehicle-mounted storage battery.

[0080] When the vehicle is in sleep mode, the remote information processing platform sends a vehicle start instruction to the remote information processing box T-box, and after the remote information processing box T-box sends the vehicle start instruction to the second vehicle control unit VCU2 through the second bus CAN2, the second vehicle control unit VCU2 controls the key electric relay connected to the first vehicle control unit VCU1 and the automatic driving controller ADCU in the unmanned driving power distribution box PDB1 through the second bus CAN2. The unmanned driving power distribution box PDB1 supplies power to the first vehicle control unit VCU1 and the automatic driving controller ADCU to wake up the first vehicle control unit VCU1 and the automatic driving controller ADCU, and then realize automatic start of the vehicle.

[0081] It should be noted that in the embodiment, when the related components realize the power supply function, they are connected through the power supply line L1.

[0082] The specific implementation process and principles in this embodiment can refer to the related description in the foregoing embodiments, which will not be described here.

[0083] In this embodiment, the remote information processing box T-box and the second vehicle controller VCU2 are both connected to the constant power, and the remote information processing box T-box, the second vehicle controller VCU2 and the autonomous driving power distribution box PDB1 are connected through the second bus CAN2, and the autonomous driving power distribution box PDB1 is connected with the first vehicle controller VCU1 and the automatic driving controller ADCU respectively, so as to realize the wake-up of the first vehicle controller VCU1 and the automatic driving controller ADCU, and further realize the automatic start of the vehicle. In addition, since the second vehicle controller VCU2 is only responsible for the communication related to autonomous driving, when the vehicle is in sleep state, the power of the second vehicle controller is low, and the second vehicle controller VCU2 is used to wake up the vehicle to realize the automatic start of the vehicle, which is more energy-saving.

[0084] For example, the remote information processing box T-box can also be connected with the first vehicle controller VCU1 through the first bus CAN1. The remote information processing platform issues instructions such as switching the window and switching the air conditioner to the remote information processing box T-box, and after the remote information processing box T-box sends the instructions such as switching the window and switching the air conditioner to the first vehicle controller VCU1 through the first bus CAN1, the first vehicle controller VCU1 controls the window and the air conditioner through the first bus CAN1.

[0085] In some embodiments, referring to Figure 4 , the vehicle electrical architecture can further include a battery BA, the battery BA is connected with the autonomous driving power distribution box PDB1, for supplying power to the autonomous driving power distribution box PDB1, so that the autonomous driving power distribution box PDB1 can distribute the power input by the battery BA to other components in the vehicle connected with the autonomous driving power distribution box PDB1, to realize the power supply to the other components. For example, the battery BA is connected with the autonomous driving power distribution box PDB1 through the power line L1, the autonomous driving power distribution box PDB1 is also connected with the camera C1 and the radar R1 through the power line L1, for distributing power to the camera C1 and the radar R1, and is connected with the second vehicle controller VCU2 through the power line L1, so that the second vehicle controller VCU2 is connected with the battery BA through the autonomous driving power distribution box PDB1, to realize the connection of the constant power.

[0086] Optionally, the vehicle electrical architecture can further include a chassis power distribution box PDB2, and the battery BA is connected with the chassis power distribution box PDB2, and the chassis power distribution box PDB2 is connected with the first vehicle controller VCU1, the brake steering system X1 and the vehicle electronic control system X2 respectively. Among them, the battery BA is connected with the chassis power distribution box PDB2 through the power line L1.

[0087] In this embodiment, the battery BA is also used to supply power to the chassis power distribution box PDB2, so that the chassis power distribution box PDB2 can distribute the power input by the battery BA to other components in the vehicle connected to the chassis power distribution box PDB2, to realize power supply to the other components. For example, the chassis power distribution box PDB2 is also connected to the first vehicle controller VCU1, the brake steering system X1 and the vehicle electronic control system X2 through the power line L1, respectively, for supplying power to the first vehicle controller VCU1, the electronic brake system EBS and the electric power steering system EPS included in the brake steering system X1, the motor controller MCU, the transmission controller TCU, the thermal management system TMS, the battery management system BMS, the sound and light system P1 and the lifting system P2 included in the vehicle electronic control system X2. In addition, the battery BA is also connected to the telematics box T-box through the power line L1 to supply power to the telematics box T-box.

[0088] It should be noted that the chassis power distribution box PDB2 is connected to the first vehicle controller VCU1, so that when the vehicle is manually ignited, the key electric relay in the chassis power distribution box PDB2 is attracted, and the chassis power distribution box PDB2 supplies power to the first vehicle controller VCU1 to realize the wake-up of the first vehicle controller VCU1, and further realize the start of the vehicle.

