Device for controlling the chassis of a highly-automated electric truck

Abstract

The invention relates to the field of automotive vehicles, and more particularly to devices for controlling the movement of highly-automated N3 category electric trucks, and even more particularly to an intelligent device for automatically controlling the driving of an electric truck. A device for controlling the chassis of a highly-automated N3 category electric truck comprises a top-level controller that permits exchange of data between systems such as a driver's seat system, an electric transmission system, an electronic braking system, an autopilot system, an electric traction system, a system of sensors, a power supply system, and a steering system, wherein data are processed by CAN buses. The invention allows both manual and fully autonomous control of a vehicle, including by continuous monitoring of all systems by means of the claimed device for automatically controlling the chassis of a vehicle.

Description

Description of the utility model Chassis control device of highly automated electric cargo vehicle Field of technology

[0001] The utility model relates to the automotive field, namely to devices for controlling the movement of highly automated electric freight vehicles of category N3, in particular, to an intelligent device for automatic control of driving of a freight electric vehicle. State of the art

[0002] The prior art discloses an intelligent control system for a vehicle autopilot (CN 205087004 U, B60K 20 / 00, published 16.03.2016), adopted as a prototype, and including a control computer, a PIC slot, a CAN card, a CAN bus, a steering system, a transmission control system, an accelerator control system and a brake control system, wherein the steering system, transmission control system, accelerator control system and brake control system are respectively connected to the control computer via the CAN bus.

[0003] The disadvantages of this technical solution are: • extremely low fault tolerance (in the event of failure of the upper-level controller (ULC), most signals and commands cease to be processed); • high cost of the electronic unit, due to its complex electronic architecture and a large number of inputs / outputs. Disclosure of the essence of the utility model

[0004] The technical task of the claimed technical solution is to develop a chassis control device for a highly automated electric freight vehicle of category N3.

[0005] The technical result of the claimed technical solution consists in providing the possibility of both manual and fully autonomous control of the vehicle, including through continuous monitoring of all systems by means of an automatic control device of the vehicle.

[0006] The claimed technical result is achieved using the claimed chassis control device of a highly automated electric freight vehicle of category N3, which includes a top-level controller (10) that ensures data exchange between systems, such as a driver's workstation system, including a dashboard (11), an on-board control computer (12), parking brake, door opening, low beam, and emergency lighting control buttons (1), an electric transmission system, including a standard controller (6), an automatic gearbox (7), an automatic gearbox selector (8), a steering sensor (9), and data processing via CAN buses, such as a main bus (41) containing an electronic braking system (5), including anti-lock braking system sensors (2), electronic braking system control buttons (3), a brake pedal (4), an on-board control computer bus (43),including an autopilot system comprising an on-board control computer (12), an engine control bus (44) comprising an electric traction system, a traction battery bus (45) comprising a battery management system, a sensor bus (48) comprising a sensor system comprising air suspension level sensors, a coolant temperature sensor (38), lock inputs, relay outputs, charging plug disconnect inputs (36), a compressor temperature sensor, an oil pressure sensor, hydraulic power steering pressure sensors (37), an external power supply bus (47) comprising a power supply system comprising a 220 V DC / AC voltage converter (30), two converters, voltage DC / AC 380 V (32, 34), voltage converter DC / DC 24 V (28), steering wheel bus (46) containing a steering system including a wheel angle sensor (25), steering column switches (26), steering device (27). Brief description of the drawings

