WO2019024648A1 - 电动汽车的控制***和汽车 - Google Patents

电动汽车的控制***和汽车 Download PDF

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Publication number
WO2019024648A1
WO2019024648A1 PCT/CN2018/094522 CN2018094522W WO2019024648A1 WO 2019024648 A1 WO2019024648 A1 WO 2019024648A1 CN 2018094522 W CN2018094522 W CN 2018094522W WO 2019024648 A1 WO2019024648 A1 WO 2019024648A1
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Prior art keywords
module
bus
control system
electric vehicle
control
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PCT/CN2018/094522
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English (en)
French (fr)
Inventor
谢明维
易迪华
张兆龙
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北京新能源汽车股份有限公司
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Publication of WO2019024648A1 publication Critical patent/WO2019024648A1/zh

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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
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
    • H04L12/40—Bus networks
    • H04L12/40006—Architecture of a communication node
    • H04L12/40013—Details regarding a bus controller
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L67/00—Network arrangements or protocols for supporting network services or applications
    • H04L67/01—Protocols
    • H04L67/12—Protocols specially adapted for proprietary or special-purpose networking environments, e.g. medical networks, sensor networks, networks in vehicles or remote metering networks
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
    • H04L12/40—Bus networks
    • H04L2012/40208—Bus networks characterized by the use of a particular bus standard
    • H04L2012/40215—Controller Area Network CAN

Definitions

  • the present disclosure relates to the field of vehicle engineering technology, and in particular, to a control system and an automobile of an electric vehicle.
  • an object of the present disclosure is to provide a control system for an electric vehicle to improve the security of the network, improve the real-time performance of the network transmission, reduce the error rate of the gear position resolution, and enhance the transmission rate of the gear position information.
  • the analysis error rate of the vehicle supercharging can be reduced, thereby ensuring the safety of the vehicle driving, and solving the existing requirement of satisfying the user's new function by adding an additional control module, which will pose a new challenge to the vehicle bus network. , affecting the security and real-time issues of the network.
  • a second object of the present disclosure is to propose a car.
  • the first aspect of the present disclosure provides a control system for an electric vehicle, including: a gateway; a chassis CAN bus connected to the gateway; and a battery management BMS module for powering on and off the battery.
  • Charging and discharging the battery and managing the energy of the battery driving the PEU module, the PEU module comprising: a driving control unit for controlling the driving motor according to the accelerator pedal signal and the brake pedal signal, the driving control The unit is connected to the chassis CAN bus; the charger controls the OBC and the DC/DC, wherein the drive control unit, the OBC and the DC/DC are independent nodes of the bus, and share a hard-wire wake-up signal of the BMS a gear control module, the gear control module is connected to the PEU module through the chassis CAN bus; a vacuum pump control module, the vacuum pump control module is connected to the PEU module through the chassis CAN bus; and advanced Driving an auxiliary ADAS module, the ADAS module being connected to the PEU module via the chassis CAN bus.
  • the control system of the electric vehicle of the embodiment of the present disclosure can isolate the bus data from the outside world by designing an independent gateway, thereby ensuring the security of the network.
  • the gateway By connecting to the gateway through the chassis CAN bus, the real-time performance of the network transmission can be guaranteed.
  • the BMS module the battery is powered on and off, the battery is charged and discharged, and the energy of the battery is managed, and the drive control unit is connected to the chassis CAN bus, so that the function of the VCU in the conventional vehicle can be realized, thereby eliminating the need to install a VCU in the vehicle. Reduce the cost of the entire vehicle and increase the communication speed of the whole vehicle.
  • the gear control module By connecting the gear control module to the PEU module, the error rate of the gear position resolution can be reduced, and the transmission rate of the gear position information can be enhanced.
  • the vacuum pump control module is connected to the PEU module, which is free from interference from other modules in the vehicle and can reduce the analysis error rate of the vehicle boost.
