CN114954306B - Modularized electronic and electric framework of commercial vehicle - Google Patents
Modularized electronic and electric framework of commercial vehicle Download PDFInfo
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- CN114954306B CN114954306B CN202210800815.2A CN202210800815A CN114954306B CN 114954306 B CN114954306 B CN 114954306B CN 202210800815 A CN202210800815 A CN 202210800815A CN 114954306 B CN114954306 B CN 114954306B
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Abstract
The embodiment of the application provides a modularization electron electric framework of commercial car, includes: the chassis area is provided with a power control unit and a chassis control unit; the vehicle body area is provided with an infotainment unit and a vehicle body control unit; the loading domain is provided with a loading control unit; the central gateway is provided with an in-vehicle communication module and is respectively connected with the chassis domain, the vehicle body domain and the upper installation domain through a vehicle-mounted Ethernet; the bus system is respectively connected with the chassis domain, the vehicle body domain and the loading domain; the chassis power distribution unit is used for carrying out information interaction with the chassis domain through a bus system and managing power distribution of the chassis domain; the vehicle body power distribution unit is used for carrying out information interaction with the chassis domain through a bus system and managing power distribution of the vehicle body domain; and the upper assembly power distribution unit is used for carrying out information interaction with the chassis domain through a bus system and managing power distribution of the upper assembly domain.
Description
Technical Field
The application relates to the technical field of automotive electronics, in particular to a modularized electronic and electric framework of a commercial vehicle.
Background
The design of an electronic electrical framework is an extremely important part in the whole vehicle development process, particularly along with the development of vehicle intelligentization and networking trends, functions on a vehicle are more and more complicated, various controllers, actuators and sensors are more and more, and the existing distributed electronic electrical framework cannot meet the new requirements of human-vehicle interaction, intelligent driving and internet of everything interconnection under the current situation.
At present, the automobile industry has common consensus on the trend of Electronic electrical architecture conversion from distributed to domain centralized, future architecture design will further improve the integration level of an Electronic Control Unit (ECU), and in the current mainstream vehicle Electronic electrical architecture, all information interaction is generally transmitted through a central gateway, and once a wiring harness fault or a communication fault occurs, the vehicle driving safety is damaged.
Disclosure of Invention
The embodiment of the application provides a modularization electron electric framework of commercial car, includes:
a chassis domain provided with a power control unit operable to control a vehicle powertrain and a chassis control unit operable to control chassis functions;
a body domain provided with an infotainment unit operable to control a body entertainment system and a body control unit operable to control body functions;
a loading area provided with a loading control unit which can be used for controlling the loading function;
the central gateway is provided with an in-vehicle communication module, the in-vehicle communication module is respectively connected with the chassis domain, the vehicle body domain and the loading domain through a vehicle-mounted Ethernet, and the chassis domain, the vehicle body domain and the loading domain can perform information interaction through the in-vehicle communication module to form a first communication link;
the chassis domain, the vehicle body domain and the loading domain can perform information interaction through the bus system to form a second communication link;
the chassis power distribution unit is connected with the bus system, can perform information interaction with the chassis domain through the bus system and manages power distribution of the chassis domain;
the vehicle body power distribution unit is connected with the bus system, and can perform information interaction with the chassis domain through the bus system and manage power distribution of the vehicle body domain;
the upper assembly power distribution unit is connected with the bus system, and can perform information interaction with the chassis domain through the bus system and manage power distribution of the upper assembly domain;
the chassis domain, the vehicle body domain and the loading domain perform information interaction through a two-way communication method according to the first communication link and the second communication link; the method specifically comprises the following steps:
the body domain and the loading domain correspondingly send a first body domain signal and a first loading domain signal to the chassis domain periodically through the first communication link;
the chassis domain broadcasts first fault information through the second communication link in response to not receiving the first body domain signal and the first loading domain signal through the first communication link within a preset period;
the body domain and the load domain transmit the first body domain signal and the first load domain signal over the second communication link in response to receiving the first fault information over the second communication link;
and,
the body domain and the loading domain correspondingly send a second body domain signal and a second loading domain signal to the chassis domain periodically through the second communication link;
the chassis domain broadcasting second fault information over the first communication link in response to not receiving the second body domain signal and the second upload domain signal over the second communication link within a preset period;
the body area and the upper loading area transmit the second body area signal and the second upper loading area signal over the first communication link in response to receiving the second fault information over the first communication link;
wherein the first body area signal and the second body area signal are different, and the first and second upper-loading area signals are different.
