CN112046425A - Electric vehicle's communication framework and electric vehicle - Google Patents
Electric vehicle's communication framework and electric vehicle Download PDFInfo
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- CN112046425A CN112046425A CN202010934951.1A CN202010934951A CN112046425A CN 112046425 A CN112046425 A CN 112046425A CN 202010934951 A CN202010934951 A CN 202010934951A CN 112046425 A CN112046425 A CN 112046425A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
- B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
- B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
- B60R16/0231—Circuits relating to the driving or the functioning of the vehicle
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Abstract
The invention provides a communication architecture of an electric vehicle and the electric vehicle, comprising: the state of the electric vehicle is divided into an idle mode and a running mode, and the electric vehicle is in a parking state in the idle mode; in the operation mode, the electric vehicle is in an operation state; the electric vehicle adopts CAN communication, and the control of the electric vehicle comprises: the system comprises a vehicle control unit control part and a debugging end control part; the vehicle control unit comprises a vehicle control part, a vehicle control part and a vehicle monitoring part, wherein the vehicle control part is used for controlling and monitoring each control unit of the electric vehicle; the debugging end control part is used for debugging, controlling and monitoring each control unit of the electric vehicle; in the idle mode, debugging control and monitoring are carried out on each control unit through a debugging terminal; in the operation mode, monitoring each control unit through a debugging monitoring program; the CAN communication state of the debugging end comprises: an operating state and a standby state; and the CAN communication state of the debugging end is determined according to the state of the electric vehicle. The scheme of the invention CAN reduce the load rate of the CAN bus.
Description
Technical Field
The present invention relates to the field of control, and in particular, to a communication architecture of an electric vehicle and an electric vehicle.
Background
In the field of Electric vehicles, Electric vehicles (Electric vehicles) are equipped with a large number of high-power electronic devices, such as: high-voltage power batteries, high-power IGBTs, relays, DCDC and other equipment can generate serious interference on weak current signals of a control unit of the high-voltage power batteries, high-power IGBTs, relays, DCDC and other equipment, so that various control signals are required to have strong anti-interference capability in the transmission process. The control system of the electric automobile is complex, data information interaction among different control system units is various, and the data information interaction is also required to have high real-time performance for the power control unit, so that the requirements of the electric automobile on the reliability, real-time performance and anti-interference capacity of data transmission are high, and based on the requirements, a CAN bus communication mode becomes a better choice for data communication of the electric automobile. In the prior art, a two-wire or three-wire CAN bus network is generally adopted, but the load rate of the CAN bus is continuously improved along with the increase of different nodes on the same bus, and data on the CAN bus is easy to lose or error frames occur to cause communication faults of the CAN bus, so that the running safety of a vehicle is influenced.
Disclosure of Invention
The present invention is directed to overcome the above-mentioned drawbacks of the prior art, and provides a communication architecture of an electric vehicle and an electric vehicle, so as to solve the problem in the prior art that a bus communication fault is easily caused due to a high load rate of a CAN bus.
One aspect of the present invention provides a communication architecture of an electric vehicle, including: the running mode of the electric vehicle is divided into an idle mode and a running mode, wherein in the idle mode, the electric vehicle is in a parking state; in the running mode, the electric vehicle is in a running state; the electric vehicle adopts CAN bus communication, and the control of the electric vehicle comprises: the system comprises a vehicle control unit control part and a debugging end control part; the vehicle control unit control part is used for controlling and monitoring each control unit of the electric vehicle; the debugging terminal control part is used for debugging, controlling and monitoring each control unit through the debugging terminal in an idle mode; in the operation mode, monitoring each control unit through a debugging monitoring program; the CAN communication state of the debugging end comprises: an operating state and a standby state; and the CAN communication state of the debugging end is determined according to the running mode of the electric vehicle.
Optionally, in an idle mode, the CAN communication of the debugging control part and the monitoring part is in a running state; and in the running mode, the CAN communication of the debugging end debugging control part is in a standby state, and the CAN communication of the debugging end monitoring part is in a running state.
Optionally, the idle mode includes: a normal parking mode and a fault parking mode; and/or, the operating mode comprises: a peristaltic mode, a constant torque mode, and/or a constant power mode.
