Chassis control system network architecture based on vehicle control unit and heavy truck

Abstract

The chassis control system network architecture based on the vehicle control unit comprises the vehicle control unit VCU, the vehicle control unit VCU is connected with a power source system to form an E network segment, the vehicle control unit VCU is connected with an auxiliary power system to form a P network segment, and the vehicle control unit VCU is connected with an intelligent driving system to form a T network segment; through the multi-network-segment architecture scheme of the VCU, power, chassis and auxiliary driving cross-network-segment centralized decision making and coordinated control are achieved, the requirements of heavy truck users for vehicle power, economy, smooth gear shifting and oil saving are met, and the L2-level high-order auxiliary driving requirement is conveniently expanded.

Description

Technical Field

[0001] This utility model relates to the field of commercial vehicle technology, and in particular to a chassis control system network architecture based on a vehicle controller and a heavy-duty truck. Background Technology

[0002] Heavy-duty trucks use independent control units (ECUs) for major components of their power chassis systems, such as engines and transmissions. These ECUs interact with each other via an information bus. However, due to the limitations of each system's proprietary functions, they cannot fully understand the functions that the whole vehicle needs to achieve and thus cannot reach the expected goals.

[0003] The development of commercial vehicle technology now requires more than just basic vehicle functions; it demands higher performance from the entire vehicle, such as power, economy, smooth shifting, and braking. Traditional powertrain chassis architectures can no longer meet the requirements of better coordinating and controlling the various system assemblies to achieve optimal vehicle performance. It is necessary to develop a vehicle control system on top of each system assembly for unified scheduling and control.

[0004] However, the traditional powertrain chassis control system network architecture cannot resolve the contradiction between the diverse powertrains and the unified management of vehicle power, economy, and braking performance. Moreover, with technological advancements and increasing demands for intelligence, a highly unified vehicle arbitration mechanism is required. This demand has given rise to powertrain chassis control systems based on the vehicle controller. Utility Model Content

[0005] The purpose of this invention is to address the shortcomings of existing technologies by providing a chassis control system network architecture and heavy-duty truck based on a vehicle controller.

[0006] This utility model is achieved using the following technical solution:

[0007] A chassis control system network architecture based on a vehicle controller includes a vehicle controller (VCU). The VCU is connected to a power source system to form an E-segment, the VCU is connected to an auxiliary power system to form a P-segment, and the VCU is connected to an intelligent driving system to form a T-segment.

[0008] Preferably, the auxiliary power system includes a transmission TCU, anti-lock braking system (ABS), electronic braking system (EBS), adaptive cruise control (ACC), pre-emergency braking system (AEBS), retarder RCU, electronic stability program (ESP), energy management system (GM), and clutch control unit (CCU).

[0009] Preferably, the power source system includes an engine ECU, a push-button start system PSU, a motor controller MCU, a keyless entry and start system PEPS, and an engine immobilizer system IMMO.

[0010] Preferably, the intelligent driving system includes Lane Keeping Assist (LKA), Forward Collision Assist (FR), Driver Assistance Systems (ADAS), and Electronic Power Steering (EHPS).

[0011] Preferably, the vehicle control unit (VCU) includes a torque demand processing module, a gear demand processing module, and a braking demand processing module, all of which are connected to the power source system, the power assist system, and the intelligent driving system.

[0012] Preferably, the torque demand processing module includes a torque calculation module and a torque arbitration module, the gear demand processing module includes a gear calculation module and a gear arbitration module, and the braking demand processing module includes a braking calculation module and a braking arbitration module. The torque calculation module and torque arbitration module, the gear calculation module and gear arbitration module, and the braking calculation module and braking arbitration module are all connected to the power source system, the power assist system, and the intelligent driving system.

[0013] A heavy-duty truck includes a chassis control system network architecture based on a vehicle controller as described in any of the above.