In some optional embodiments, the electrical and electronic architecture further comprises:
and the on-board diagnostic system OBD module is connected with the in-vehicle communication module through the Ethernet.
In some optional embodiments, the in-vehicle communication module includes at least 4 on-board ethernet interfaces, where 3 are 100BASE-T1 for connecting the chassis domain, the body domain, and the upper-loading domain, and 1 is 100BASE-Tx for connecting the OBD module.
In some optional embodiments, the central gateway further comprises: the system comprises an external communication module, a data processing module and a safety protection module; wherein,
the vehicle exterior communication module is used for performing information interaction with the outside;
the data processing module is used for processing and transmitting the in-vehicle information of the in-vehicle communication module and the external information of the out-vehicle communication module;
and the safety protection module is used for providing protection for information interaction inside and outside the vehicle.
In some optional embodiments, the electronic-electrical architecture further comprises a smart driving unit disposed in the chassis domain or the body domain.
In some optional embodiments, the chassis power distribution unit, the body power distribution unit, and the upper assembly power distribution unit are applied to the acquisition of information, the execution of control instructions, and the feedback of execution results in the chassis domain, the body domain, and the upper assembly domain.
In some optional embodiments, the bus system includes a CAN/CAN fd type, and the chassis domain, the body domain, the top loading domain, the chassis power distribution unit, the body power distribution unit, and the top loading power distribution unit respectively perform information interaction by accessing the bus system. .
The embodiment of the application designs the modularized electronic and electric framework of the commercial vehicle, which is different from the division of domains in the prior art by function classification, and correspondingly divides a cab, a chassis and a top loading part into a vehicle body domain, a chassis domain and a top loading domain from the spatial layout according to the unique structural characteristics of the commercial vehicle, so that the division of the spatial domain is more suitable for the design of the commercial vehicle; the vehicle body domain, the chassis domain and the loading domain are respectively connected with the in-vehicle communication module and the bus system of the central gateway, so that the vehicle body domain, the chassis domain and the loading domain can perform information interaction through the in-vehicle communication module and the bus system, the design of a two-way communication network is realized, the situation that the single communication network harms the vehicle running safety when encountering faults is avoided, in addition, under the condition that the current vehicle functions are more and complicated, the load capacity of information transmission is increasingly improved, the bearing capacity of information can be improved through the two-way communication network, the load rate is reduced, and the stability of a vehicle electronic and electric framework is improved.
Drawings
The drawings illustrate generally, by way of example, but not by way of limitation, various embodiments discussed herein.
FIG. 1 is a schematic structural diagram of one embodiment of a modular electronic-electrical architecture for a commercial vehicle according to the present disclosure;
FIG. 2 is a schematic spatial structure of a commercial vehicle according to the present disclosure;
fig. 3 is a schematic structural diagram of a power distribution unit according to the present disclosure.
Detailed Description
So that the manner in which the features and elements of the present embodiments can be understood in detail, a more particular description of the embodiments, briefly summarized above, may be had by reference to embodiments, some of which are illustrated in the appended drawings.
In the description of the embodiments of the present application, it should be noted that, unless otherwise specified and limited, the term "connected" should be interpreted broadly, for example, as an electrical connection, a communication between two elements, a direct connection, or an indirect connection via an intermediate, and the specific meaning of the terms may be understood by those skilled in the art according to specific situations.
It should be noted that the terms "first \ second \ third" referred to in the embodiments of the present application are only used for distinguishing similar objects, and do not represent a specific ordering for the objects, and it should be understood that "first \ second \ third" may exchange a specific order or sequence order if allowed. It should be understood that "first \ second \ third" distinct objects may be interchanged under appropriate circumstances such that the embodiments of the application described herein may be implemented in an order other than those illustrated or described herein.