  • the VCU in the conventional electric vehicle is eliminated, so that the problem of the brake safety of the vehicle will be directly affected when the VCU fails, thereby ensuring the safety of the vehicle.
  • an embodiment of the second aspect of the present disclosure provides an automobile including: the control system of the electric vehicle shown in the first aspect of the present disclosure.
  • the automobile of the embodiment of the present disclosure can isolate the bus data from the outside world by designing an independent gateway, thereby ensuring the security of the network.
  • the gateway By connecting to the gateway through the chassis CAN bus, the real-time performance of the network transmission can be guaranteed.
  • the BMS module the battery is powered on and off, the battery is charged and discharged, and the energy of the battery is managed, and the drive control unit is connected to the chassis CAN bus, so that the function of the VCU in the conventional vehicle can be realized, thereby eliminating the need to install a VCU in the vehicle.
  • the gear control module By connecting the gear control module to the PEU module, the error rate of the gear position resolution can be reduced, and the transmission rate of the gear position information can be enhanced.
  • the vacuum pump control module is connected to the PEU module, which is free from interference from other modules in the vehicle and can reduce the analysis error rate of the vehicle boost.
  • the VCU in the conventional electric vehicle is eliminated, so that the problem of the brake safety of the vehicle will be directly affected when the VCU fails, thereby ensuring the safety of the vehicle.
  • FIG. 1 is a schematic structural diagram of a control system of an electric vehicle according to an embodiment of the present disclosure
  • FIG. 2 is a schematic structural diagram of another control system of an electric vehicle according to an embodiment of the present disclosure.
  • FIG. 3 is a schematic structural diagram of another control system of an electric vehicle according to an embodiment of the present disclosure.
  • FIG. 4 is a schematic structural diagram of another control system of an electric vehicle according to an embodiment of the present disclosure.
  • the DMCU module is a Double Motor Control Unit module that integrates the functions of the GCU module and the drive control unit. among them,
  • GCU module Generator Control Unit.
  • HCU module Hybrid Control Unit module.
  • RMS data acquisition (Remote Monitor System) module.
  • TBOX module Telematics BOX module.
  • T/R module TBOX module / RMS module.
  • FIG. 1 is a schematic structural diagram of a control system of an electric vehicle according to an embodiment of the present disclosure.
  • the control system of the electric vehicle includes: a gateway 101, a chassis CAN bus 10, a battery management BMS module 102, a power driven PEU module 103, a gear control module 104, a vacuum pump control module 105, and an advanced driving assistance ADAS. Module 106.
  • the PEU module 103 includes a drive control unit 1031, a charger control OBC 1032, and a DC/DC 1033.
  • control system of the electric vehicle includes: a gateway 101.
  • the independently designed gateway 101 can isolate the bus data from the outside world, and can not only encrypt the communication between the buses, but also isolate the diagnostic interface from each bus to implement data transmission. Double layer encryption with diagnostics.
  • control system of the electric vehicle includes a chassis CAN bus 10.
  • the chassis CAN bus 10 is connected to the gateway 101. As shown in Fig. 1, the mark 10 in the solid line in the figure is the chassis CAN bus.
  • the chassis CAN bus 10 can be a CAN-FD network, or a Flexray network can be used, which is not limited.
  • chassis CAN bus 10 Since the chassis CAN bus 10 has a higher communication rate requirement, that is, the baud rate of the chassis CAN bus 10 is higher, so as to realize the real-time performance of the network transmission.
  • control system of the electric vehicle includes a Battery Management System (BMS) module 102.
  • BMS Battery Management System
  • the BMS module 102 is configured to manage power up and down of the battery, charge and discharge of the battery, and energy of the battery.
  • control system of the electric vehicle includes a Power Electronic Unit (PEU) module 103.
  • PEU Power Electronic Unit
  • the PEU module 103 may include a drive control unit 1031, a charger control OBC 1032, and a DC/DC 1033.
  • the drive control unit 1031 is configured to control the drive motor according to the accelerator pedal signal and the brake pedal signal, and the drive control unit 1031 is connected to the chassis CAN bus 10.