Optionally, the debugging end controls, during the idle mode, to perform debugging control on each control unit, including: running debugging control, IIC bus control and/or upgrading control; and/or, the debugging end controls, when in an idle mode, monitoring each control unit, including: operation monitoring and/or IIC bus monitoring.
Optionally, the CAN bus only sets one receiving mailbox and one sending mailbox for the debugging end; the CAN bus carries out data interaction with the debugging end by using a preset communication rate; the priority of the CAN bus aiming at the mailbox of the debugging end is lower than the priority of the CAN bus aiming at the mailbox of the whole vehicle controller; when the debugging end realizes the monitoring function, when the debugging end needs to receive data, the CAN communication of the debugging end is in a running state, and after the debugging end receives the data, the CAN communication of the debugging end is in a standby state; when the debugging end realizes the debugging control function, if the electric vehicle is in an idle mode, the CAN communication of the debugging end is in a running state, and if the electric vehicle is in the running mode, the CAN communication of the debugging end is in a standby state.
Optionally, the control unit of the electric vehicle adopts a main control chip with only one path of the CAN peripheral module.
Optionally, the main control chip adopts a DSP28035 chip.
In another aspect, the present invention provides an electric vehicle having the communication architecture of any one of the electric vehicles described above.
According to the technical scheme, the electric vehicle control and monitoring communication architecture provided by the invention solves the problems that the high load rate of a CAN bus easily causes bus faults, and the communication mode is incompatible with the CAN during development and debugging, so that the cost and the CPU overhead are increased, and the like, and realizes the repeated and efficient utilization of CAN communication in an electric vehicle communication system.
According to the technical scheme of the invention, because the control unit adopts a CAN communication mode for control and monitoring, the software design is easier, and the single execution efficiency and the high reliability of the CPU peripheral equipment are enhanced.
According to the technical scheme of the invention, the vehicle running mode is divided into an idle mode and a running mode, and CAN communication is set into two states during data interaction: the CAN bus data is transmitted and received regularly and quantitatively in the running state and the standby state, and the CAN bus data is greatly reduced.
According to the technical scheme of the invention, in the CAN communication operation mode, the CAN bus data in a certain time period is reduced by slowing down the data receiving and sending time, and/or the priority of the CAN message mailbox during debugging is reduced, so that the influence on the CAN communication of the whole vehicle is further reduced, the reduction of the bus load rate is realized, and the problem of communication faults caused by various bus data is prevented.
According to the technical scheme of the invention, aiming at the fact that different control units on a vehicle need to be debugged in practical application and only one CAN communication is provided for part of the control units, a safe and efficient CAN module multiplexing scheme is provided while data interaction with a VCU of a vehicle control unit is met so as to meet the requirement of debugging work.
According to the technical scheme of the invention, because the CAN communication is only used and is a two-wire network, the cost of hardware peripheral circuits and communication terminals is reduced, and the wire harness is less.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention and not to limit the invention. In the drawings:
FIG. 1 is an architecture diagram of an electric vehicle communication network in accordance with one embodiment of the present invention;
fig. 2 shows the reason why the CAN bus load rate is high and the way of reducing the load rate proposed by the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the technical solutions of the present invention will be clearly and completely described below with reference to the specific embodiments of the present invention and the accompanying drawings. It is to be understood that the described embodiments are merely exemplary of the invention, and not restrictive of the full scope of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It should be noted that the terms "first," "second," and the like in the description and claims of the present invention and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are capable of operation in sequences other than those illustrated or described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
FIG. 1 is an architecture diagram of an electric vehicle communication network, according to one embodiment of the present invention: as shown in fig. 1, the communication network of the electric vehicle includes two CAN buses, and the two CAN buses are divided according to the following: one path is a high-speed CAN bus, namely the data transmission speed is high, the baud rate is high, and the method is suitable for occasions with fast information interaction and high real-time performance among different control units on a vehicle, such as a battery management BMS, a motor control MCU, an electric power steering EPS, a transmission control TCU and the like; the other path is a low-speed CAN bus, namely the data transmission speed is low, the baud rate is low, and the method is suitable for occasions with low real-time requirements among different control units on the vehicle, such as a display control unit ICU, a navigation positioning GPS, an air conditioner, a warm air system, a vehicle event data recorder and the like. The distribution mode is beneficial to meeting the requirement of the whole vehicle control and reducing the consumption of a CPU (Central processing Unit).