Referring to fig. 1, fig. 1 shows a structural schematic diagram of one embodiment of a modular electronic and electrical architecture 100 of a commercial vehicle according to the present disclosure. The modular electronic and electrical architecture 100 of a commercial vehicle comprises:
and a chassis area 11 provided with a power control unit 21 and a chassis control unit 22, wherein the power control unit 21 can be used for controlling the vehicle power, and the chassis control unit 22 can be used for controlling the chassis function.
Here, the power Control Unit 21 may include, for example, a Battery Management System (BMS), a Motor Control Unit (MCU), and the like; the chassis control unit 22 may include, for example, an Electronic Parking Brake system (EPB), an Electronic Power Steering (EPS), and the like.
Fig. 2 is a schematic view of a spatial structure 200 of a commercial vehicle according to the disclosure. For example, as shown in fig. 2, the space structure 200 of the commercial vehicle may include three parts, namely, a chassis 31, a cab 32, and an upper package 33. In some alternative scenarios, the commercial vehicle may also comprise a chassis 31 and a cab 32, or alternatively, a chassis 31 and a top-mount 33. In some alternative scenarios, the commercial vehicle may include only the chassis 31. In the embodiment of the present application, the chassis domain 11 may be correspondingly disposed on the chassis 31.
The central gateway 14 is provided with an in-vehicle communication module 27, and the in-vehicle communication module 27 is connected to the chassis domain 11 through a vehicle-mounted ethernet. Here, the chassis domain 11 is connected to the in-vehicle communication module 27 in the central gateway 14 through the vehicle ethernet, forming a communication connection.
And a bus system 19 connected to the chassis field 11. In some alternative embodiments, the bus system includes a plurality of CAN/CANFD (Controller Area network, controller Area network bus/CAN With Flexible Data-Rate) interfaces. The chassis domain 11 is connected with the bus system 19 through a CAN/CANFD interface, and the power control unit 21 and the chassis control unit 22 in the chassis domain 11 CAN perform information interaction with the bus system 19 through the CAN/CANFD interface. The chassis domain 11 is here connected to the bus system 19 via a CAN/CANFD interface, forming a further communication connection.
The chassis power distribution unit 16 is connected to the chassis domain 11 via a bus system 19, and can manage power distribution in the chassis domain 11. Here, the chassis power distribution unit 16 is connected to the bus system 19 through the CAN/CAN fd interface, and performs information interaction with the chassis domain 11 through the bus system 19, so as to implement power distribution for managing the chassis domain 11.
In the above embodiment of the present application, the chassis domain 11 is respectively connected to the in-vehicle communication module 27 and the bus system 19 of the central gateway 14, so that the chassis domain 11 can perform information interaction through the in-vehicle communication module 27 and the bus system 19, thereby implementing a two-way communication network design, avoiding the single communication network from causing harm to the vehicle driving safety when encountering a fault, and under the condition that the current vehicle functions are more and complicated, the load capacity of information transmission is increasingly improved, the two-way communication network can improve the bearing capacity of information, reduce the network load rate in the vehicle, improve the stability of network communication in the vehicle, and provide guarantee for the safety of the whole vehicle.
In some alternative embodiments, as shown in fig. 1, the electrical and electronic architecture 100 further includes:
the body area 12 is connected to the in-vehicle communication module 27 via an in-vehicle ethernet, connected to the bus system 19, and provided with an infotainment unit 24 and a body control unit 25. In the embodiment of the present application, the body area 12 may be disposed in the cab 32 shown in fig. 2. The body area 12 can interact with the chassis area 11 via the in-vehicle communication module 27 and the bus system 19.
The infotainment unit 24 can be used to control a body entertainment system and the body control unit 25 can be used to control body functions. Here, the infotainment unit 24 may include, for example, a center control system, a vehicle-mounted multimedia system, or the like; the Body Control unit 25 may include, for example, a Body Control Module (BCM), an Air conditioning controller (AC), a Passive entry and Start system (PEPS), and the like.