[0007] Fig. 1 shows a diagram of the interaction of elements, where: 1 - Buttons for parking brake, door opening, low beam, emergency lighting; 2 - Anti-lock braking system (ABS) sensors; 3 - Electronic braking system (EBS) control buttons; 4 - Brake pedal; 5 - Electronic braking system (EBS); 6 - Standard controller (Body computer); 7 - Automatic transmission (AT); 8 - Automatic transmission selector; 9 - Steering sensor; 10 - KVU (upper level controller); 11 - Instrument panel; 12 - On-board control computer (OCC); 13 - Diagnostic connector; 14 - Engine; 15 - External software (SW) ODIN; 16 - Standard module Dana TM4; 17 - On-board charger (OBC); 18 - Charging plug lock and charging LEDs; 19 - Traction battery 1 (TAB 1); 20 - Traction battery 2 (TAB 2); 21 - Battery Management System (BMS); 22 - BMS screen; 23 - Main contactor; 24 - Pre-charge contactor; 25 - Wheel angle sensor; 26 - Steering column switches; 27 - Thruster; 28 - DC / DC voltage converter 24 V; 29 - Electric power steering pump (EPS); 30 - Voltage converter DC / AC 220 V; 31 - BKU Server; 32 - DCXAC pump voltage converter 380 V; 33 - Cooling system pump; 34 - DCXAC compressor voltage converter 380 V; 35 - Air compressor; 36 - Ignition control (inputs from the lock, outputs to the relay, input for disconnecting the charging plug); 37 - Pneumatics (pressure sensors, compressor temperature sensor, oil pressure sensor); 38 - Indication (air suspension level and coolant temperature sensors); 39 - Power steering pressure sensors; 40 - Gas pedal; 41 - Main bus; 42 - Instrument bus; 43 - Engine control bus (debugging bus CAN TM4); 44 - BKU bus; 45 - TAB tire; 46 - Steering wheel tire; 47 - External power supply bus (VIP); 48 - Sensor bus (digital and analog I / O components). Implementation of a utility model

[0008] The chassis control unit of the highly automated electric cargo vehicle of category N3 includes eleven different data transmission buses, a control unit, a standard controller (body computer, which is a standard controller Iveco Strallis AD160S27Y / PSCNG), solutions in the field of the braking system, providing an optimal mode of regenerative braking, modular control architecture, maximum level of information content and control of all vehicle systems by means of an automatic motion control system (ASUD), full integration of standard chassis systems into the ASUD.

[0009] The chassis control unit is the main control element for vehicle (TS) systems at the chassis level.

[0010] The main chassis control devices are: - top-level controller (TLC) (TTControl module, model HY-TTC 500); - body computer (standard controller Iveco Strallis AD160S27Y / PSCNG). [OOP] The chassis control system performs the following functions: - receiving control commands from the vehicle driver and the automated control system; - reception / transmission of information signals from vehicle equipment to inform the vehicle driver and the automated control system; - coordination and management of the work of executive units.

[0012] The exchange of digital information between the electronic equipment of the vehicle is carried out via the CAN bus using the J1939 protocol.

[0013] The KVU and the standard controller (body computer) are also network gateways between CAN buses, which allows diagnosing errors, exchanging data, receiving information from sensors and issuing control commands between different CAN buses. The modular structure of the control device ensures high fault tolerance.

[0014] Fig. 1 shows a diagram of the interaction of elements.

[0015] The module used as the control unit is the TTControl module, model HY-TTC 500.

[0016] The HY-TTC 500 module has a sufficient number of I / O channels, at least 6 CAN buses and is certified according to ISO 26262-2018 with ASIL C.

[0017] The diagram of the interaction of elements shows that the main components of all vehicle systems are connected to the KVU using CAN information buses and digital inputs / outputs.

[0018] Most CAN data buses have a baud rate of 250 Kbaud, and this classifies them as high-speed CAN data buses.

[0019] The following CAN data buses have a transmission rate of 250 Kbaud: — Tire T AB CANO BMS; — Main bus CAN1 Main; — BKU bus CAN2 BKU; — Engine control bus CAN3 TM4; — CAN5 instrument bus; — Steering wheel bus CAN6.

[0020] The following CAN data bus has a baud rate of Kbaud: — VIP CAN4 bus.

[0021] The car also has a low-speed CAN 62.5 Kbaud: — Bus of the standard CAN controller VSV.

[0022] Engine control bus: — CAN TM4 ODIN.

[0023] The TAB CAN0 bus includes the following devices: — KVU; — BZU; — Battery Management System (BMS); — Diagnostic connector.

[0024] The main CAN1 bus includes the following devices: — KVU; — Steering Angle Sensor (SAS); — Electronic braking control system (EBS); — Electronically controlled pneumatic system (EC AS); — Transmission Control Module (TCM); — Instrument panel; — Diagnostic connector.

[0025] The CAN2 bus includes the following devices: — KVU; — Diagnostic connector; — BKU.

[0026] The CAN3 TM4 engine control bus includes the following devices: — KVU; — Engine control module (MCU); — Diagnostic connector.

[0027] CAN4 VIP includes the following devices: — KVU; — DC-AC (380V) compressor; — DC-AC (380V) cooling pump; — DC-DC (24V); — DC-AC (220V); — Power steering pump; — Diagnostic connector.