  • the architecture of the control system of the electric vehicle of the embodiment of the present disclosure cancels the vehicle control unit (VCU) in the conventional electric vehicle, and distributes the functions of the VCU in the drive control unit 1031 and the BMS module 102.
  • the drive control unit 1031 controls the drive motor according to the accelerator pedal signal and the brake pedal signal, and is specifically responsible for functions such as torque control, chassis coordination, and accessory control of the vehicle.
  • On Board Charge (OBC) 1032 and DC/DC 1033 wherein the drive control unit 1031, OBC 1032, and DC/DC 1033 are independent nodes of the bus, and share a hard-wire wake-up signal line of one BMS.
  • OBC On Board Charge
  • the drive control unit 1031, OBC 1032, DC/DC 1033 can be integrated with the high voltage power distribution box as the PEU module 103. It should be noted that, for a rear-drive model, such as a commercial vehicle, the drive control unit 1031 may be a motor that drives the rear axle, and the PEU module 103 is located at the rear axle.
  • the drive control unit 1031, OBC1032, and DC/DC1033 can all wake up through the BMS, and can share a hard-wire wake-up signal line of a BMS.
  • the wake-up mechanism is as shown in Table 1 below.
  • control system of the electric vehicle includes: a gear control module 104.
  • the gear control module 104 is coupled to the PEU module 103 via the chassis CAN bus 10.
  • the gear position control module determines the specific position of the current gear position according to the voltage value of the VCU analysis gear position control module. If the voltage value fluctuates, it will cause the VCU to parse the error, which will cause the gear position determined by the gear control module to not match the actual position.
  • the gear control module 104 has a CAN function, which can not only reduce the error rate of the gear position resolution, but also enhance the transmission rate of the gear position information.
  • control system of the electric vehicle includes a vacuum pump control module 105.
  • the vacuum pump control module 105 is connected to the PEU module 103 via the chassis CAN bus 10.
  • the vacuum pump is controlled by the VCU, and the VCU determines whether the current vehicle needs to be pressurized according to the collected vacuum pressure signal. In this way, if the voltage value fluctuates, it will cause the VCU to parse the error. And if the VCU fails, it will directly affect the braking safety of the vehicle.
  • the vacuum pump control module 105 by independently designing the vacuum pump control module 105, it is possible to be free from interference from other modules in the vehicle. Moreover, the vacuum pump control module 105 has a CAN function, which can reduce the analysis error rate of the vehicle supercharging. In addition, due to the structure of the control system of the electric vehicle, the VCU in the conventional electric vehicle is eliminated, so that the problem of the brake safety of the vehicle will be directly affected when the VCU fails, thereby ensuring the safety of the vehicle.
  • control system of the electric vehicle includes an Advanced Driver Assistance Systems (ADAS) module 106.
  • ADAS Advanced Driver Assistance Systems
  • the ADAS module 106 is coupled to the PEU module 103 via the chassis CAN bus 10.
  • the ADAS module 106 may include: a Mid-Range Radar (MRR), a Multi Purpose Camera (MPC), and an Automatic Parking Assistant (APA) unit.
  • MRR Mid-Range Radar
  • MPC Multi Purpose Camera
  • APA Automatic Parking Assistant
  • the module connected to the chassis CAN bus 10 in FIG. 1 includes an Electronic Park Brake (EPB) module, an Electric Power Steering (EPS) module, and an Electronic Stability Program (Electronic Stability Program).
  • EPB Electronic Park Brake
  • EPS Electric Power Steering
  • ESP Electronic Stability Program
  • MCU_R Rear Axle Motor Control Unit
  • TCU Transmission Control Unit
  • the control system of the electric vehicle of the embodiment of the present disclosure can isolate the bus data from the outside world by designing an independent gateway, thereby ensuring the security of the network.
  • the gateway By connecting to the gateway through the chassis CAN bus, the real-time performance of the network transmission can be guaranteed.