The vehicle body power distribution unit 17 is connected to the vehicle body area 12 via a bus system 19, and can manage power distribution to the vehicle body area 12. Here, the vehicle body power distribution unit 17 is connected to the bus system 19 through the CAN/CANFD interface, and performs information interaction with the vehicle body domain 12 through the bus system 19 to implement power distribution for managing the vehicle body domain 12.
In some alternative embodiments, as shown in fig. 1, the electrical and electronic architecture 100 further includes:
the upper-mount domain 13 is connected to the in-vehicle communication module 27 via the in-vehicle ethernet, connected to the bus system 19, and provided with an upper-mount control unit 26. In the embodiment of the present application, the upper loading field 13 may be correspondingly disposed on the upper loading 33 as shown in fig. 2. Here, the loading control unit 26 may correspond to a particular loading 33 type selection, for example, corresponding to the loading of a dump truck, and the loading control unit 26 may include a dump control system; for the truck-on-load of the concrete mixing truck, the on-load control unit 26 may include a mixer control system or the like. The upper installation domain 13 can exchange information with the chassis domain 11 and the body domain 12 via the in-vehicle communication module 27 and the bus system 19.
The upper equipment distribution unit 18 is connected to the upper equipment domain 13 via a bus system 19, and can manage power distribution in the upper equipment domain 13. Here, the upper equipment power distribution unit 18 is connected to the bus system 19 through the CAN/CAN fd interface, and performs information interaction with the upper equipment domain 13 through the bus system 19 to implement power distribution for managing the upper equipment domain 13.
In the embodiment of the present application, the chassis domain 11, the body domain 12, and the top loading domain 13 can perform information interaction through the in-vehicle communication module 27 and/or the bus system 19. The framework is provided with two independent in-vehicle communication networks, especially information related to the function safety of the whole vehicle needs to be backed up and transmitted in the two communication networks, and the safety of the vehicle is guaranteed.
Here, the chassis domain 11, the body domain 12, and the upper installation domain 13 are connected to the in-vehicle communication module 27 through the in-vehicle ethernet, respectively, to form a first communication link; the chassis domain 11, the body domain 12 and the upper installation domain 13 are respectively connected with a bus system 19 to form a second communication link.
The chassis domain 11, the body domain 12 and the upper installation domain 13 perform information interaction by a two-way communication method according to the first communication link and the second communication link. The two-way communication method comprises the following steps:
step s11, the body area 12 and the upper installation area 13 periodically send the first body area signal and the first upper installation area signal to the chassis area 11 correspondingly through the first communication link.
Step s12, the chassis domain 11 broadcasts the first fault information through the second communication link in response to not receiving the first body domain signal and the first loading domain signal through the first communication link within the preset period.
Here, the first failure information is used to characterize that the first communication link has failed.
Step s13, the body area 12 and the loading area 13 transmit the first body area signal and the first loading area signal through the second communication link in response to receiving the first failure information through the second communication link.
And (c) and (d),
in step s21, the body area 12 and the upper installation area 13 periodically transmit the second body area signal and the second upper installation area signal to the chassis area 11 through the second communication link.
In step s22, the chassis domain 11 broadcasts the second failure information through the first communication link in response to not receiving the second body domain signal and the second upper loading domain signal through the second communication link for a preset period.
Here, the second failure information is used to characterize that the second communication link has failed.
Step s23, the body area 12 and the loading area 13 transmit a second body area signal and a second loading area signal through the first communication link in response to receiving the second failure information through the first communication link.
The first car body area signal and the second car body area signal are different, and the first loading area signal and the second loading area signal are different.
In some optional embodiments of the present application, the first body area signal and the first upper-loading area signal may comprise, for example, service-based information, where the service-based information transmission may allocate the first communication link. The second body area signal and the second upper-loading area signal may, for example, comprise signal-based information between the areas, wherein the signal-based information transmission between the areas may be allocated in the second communication link.