According to the technical scheme of the invention, the state of the electric vehicle is divided into two modes: an idle mode and a run mode. Wherein, in the idle mode, the electric vehicle is in a parking state; in the operation mode, the electric vehicle is in an operation state. The idle mode comprises a normal parking mode and a fault parking mode; the operation mode comprises the following steps: a peristaltic mode, a constant torque mode, a constant power mode, etc. The control mode of the control unit is divided into two parts: the VCU control part of the whole vehicle controller and the debugging end control part.
The vehicle control unit control part is used for controlling and monitoring each control unit of the electric vehicle through a vehicle control unit of the electric vehicle; and in the idle mode and the running mode, the vehicle control unit controls and monitors each control unit of the electric vehicle. For the VCU of the vehicle control unit, the VCU always interacts with the control and monitoring data of each control unit in idle and running modes, as shown in fig. 1. The vehicle control unit VCU is equivalent to the brain of a vehicle and is used for intensively scheduling and controlling the vehicle operation information, so that each control unit such as a motor control MCU (microprogrammed control Unit), a battery management BMS (battery management System) and the like is controlled by the vehicle control unit VCU.
And the debugging end control part is used for debugging, controlling and monitoring each control unit of the electric vehicle. For each control unit, a debugging end (for example, a PC end) is required to control to verify whether each control unit can work normally and to solve corresponding logic or algorithm bugs.
The CAN communication state of the debugging end comprises: an operating state and a standby state; and the CAN communication state of the debugging end is determined according to the state of the electric vehicle. And in an idle mode, the CAN communication of the debugging control part and the monitoring part at the debugging end is in a running state.
And in the idle mode, debugging control and monitoring are carried out on each control unit through a debugging terminal. Specifically, in the vehicle idle mode, i.e., the parking state, for the control section: different control units are allowed to be debugged, corresponding control units CAN be debugged, controlled and monitored through the debugging terminal, and the CAN communication is in a running state. The control part mainly comprises operation debugging control, IIC bus control and/or BootLoader online upgrade (new program flashing); for the monitoring section: and displaying and processing result information controlled by the debugging end to solve logic or algorithm bugs. Because the CAN communication non-other communication modes such as SPI, RS485 and RS232 are still used for controlling and monitoring in the debugging work, the multiplexing of the CAN module is safely and efficiently carried out. The safety and the high efficiency are that: 1. the vehicle is in a parked state; 2. the single CPU peripheral module is used for execution, so that the efficiency and the reliability are high.
And in the running mode, monitoring each control unit through a debugging monitoring program. And in the running mode, the CAN communication of the debugging control part of the debugging end is in a standby state.
Specifically, in the vehicle running mode, for the control portion: each control unit CAN only be controlled by a VCU of the whole vehicle controller, a debugging end does not allow debugging control, and the CAN bus is in a standby state with the CAN communication of the debugging control part of the debugging end, so that data interaction on the CAN bus CAN be reduced, and the load rate of the CAN bus is reduced.
And in the running mode, the CAN communication of the monitoring part of the debugging end is in a running state. For the monitoring section: the CAN bus is in a running state with the CAN communication of the debugging end monitoring part. The CAN bus data is bi-directional, i.e. data transmission and reception occur simultaneously. Fig. 2 shows the reason why the CAN bus load rate is high and the way of reducing the load rate proposed by the present invention. For the VCU of the vehicle control unit, the VCU always interacts with each control unit in the idle mode and the running mode, as shown in fig. 2. Under the operation mode, the CAN bus is in the running state with the CAN communication of debugging end monitoring part, in order to reduce CAN bus load rate, CAN carry out following setting:
1. the CAN bus only sets one receiving mailbox and one sending mailbox aiming at the debugging end.
2. And the CAN bus performs data interaction with the debugging end by using a preset communication rate. The CAN bus data is reduced by slowing down the data receiving and sending speed, so that the load rate of the CAN bus is reduced.