[0014] Compared with the prior art, the present invention has the following beneficial technical effects:

[0015] By adopting a multi-segment architecture scheme of the vehicle controller (VCU), centralized decision-making and coordinated control of power, chassis, and assisted driving across network segments are realized, which meets the needs of heavy truck users for vehicle power, economy, smooth shifting and fuel saving, and facilitates the expansion of L2-level advanced assisted driving needs. Attached Figure Description

[0016] Figure 1 This is a structural diagram of the present utility model;

[0017] Figure 2 This is a schematic diagram of the functional output of the vehicle control unit (VCU) in this utility model.

[0018] Figure Labels

[0019] 10. Vehicle Control Unit (VCU); 11. Torque Demand Processing Module; 111. Torque Calculation Module; 112. Torque Arbitration Module; 12. Gear Demand Processing Module; 121. Gear Calculation Module; 122. Gear Arbitration Module; 13. Braking Demand Processing Module; 131. Braking Calculation Module; 132. Braking Arbitration Module; 20. Power Source System; 21. Engine ECU; 22. Push-Button Start System (PSU); 23. Motor Controller (MCU); 24. Keyless Entry and Start System (PEPS); 25. Engine Immobilizer 30. IMMO (Integrated Mobility Management) system; 31. Powertrain Assist System; 32. Transmission Control Unit (TCU); 33. Anti-lock Braking System (ABS); 34. Electronic Braking System (EBS); 35. Adaptive Cruise Control (ACC); 36. Advanced Emergency Braking System (AEBS); 37. Retarder Control Unit (RCU); 38. Electronic Stability Program (ESP); 39. Power Management System (GM); 40. Clutch Control Unit (CCU); 41. Intelligent Driving System; 42. Lane Keeping Assist (LKA); 43. Forward Collision Prevention (FR); 44. Advanced Driver Assistance Systems (ADAS); 45. Electric Power Steering (EHPS). Detailed Implementation

[0020] To enable those skilled in the art to better understand the technical solutions of this utility model, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of this utility model.

[0021] Example 1

[0022] like Figure 1 As shown, a chassis control system network architecture based on a vehicle controller includes a vehicle controller VCU10. The vehicle controller VCU10 is connected to the power source system 20 to form an E network segment, the vehicle controller VCU10 is connected to the auxiliary power system 30 to form a P network segment, and the vehicle controller VCU10 is connected to the intelligent driving system 40 to form a T network segment.

[0023] The vehicle controller VCU10 coordinates the three network segments, separating the power source system 20, auxiliary power system 30, and intelligent driving system 40. It also integrates gateway functions and combines the J1939 standard protocol to achieve unified control and centralized arbitration of the interfaces of each system.

[0024] Cross-network segment information exchange is uniformly routed and processed by the vehicle controller VCU10. Cross-network segment collaborative control requests are uniformly arbitrated and processed by the vehicle controller VCU10 after receiving the requests. For example, the information exchange between nodes in the P network segment and the T network segment and the engine ECU21 is uniformly routed by the vehicle controller VCU10. The control requests and requests of nodes in the P network segment and the T network segment to the engine ECU21 are uniformly arbitrated and processed by the vehicle controller VCU10 according to the vehicle requirements. The interaction between the P network segment and the T network segment, and the control requests of the T network segment to the P network segment system, are all sent to the target node after being uniformly arbitrated and processed by the vehicle controller VCU10.

[0025] The auxiliary power system 30 includes the transmission TCU 31, anti-lock braking system ABS 32, electronic braking system EBS 33, adaptive cruise control ACC 34, pre-emergency braking system AEBS 35, retarder RCU 36, electronic stability program ESP 37, energy management system GM 38, and clutch control unit CCU 39.

[0026] The power source system 20 includes an engine ECU 21, a one-button start system PSU 22, a motor controller MCU 23, a keyless entry and start system PEPS 24, and an engine immobilizer system IMMO 25.

[0027] The intelligent driving system 40 includes lane keeping assist (LKA) 41, forward collision avoidance (FR) 42, driver assistance system (ADAS) 43, and electric power steering (EHPS) 44.

[0028] The vehicle controller VCU10 includes a torque demand processing module 11, a gear demand processing module 12, and a braking demand processing module 13. All three modules are connected to the power source system 20, the auxiliary power system 30, and the intelligent driving system 40.