According to the embodiment of the application, information interaction is carried out through a two-way communication method according to the first communication link and the second communication link through the chassis domain 11, the vehicle body domain 12 and the upper installation domain 13, and the redundant communication design is achieved. The key to this redundant communication is: the domain controllers should have a communication link failure detection mechanism on the receiving ports of the vehicle-mounted Ethernet and the CAN/CAN FD network in advance, and the domain controllers should have a communication link failure processing mechanism, and once a failure of one communication link is confirmed, important information should be transmitted through the other communication link.
In some alternative embodiments, as shown in fig. 1, the electrical and electronic architecture 100 further includes:
an On-Board Diagnostics (OBD) module 15 connected to the in-vehicle communication module via ethernet.
In some optional embodiments, the in-vehicle communication module 27 may include at least 4 ethernet interfaces, 3 of which are 100BASE-T1 for connecting the chassis domain 11, the body domain 12, and the upper equipment domain 13, and 1 of which is 100BASE-Tx for connecting the OBD module 15. Here, by setting 3 100BASE-T1, it is possible to provide sufficient transmission bandwidths for the chassis domain 11, the body domain 12, and the upper equipment domain 13 to reduce a data transmission load rate between the chassis domain 11, the body domain 12, and the upper equipment domain 13 and the in-vehicle communication module 27 through the in-vehicle ethernet; by setting 1 100BASE-Tx, the industrial cost can be reduced with sufficient transmission bandwidth for the OBD module 15. In some optional embodiments, the in-vehicle communication module 27 further includes at least one CAN/CANFD interface, which is used as an information interface of a reserved standard to provide interface support for subsequent electronic and electrical architecture extension design.
In some alternative embodiments, as shown in fig. 1, the central gateway 14 further includes: an offboard communication module 28, a data processing module 29 and a security module 30.
And the vehicle exterior communication module 28 can be used for information interaction with the outside. In some embodiments, the off-board communications module 28 may include: the device comprises a 4G/5G submodule, a WiFi function submodule, a Bluetooth function submodule, a GPS submodule and a V2X submodule.
The 4G/5G sub-module realizes communication between the vehicle and the cloud data platform, can upload real-time information such as battery state information, position information and fault information of the vehicle to the cloud data platform for backup, and meanwhile receives a software installation package, a remote instruction, a push message and the like of the cloud data platform, so that functions of on-line program downloading, remote fault diagnosis and the like are realized.
The WIFI and Bluetooth sub-modules are used for information interaction between the vehicle and handheld equipment such as a mobile phone and the like so as to realize functions of keyless entry, one-key starting outside the vehicle and the like.
The V2X sub-module can realize the communication between the whole vehicle multi-domain integrated controller and the drive test equipment, the base station and other vehicles, and complete the functions of path planning, traffic jam recognition and the like.
And the data processing module 29 is used for processing and transmitting the in-vehicle information of the in-vehicle communication module 27 and the external information of the out-vehicle communication module 28.
And the safety protection module 30 is used for protecting information interaction inside and outside the vehicle. In some embodiments, the security module 30 may autonomously define the information encryption manner for the whole vehicle to perform the internal and external information interaction with the external communication module 28 through the in-vehicle communication module 27.
The central gateway 14 is responsible for processing and transmitting information inside and outside the vehicle, and is the only bearing unit for information interaction inside and outside the vehicle, and any information transmission inside and outside the vehicle must pass through the central gateway 14.
In some optional embodiments, the electronic and electrical architecture 100 further includes an intelligent driving unit 23, and the intelligent driving unit 23 is disposed in the chassis domain 11 or the vehicle body domain 12. According to the design of the overall functional requirements of the commercial vehicle, the intelligent driving unit 23 may be selectively disposed in the chassis area 11 or the vehicle body area 12, or may be disposed in the chassis area 11 and the vehicle body area 12 in a distributed manner.
In some optional embodiments, the electronic and electrical architecture 100 may further include sensors and navigation systems including sodar, combined inertial navigation systems, and laser radar and cameras distributed on the vehicle body, chassis, or upper mount.