[0028] CAN5 Devices includes the following devices: — KVU; — Diagnostic connector; — Instrument panel; — Body computer (BC).

[0029] CAN6 Steering wheel includes the following devices: — KVU; — Wheel angle sensor; — Thruster (TH) STV-02; — Steering Wheel Interface (SWI); — Diagnostic connector.

[0030] The KVU controls and manages all systems of the truck - the electric traction system, the braking system, the steering system, the power supply system, the cooling system, the lighting system.

[0031] For example, the KVU receives a signal about the excess temperature of the electric motor in the electric traction system and turns on the fans of the main cooling system, or when the brake pedal is pressed, the KVU receives a message from the brake system of the EBS, converts it, and sends it to the rear frame computer of the lighting system.

[0032] The chassis control system is designed in such a way that it is possible to control the vehicle both with the help of the driver and completely autonomously. In the event of an emergency during autonomous control of the vehicle, the driver has the ability to take over control, since the priority of commands remains with the person.

[0033] In autonomous control, vehicle movement control signals are sent from the BCU to the KVU, then the KVU exchanges with actuators, such as the Dana TM4 module, EBS, and others. The only difference between autonomous and manual control is that in manual control of vehicle movement, the KVU receives signals from the driver-operator via digital inputs / outputs, and not from the BCU.

[0034] The lighting system is controlled via the CAN bus from devices or discrete signals from buttons and switches. Signals are sent to the BC about turning on the lighting (for example, brake light, reverse, etc.). Then the BC sends messages to the actuators

[0035] The KVU interacts with the TAB control device via the TAB bus. The TAB control device controls the operation of a complex battery system consisting of several TABs, ensuring their dynamic connection for charging and operation on the load, and also calculates and transmits information about the battery system state to the upper-level system. The KVU also receives information about the power supply system state via the VIP CAN bus.

[0036] The KVU sends commands to turn on the pump when the traction electric motor is started and when the vehicle charging port is connected to the EVSE charging station to charge the TAB.

[0037] The ASUD can control engine torque and gear shifting (including neutral) via the CAN interface.

[0038] The braking system also interacts with the KVU, manual control duplication is provided, and the parking brake is activated by means of the ASUD. Speed ​​sensors installed on the vehicle wheels for the active ABS function constantly transmit current wheel speed data to the upper-level controller. Various brake control functions are provided that detect any deviations from normal driving conditions and intervene in the control process when a danger arises. In addition to improving safety, there are also special functions that optimize vehicle control and reduce brake pad wear. The EBS system distributes efforts for the most energy-efficient regenerative braking without reducing the safety level of the vehicle.

[0039] The ASUD allows you to control the steering system, ensuring the turn and maintaining the direction of movement specified by the driver or the ASUD module. Thus, the vehicle has two driving control modes - manual and automatic.

[0040] The ASUD integrates the components of the original chassis into the upper-level control system. In general, the ASUD receives full information about the state of the vehicle, including the parameters going beyond the permissible limits, and corrects them if necessary, leaving the driver with control priority.

Claims

Utility model formula A chassis control device for a highly automated electric freight vehicle of category N3, comprising a high-level controller (10) that ensures data exchange between systems such as a driver's workplace system comprising a dashboard (11), an on-board control computer (12), parking brake, door opening, low beam, and emergency lighting (1) buttons, an electric transmission system comprising a standard controller (6), an automatic gearbox (7), an automatic gearbox selector (8), a steering sensor (9), and data processing via CAN buses such as a main bus (41) containing an electronic braking system (5) comprising anti-lock braking system sensors (2), electronic locking system control buttons (3), a brake pedal (4), an on-board control computer bus (43) comprising an autopilot system comprising an on-board control computer (12),an engine control bus (44) containing an electric traction system, a traction battery bus (45) containing a battery management system, a sensor bus (48) containing a sensor system including air suspension level sensors, a coolant temperature sensor (38), lock inputs, relay outputs, charging plug disconnect inputs (36), a compressor temperature sensor, an oil pressure sensor, hydraulic power steering pressure sensors (37), an external power source bus (47) containing a power supply system including a 220 V DC / AC voltage converter (30), two 380 V DC / AC voltage converters (32, 34), a 24 V DC / DC voltage converter (28), a steering wheel bus (46) containing a steering system including a wheel angle sensor (25), steering column switches (26), a steering device (27).,

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