[0029] The torque demand processing module 11 includes a torque calculation module 111 and a torque arbitration module 112; the gear demand processing module 12 includes a gear calculation module 121 and a gear arbitration module 122; and the braking demand processing module 13 includes a braking calculation module 131 and a braking arbitration module 132. The torque calculation module 111 and torque arbitration module 112, the gear calculation module 121 and gear arbitration module 122, and the braking calculation module 131 and braking arbitration module 132 are all connected to the power source system 20, the auxiliary power system 30, and the intelligent driving system 40.

[0030] like Figure 2As shown, the vehicle controller VCU10 is responsible for handling all related functions of the torque demand processing module 11, including driver accelerator pedal demand, internal torque demand such as cruise torque demand, and external torque demand including auxiliary power system 30 demand such as torque control during gear shifting, EBS braking torque control, ACC, AEBS torque requests, and torque demand of the intelligent driving system 40, as well as other torque control demands of the vehicle other than the engine; the vehicle controller VCU10 is responsible for handling all related functions of the gear demand processing module 12, including driver gear shifting demand, internal gear demand such as gear demand calculated based on vehicle speed and other states, and intelligent driving gear demand; the vehicle controller VCU10 is responsible for handling all related functions of the braking demand processing module 13, including driver brake pedal demand, internal braking demand such as braking demand for stable speed and vehicle speed, and external demand such as braking demand for intelligent driving; the vehicle controller VCU10 receives relevant demands through a standard interface, and then, in combination with vehicle status and performance requirements, sends instructions to relevant execution nodes through a certain torque control strategy and algorithm to achieve the vehicle's performance requirements such as power, economy, and shifting smoothness.

[0031] Example 2

[0032] A heavy-duty truck, including any of the above-mentioned chassis control system network architectures based on a vehicle controller.

Claims

1. A chassis control system network architecture based on a vehicle controller, characterized in that, It includes a vehicle controller (VCU) (10), which is connected to the power source system (20) to form an E network segment, the vehicle controller (VCU) (10) is connected to the auxiliary power system (30) to form a P network segment, and the vehicle controller (VCU) (10) is connected to the intelligent driving system (40) to form a T network segment.

2. The chassis control system network architecture based on the vehicle controller according to claim 1, characterized in that, The auxiliary power system (30) includes a transmission TCU (31), anti-lock braking system (ABS) (32), electronic braking system (EBS) (33), adaptive cruise control (ACC) (34), pre-emergency braking system (AEBS) (35), retarder RCU (36), electronic stability system (ESP) (37), energy management system (GM) (38), and clutch control unit (CCU) (39).

3. The chassis control system network architecture based on the vehicle controller according to claim 1, characterized in that, The power source system (20) includes an engine ECU (21), a one-button start system PSU (22), a motor controller MCU (23), a keyless entry and start system PEPS (24), and an engine anti-theft lock system IMMO (25).

4. The chassis control system network architecture based on the vehicle controller according to claim 1, characterized in that, The intelligent driving system (40) includes lane keeping assist (LKA) (41), forward collision avoidance (FR) (42), driver assistance (ADAS) (43), and electric power steering (EHPS) (44).

5. The chassis control system network architecture based on the vehicle controller according to claim 1, characterized in that, The vehicle controller (VCU) (10) includes a torque demand processing module (11), a gear demand processing module (12), and a braking demand processing module (13), which are all connected to the power source system (20), the auxiliary power system (30), and the intelligent driving system (40).

6. The chassis control system network architecture based on the vehicle controller according to claim 5, characterized in that, The torque demand processing module (11) includes a torque calculation module (111) and a torque arbitration module (112), the gear demand processing module (12) includes a gear calculation module (121) and a gear arbitration module (122), and the braking demand processing module (13) includes a braking calculation module (131) and a braking arbitration module (132). The torque calculation module (111) and torque arbitration module (112), the gear calculation module (121) and gear arbitration module (122), and the braking calculation module (131) and braking arbitration module (132) are all connected to the power source system (20), the auxiliary power system (30), and the intelligent driving system (40).

7. A heavy-duty truck, characterized in that, Includes the chassis control system network architecture based on the vehicle controller as described in any one of claims 1-6.

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