In some alternative embodiments, smart driving unit 23 may include a data processing module and a perception recognition processing module; the data processing module is used for receiving radar signals of the acoustic radar, navigation signals of the combined inertial navigation system, radar signals of the packaged laser radar and image signals in a PCI-E data format, packaging and transmitting the radar signals and the image signals to the perception identification processing module; the perception recognition processing module is used for realizing control over the chassis domain 11 and control over the vehicle body domain 12 based on radar signals of the laser radar, image signals of the camera, radar signals of the acoustic radar and navigation signals of the combined inertial navigation system.
In some alternative embodiments, the chassis power distribution unit 16, the body power distribution unit 17, and the top loading power distribution unit 18 may be used for collecting information in the chassis domain 11, the body domain 12, and the top loading domain 13, executing control commands, and feeding back execution results. Fig. 3 is a schematic diagram of a power distribution unit according to the present disclosure, and fig. 3 exemplarily provides a general power distribution unit structure suitable for the chassis power distribution unit 16, the body power distribution unit 17, and the upper assembly power distribution unit 18 of the present application. As shown in fig. 3, the power distribution module has a basic I/O interface, and switches, sensors, and actuators commonly used in a domain are all connected to the power distribution module nearby, and the power distribution module can be used for collecting information in the domain, executing control instructions, and feeding back execution results, and uniformly managing power distribution in the corresponding domain.
In some optional embodiments, the bus system may be configured as a CAN/CAN fd type according to actual requirements, and the bus system 19 may include a plurality of CAN/CAN fd interfaces, and the chassis domain 11, the body domain 12, the top loading domain 13, the chassis power distribution unit 16, the body power distribution unit 17, and the top loading power distribution unit 18 are respectively connected to the bus system 19 through the CAN/CAN fd interfaces, and perform information interaction through the bus system 19.
In the embodiment of the application, all functional logic processing in each domain is completed by the control unit in the domain, standard information interfaces are reserved between the domains and the central gateway, between the domains and the power distribution modules, and configuration change in a single domain cannot affect other domains.
The central gateway 14+ the chassis domain 11+ the chassis power distribution unit 16 form a basic form of an electronic and electrical architecture of the embodiment of the application, normal operation of a vehicle can be guaranteed, and the vehicle body domain 12, the upper installation domain 13 and the power distribution units corresponding to the vehicle body domain can be flexibly configured according to different vehicle use conditions.
The central gateway, the chassis domain and the chassis power distribution unit jointly form a basic form of the commercial vehicle modularized electronic and electrical architecture in the embodiment of the application, and under the basic form, the chassis domain comprises a power control unit, a chassis control unit and a configurable intelligent driving unit, and necessary conditions required by normal running of a vehicle are met.
The basic form of the modularized electronic and electric framework of the commercial vehicle can be freely combined with the vehicle body domain and the vehicle body power distribution unit, the loading domain and the loading power distribution unit according to the specific application scene of the vehicle, and the modularized electronic and electric framework has three modularized electronic and electric framework forms at most:
the first modular electronic and electrical architecture form comprises a central gateway, a chassis domain, a chassis power distribution unit, a vehicle body domain and a vehicle body power distribution unit. Under the structure form, the vehicle body domain comprises a vehicle body control unit, an infotainment unit and an intelligent driving unit, and the chassis domain comprises a power control unit and a chassis control unit. This architecture has two redundant communication links, namely: the vehicle body domain, the chassis domain and the central gateway are communicated by using a vehicle-mounted Ethernet; the vehicle body domain, the vehicle body power distribution unit, the chassis domain and the chassis power distribution unit are communicated by using a CAN/CAN FD bus; when any one communication link fails, the other communication link can ensure reliable data transmission between the chassis domain and the vehicle body domain.
The second modular electronic and electrical architecture form comprises a central gateway, a chassis domain, a chassis power distribution unit, a top-loading domain and a top-loading power distribution unit. Under the structure form, the chassis domain comprises a power control unit, a chassis control unit and an intelligent driving unit, and the loading domain comprises a loading control unit. This architecture also has two redundant communication links, namely: the upper installation domain, the chassis domain and the central gateway are communicated by using a vehicle-mounted Ethernet; the upper assembly area, the upper assembly power distribution unit, the chassis area and the chassis power distribution unit are communicated by using a CAN/CAN FD bus; when any one communication link fails, the other communication link can ensure reliable data transmission between the chassis domain and the loading domain.