[0089] In some embodiments, referring to Figure 4 , the vehicle electrical architecture can further include a human-machine interaction unit HMIU, and the human-machine interaction unit HMIU is connected to the autonomous driving controller ADCU through a third bus TSN to realize communication between the human-machine interaction unit HMIU and the autonomous driving controller ADCU.

[0090] For example, the third bus can be a Time-Sensitive Networking (TSN) bus, and relevant personnel can issue instructions to the autonomous driving controller ADCU through the human-machine interaction unit HMIU, or debug the vehicle through the human-machine interaction unit HMIU.

[0091] Optionally, the vehicle electrical architecture can further include a switch J1 and an inertial navigation system G1, and the autonomous driving controller ADCU is connected to the switch J1 and the inertial navigation system G1 through the third bus TSN to realize communication between the autonomous driving controller ADCU and the switch J1 and the inertial navigation system G1.

[0092] For example, the unmanned power distribution box PDB1 is also connected to the human-machine interaction unit HMIU, the switch J1 and the inertial navigation system G1 through the power line L1, for distributing power to the human-machine interaction unit HMIU, the switch J1 and the inertial navigation system G1.

[0093] In the embodiment, the automatic driving controller ADCU is connected with the human-machine interaction unit HMIU, the switch J1 and the inertial navigation system G1 through the third bus TSN respectively, and the unmanned driving related communication and the normal driving related communication are separated, so that the communication load on each bus is reduced.

[0094] An embodiment of the present application further provides a vehicle.

[0095] The vehicle electrical architecture can be the vehicle electrical architecture provided by any of the foregoing embodiments of the present application.

[0096] The specific implementation process and principle in the embodiment and the corresponding beneficial effects can refer to the related description in the foregoing embodiments, and will not be described here.

[0097] The above only describes the preferred embodiments of the utility model, and does not limit the utility model, and any modification, equivalent replacement and improvement made within the spirit and principle of the utility model should be included in the protection scope of the utility model.

Claims

1. A vehicle electrical architecture, characterized in that, The vehicle electrical architecture comprises an autonomous driving controller, a first vehicle controller, a second vehicle controller, a first bus, a second bus, a brake steering system and a vehicle electrical control system; The autonomous driving controller is connected to the second vehicle controller through the second bus, and the second vehicle controller is connected to the first vehicle controller and the brake steering system through the second bus; The first vehicle controller is connected to the vehicle electrical control system through the first bus.

2. The vehicle electrical architecture of claim 1, wherein, The brake steering system comprises an electronic brake system and an electric power steering system, and the vehicle electrical control system comprises a motor controller, a gearbox controller, a thermal management system and a battery management system, as well as an audible and visual system and a lifting system; The first vehicle controller is further connected to the brake steering system through the first bus; The first vehicle controller is configured to control the brake steering system when the vehicle is manually taken over, and the brake steering system shields the instruction of the second vehicle controller.

3. The vehicle electrical architecture of claim 1, wherein, The vehicle electrical architecture further comprises a telematics box and an unmanned power distribution box; The telematics box and the second vehicle controller are both connected to a constant power supply; The telematics box is connected to the second vehicle controller through the second bus, and the second vehicle controller is connected to the unmanned power distribution box through the second bus; The unmanned power distribution box is connected to the first vehicle controller and the autonomous driving controller respectively.

4. The vehicle electrical architecture of claim 1, wherein, The vehicle electrical architecture further comprises a radar and a camera; The autonomous driving controller is connected to the radar and the camera through the second bus respectively.

5. The vehicle electrical architecture of claim 3, wherein, The vehicle electrical architecture further comprises a battery; The battery is connected to the unmanned power distribution box.

6. The vehicle electrical architecture of claim 5, wherein, The vehicle electrical architecture further comprises a chassis power distribution box; The battery is connected to the chassis power distribution box; The chassis power distribution box is connected to the first vehicle controller, the brake steering system and the vehicle electrical control system respectively.

7. Vehicle electrical architecture according to any one of claims 1 to 6, characterized in that, The vehicle electrical architecture further comprises a human-computer interaction unit; The human-computer interaction unit is connected to the autonomous driving controller through a third bus.

8. Vehicle electrical architecture according to any one of claims 1 to 6, characterized in that The first bus and the second bus are both controller area network buses.

9. Vehicle electrical architecture according to any one of claims 1 to 6, characterized in that, The vehicle electrical architecture further comprises a switch and an inertial navigation system; The autonomous driving controller is connected to the switch and the inertial navigation system through a third bus respectively.

10. A vehicle characterized by comprising: The vehicle electrical architecture comprises the vehicle electrical architecture according to any one of claims 1 to 9.

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