3. The CAN bus has the advantage that the priority of the receiving and sending mailbox of the debugging end is lower than that of the receiving and sending mailbox of the whole vehicle controller, so that the situation that bus data are lost due to the fact that priority conflicts are generated between PC receiving data and VCU receiving data at a certain moment CAN be prevented.
4. When the debugging end realizes the monitoring function, when the debugging end needs to receive data, the CAN communication of the debugging end is in a running state, and after the debugging end receives the data, the CAN communication of the debugging end is in a standby state; when the debugging end realizes the debugging control function, if the electric vehicle is in an idle mode, the CAN communication of the debugging end is in a running state, and if the electric vehicle is in the running mode, the CAN communication of the debugging end is in a standby state.
Regardless of the idle mode or the running mode, when the debugging end needs to receive data, the CAN communication of the debugging end is in a running state, and after the debugging end receives the data, the CAN communication of the debugging end is in a standby state. When the electric vehicle is in the running mode, the CAN communication of the control part of the debugging end is standby (namely, the lower computer does not receive a 'debugging control instruction' of the PC of the debugging end or the debugging end directly disables a 'sending control instruction', the lower computer only receives an instruction that the debugging end reads data to perform a monitoring function, in other words, the data sent by the debugging end comprises a debugging control data instruction and a related data reading instruction, when the debugging end needs to receive data, the CAN communication is in the running state no matter in the idle mode or the running mode, so that the monitoring function CAN be realized at any moment, when the debugging end needs to send data, the CAN communication is in the running state, and when the CAN communication is in the running mode, the CAN communication is in the running state.
Because the communication architecture of the invention CAN hardly increase the load rate of the CAN bus, the communication with the VCU and the debugging function CAN be realized by using one CAN module, and the multiplexing of the CAN module is realized. Preferably, the electric vehicle employs a main control chip having only one CAN peripheral module. For example, the main control chip adopts a DSP28035 chip. In order to reduce CAN bus data and CAN bus load, if some control unit is debugged by other communication modes such as SPI, RS485, RS232 and the like, the problems of cost increase (increase of hardware peripheral circuits, wire harness interfaces and PCB board areas) and increase of CPU operation overhead are caused. Because the invention only uses one CAN peripheral module, the drive circuit (including capacitor, resistor, level conversion chip, etc.) of the CAN peripheral module is only one, and the interface is only one.
The invention also provides an electric vehicle corresponding to the communication architecture of the electric vehicle, which is provided with the communication architecture of any one of the electric vehicles.
Therefore, according to the technical scheme provided by the invention, the control and monitoring communication architecture of the electric automobile solves the problems that the CAN bus has high load rate and is easy to cause bus failure, the cost is increased and the CPU overhead is increased due to the incompatibility of the communication mode and the CAN during development and debugging, and the like, and realizes the repeated and efficient utilization of CAN communication in the communication system of the electric automobile.
According to the technical scheme of the invention, because the control unit adopts a CAN communication mode for control and monitoring, the software design is easier, and the single execution efficiency and the high reliability of the CPU peripheral equipment are enhanced.
According to the technical scheme of the invention, the vehicle running mode is divided into an idle mode and a running mode, and CAN communication is set into two states during data interaction: the CAN bus data is transmitted and received regularly and quantitatively in the running state and the standby state, and the CAN bus data is greatly reduced.
According to the technical scheme of the invention, in the CAN communication operation mode, the CAN bus data in a certain time period is reduced by slowing down the data receiving and sending time, and/or the priority of the CAN message mailbox during debugging is reduced, so that the influence on the CAN communication of the whole vehicle is further reduced, the reduction of the bus load rate is realized, and the problem of communication faults caused by various bus data is prevented.
According to the technical scheme of the invention, aiming at the fact that different control units on a vehicle need to be debugged in practical application and only one CAN communication is provided for part of the control units, a safe and efficient CAN module multiplexing scheme is provided while data interaction with a VCU of a vehicle control unit is met so as to meet the requirement of debugging work.