The third modular electronic and electrical architecture form comprises a central gateway, a chassis domain, a chassis power distribution unit, a vehicle body domain, a vehicle body power distribution unit, a loading domain and a loading power distribution unit. Under the structure form, the chassis domain comprises a power control unit and a chassis control unit, the body domain comprises a body control unit, an infotainment unit and an intelligent driving unit, and the loading domain comprises a loading control unit. This architecture also has two redundant communication links, namely: the vehicle body domain, the loading domain, the chassis domain and the central gateway are communicated by using a vehicle-mounted Ethernet; the upper assembly area, the upper assembly power distribution unit, the chassis area, the chassis power distribution unit, the vehicle body area and the vehicle body power distribution unit are communicated by using a CAN/CAN FD bus; when any one communication link fails, the other communication link can ensure reliable data transmission among the chassis domain, the vehicle body domain and the loading domain.
The modularized electronic and electric architecture of the commercial vehicle in the embodiment can support combination of different types of cabs, chassis and upper parts, so that the whole form of the commercial vehicle is more diversified; the structure has the characteristic of dual decoupling of physics and logic among all domains, changes the traditional commercial vehicle development mode, can carry out modular design and production according to three major parts of a vehicle body, a chassis and an upper assembly, and can improve the safety of the whole vehicle; the framework provides a combination scheme of the domain and the power distribution module, accords with the development trend of hardware modularization and software rapid iteration of a control unit of a commercial vehicle, and has a redundant communication network and a reliable internal and external information interface.
The technical solutions described in the embodiments of the present application may be arbitrarily combined without conflict.
The above description is only for the specific embodiments of the present application, but the scope of the present application is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present application, and shall be covered by the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (7)
1. A modular electronic and electrical architecture for a commercial vehicle, comprising:
a chassis domain provided with a power control unit operable to control a vehicle powertrain and a chassis control unit operable to control chassis functions;
a body area provided with an infotainment unit operable to control a body entertainment system and a body control unit operable to control body functions;
a loading area provided with a loading control unit which can be used for controlling the loading function;
the central gateway is provided with an in-vehicle communication module, the in-vehicle communication module is respectively connected with the chassis domain, the vehicle body domain and the loading domain through a vehicle-mounted Ethernet, and the chassis domain, the vehicle body domain and the loading domain can perform information interaction through the in-vehicle communication module to form a first communication link;
the chassis domain, the vehicle body domain and the loading domain can perform information interaction through the bus system to form a second communication link;
the chassis power distribution unit is connected with the bus system, can perform information interaction with the chassis domain through the bus system and manages power distribution of the chassis domain;
the vehicle body power distribution unit is connected with the bus system, and can perform information interaction with the chassis domain through the bus system and manage power distribution of the vehicle body domain;
the upper assembly power distribution unit is connected with the bus system, and can perform information interaction with the chassis domain through the bus system and manage power distribution of the upper assembly domain;
the chassis domain, the vehicle body domain and the loading domain perform information interaction through a two-way communication method according to the first communication link and the second communication link; the method specifically comprises the following steps:
the body domain and the loading domain correspondingly send a first body domain signal and a first loading domain signal to the chassis domain periodically through the first communication link;
the chassis domain broadcasts first fault information through the second communication link in response to not receiving the first body domain signal and the first loading domain signal through the first communication link within a preset period;
the body domain and the load domain transmit the first body domain signal and the first load domain signal over the second communication link in response to receiving the first fault information over the second communication link;
and,
the body domain and the loading domain periodically and correspondingly send a second body domain signal and a second loading domain signal to the chassis domain through the second communication link;
the chassis domain broadcasting second fault information over the first communication link in response to not receiving the second body domain signal and the second upload domain signal over the second communication link within a preset period;
the body domain and the upper loading domain transmit the second body domain signal and the second upper loading domain signal over the first communication link in response to receiving the second fault information over the first communication link;
wherein the first body area signal and the second body area signal are different, and the first and second upper-loading area signals are different.
2. The electronic-electrical architecture of claim 1, wherein the electronic-electrical architecture further comprises:
and the on-board diagnostic system OBD module is connected with the in-vehicle communication module through the Ethernet.
3. The electronic and electrical architecture according to claim 2, wherein the in-vehicle communications module includes at least 4 on-board ethernet interfaces, 3 of which are 100BASE-T1 for connecting the chassis domain, the body domain, and the upper-loading domain, and 1 of which is 100BASE-Tx for connecting the OBD module.
4. The electronic-electrical architecture of claim 1, wherein the central gateway further comprises: the system comprises an external communication module, a data processing module and a safety protection module; wherein,
the vehicle exterior communication module is used for performing information interaction with the outside;
the data processing module is used for processing and transmitting the in-vehicle information of the in-vehicle communication module and the external information of the out-vehicle communication module;
and the safety protection module is used for providing protection for information interaction inside and outside the vehicle.
5. The electronic-electrical architecture of claim 1, wherein the electronic-electrical architecture further comprises a smart driving unit disposed in the chassis domain or the body domain.
6. The electrical and electronic architecture of claim 1, wherein the chassis power distribution unit, the body power distribution unit, and the upper assembly power distribution unit correspond to feedback for acquisition of information, execution of control instructions, and execution results within the chassis domain, the body domain, and the upper assembly domain.
7. The electronic-electrical architecture of claim 1, wherein the bus system comprises a CAN/CAN fd type, and the chassis domain, the body domain, and the top mount domain and the chassis power distribution unit, the body power distribution unit, and the top mount power distribution unit each interact information by accessing the bus system.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210800815.2A CN114954306B (en) | 2022-07-08 | 2022-07-08 | Modularized electronic and electric framework of commercial vehicle |
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| FR3073996A1 (en) * | 2017-11-23 | 2019-05-24 | Psa Automobiles Sa | METHOD OF ALARMING AN ONBOARD COMMUNICATION NETWORK FOR THE MAINTENANCE OF A CALCULATOR OF A VEHICLE |
| CN112193181A (en) * | 2020-09-14 | 2021-01-08 | 南京金龙客车制造有限公司 | Distributed-based uploading control system and control method thereof |
| CN112849055A (en) * | 2021-02-24 | 2021-05-28 | 清华大学 | Intelligent automobile information flow redundancy safety control system based on chassis domain controller |
| CN113428093A (en) * | 2020-03-23 | 2021-09-24 | 北京新能源汽车股份有限公司 | Electronic and electrical system and electric automobile |
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| DE102013110462A1 (en) * | 2013-09-23 | 2015-03-26 | Knorr-Bremse Systeme für Nutzfahrzeuge GmbH | Integrated and combined door operating system for commercial vehicles |
| CN109532720A (en) * | 2018-12-11 | 2019-03-29 | 安徽江淮汽车集团股份有限公司 | A kind of intelligent automobile of the ethernet gateway with rear configuration feature |
| CN110879588A (en) * | 2019-12-05 | 2020-03-13 | 重庆长安新能源汽车科技有限公司 | Design method of test system combining pure electric three-electric ECU (electronic control Unit) with HIL (high-level integrated Circuit) rack |
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| FR3073996A1 (en) * | 2017-11-23 | 2019-05-24 | Psa Automobiles Sa | METHOD OF ALARMING AN ONBOARD COMMUNICATION NETWORK FOR THE MAINTENANCE OF A CALCULATOR OF A VEHICLE |
| CN113428093A (en) * | 2020-03-23 | 2021-09-24 | 北京新能源汽车股份有限公司 | Electronic and electrical system and electric automobile |
| CN112193181A (en) * | 2020-09-14 | 2021-01-08 | 南京金龙客车制造有限公司 | Distributed-based uploading control system and control method thereof |
| CN112849055A (en) * | 2021-02-24 | 2021-05-28 | 清华大学 | Intelligent automobile information flow redundancy safety control system based on chassis domain controller |
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