According to the technical scheme of the invention, because the CAN communication is only used and is a two-wire network, the cost of hardware peripheral circuits and communication terminals is reduced, and the wire harness is less.
The functions described herein may be implemented in hardware, software executed by a processor, firmware, or any combination thereof. If implemented in software executed by a processor, the functions may be stored on or transmitted over as one or more instructions or code on a computer-readable medium. Other examples and implementations are within the scope and spirit of the invention and the following claims. For example, due to the nature of software, the functions described above may be implemented using software executed by a processor, hardware, firmware, hardwired, or a combination of any of these. In addition, each functional unit may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit.
In the embodiments provided in the present application, it should be understood that the disclosed technology can be implemented in other ways. The above-described embodiments of the apparatus are merely illustrative, and for example, the division of the units may be a logical division, and in actual implementation, there may be another division, for example, multiple units or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, units or modules, and may be in an electrical or other form.
The units described as separate parts may or may not be physically separate, and the parts serving as the control device may or may not be physical units, may be located in one place, or may be distributed on a plurality of units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.
The integrated unit, if implemented in the form of a software functional unit and sold or used as a stand-alone product, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a removable hard disk, a magnetic or optical disk, and other various media capable of storing program codes.
The above description is only an example of the present invention, and is not intended to limit the present invention, and it is obvious to those skilled in the art that various modifications and variations can be made in the present invention. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the scope of the claims of the present invention.
Claims (8)
1. A communication architecture for an electric vehicle, comprising:
the state of the electric vehicle is divided into an idle mode and a running mode, wherein in the idle mode, the electric vehicle is in a parking state; in the running mode, the electric vehicle is in a running state;
the electric vehicle adopts CAN bus communication, and the control of the electric vehicle comprises: the system comprises a vehicle control unit control part and a debugging end control part;
the vehicle control unit control part is used for controlling and monitoring each control unit of the electric vehicle;
the debugging terminal control part is used for debugging, controlling and monitoring each control unit through the debugging terminal in an idle mode; in the operation mode, monitoring each control unit through a debugging monitoring program;
the CAN communication state of the debugging end comprises: an operating state and a standby state; and the CAN communication state of the debugging end is determined according to the state of the electric vehicle.
2. The communication architecture of claim 1,
in an idle mode, the CAN communication of the debugging control part and the monitoring part of the debugging end is in a running state;
and in the running mode, the CAN communication of the debugging end debugging control part is in a standby state, and the CAN communication of the debugging end monitoring part is in a running state.
3. The communication architecture according to claim 1 or 2,
the idle mode comprising: a normal parking mode and a fault parking mode; and/or the presence of a gas in the gas,
the operation mode includes: a peristaltic mode, a constant torque mode, and/or a constant power mode.
4. The communication architecture according to claim 1 or 2,
the debugging end control is used for debugging and controlling each control unit in the idle mode, and comprises the following steps: running debugging control, IIC bus control and/or upgrading control;
and/or the presence of a gas in the gas,
the debugging end control monitors each control unit when in an idle mode, and comprises the following steps: operation monitoring and/or IIC bus monitoring.
5. The communication architecture according to claim 1 or 2,
the CAN bus only sets one receiving mailbox and one sending mailbox aiming at the debugging end;
the CAN bus carries out data interaction with the debugging end by using a preset communication rate;
the priority of the CAN bus aiming at the mailbox of the debugging end is lower than the priority of the CAN bus aiming at the mailbox of the whole vehicle controller;
when the debugging end realizes the monitoring function, when the debugging end needs to receive data, the CAN communication of the debugging end is in a running state, and after the debugging end receives the data, the CAN communication of the debugging end is in a standby state;
when the debugging end realizes the debugging control function, if the electric vehicle is in an idle mode, the CAN communication of the debugging end is in a running state, and if the electric vehicle is in the running mode, the CAN communication of the debugging end is in a standby state.
6. The communication architecture according to claim 1 or 2, characterized in that the control unit of the electric vehicle employs a master control chip with only one CAN peripheral module.
7. The communication architecture of claim 6, wherein the master control chip is a DSP28035 chip.
8. An electric vehicle characterized by having the communication architecture of the electric vehicle according to any one of claims 1 to 7.
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