  • the BMS module the battery is powered on and off, the battery is charged and discharged, and the energy of the battery is managed, and the drive control unit is connected to the chassis CAN bus, so that the function of the VCU in the conventional vehicle can be realized, thereby eliminating the need to install a VCU in the vehicle. Reduce the cost of the entire vehicle and increase the communication speed of the whole vehicle.
  • the gear control module By connecting the gear control module to the PEU module, the error rate of the gear position resolution can be reduced, and the transmission rate of the gear position information can be enhanced.
  • the vacuum pump control module is connected to the PEU module, which is free from interference from other modules in the vehicle and can reduce the analysis error rate of the vehicle boost.
  • the VCU in the conventional electric vehicle is eliminated, so that the problem of the brake safety of the vehicle will be directly affected when the VCU fails, thereby ensuring the safety of the vehicle.
  • the architecture of the control system of the electric vehicle can be divided into six independent CAN buses according to functions, namely: chassis CAN bus 10, body CAN bus 20, infotainment CAN bus 30, power CAN Bus 40, remote CAN bus 50, and diagnostic CAN bus 60. Therefore, the problem that the conventional electric vehicle has excessive bus load due to too many control modules can be solved, and an intelligent network architecture is realized, and the scalability of the network architecture is improved.
  • control system of the electric vehicle may further include: a body CAN bus 20, and various control modules connected to the body CAN bus 20.
  • control system of the electric vehicle includes a body CAN bus 20.
  • the body CAN bus 20 is connected to the gateway 101. As shown in Fig. 2, the mark 20 in the solid line in the figure is the body CAN bus. Since the body CAN bus 20 requires a communication rate that is not high compared to other buses, the baud rate of the body CAN bus can be 250 Kbps.
  • control system of the electric vehicle includes: a heating controller PTC 107 that integrates the hot core.
  • the PTC 107 is connected to the body CAN bus 20.
  • the battery may not be properly charged or normally driven because the battery temperature is too low. In this case, the battery needs to be separately heated.
  • the PTC of the air conditioner is separately designed from the hot core of the battery, that is, the hot core is nested inside the battery, and when the battery is heated, the hot core needs to be separately controlled. In this way, when the battery is heated at a low temperature, the user will not be allowed to turn on the air conditioner due to insufficient power. Or, when the user turns on the air conditioner, the battery is not allowed to be heated to reduce the energy loss.
  • the function of simultaneously turning on the air conditioner and heating the battery can be realized.
  • control system of the electric vehicle includes a Passive Entry Passive Start (PEPS) module 108.
  • PEPS Passive Entry Passive Start
  • the PEPS module 108 is coupled to the body CAN bus 20.
  • the control system of the electric vehicle includes a Body Control Module (BCM) module 109.
  • BCM Body Control Module
  • the BCM module 109 is coupled to the body CAN bus 20.
  • control system of the electric vehicle includes an Electronic Steering Column Lock (ESCL) module 110.
  • ESL Electronic Steering Column Lock
  • the ESCL module 110 is coupled to the body CAN bus 20.
  • control system of the electric vehicle includes an integrated Intelligent Appliance Center (UEC) 111.
  • UEC Intelligent Appliance Center
  • the UEC 111 is connected to the body CAN bus 20.
  • control system of the electric vehicle includes an electronic climate control (ECC) module 112.
  • ECC electronic climate control
  • the ECC module 112 is coupled to the body CAN bus 20.
  • control system of the electric vehicle includes an Electric Air Compressor System (EAS) module 113.
  • EAS Electric Air Compressor System
  • the EAS module 113 is coupled to the body CAN bus 20.
  • control system of the electric vehicle includes a Supplemental Restraint System Diagnostic Module (SDM) module 114.
  • SDM Supplemental Restraint System Diagnostic Module
  • the SDM module 114 is coupled to the body CAN bus 20.
  • control system of the electric vehicle includes an Approaching Vehicle Sound for Pedestrians (VSP) module 115.
  • VSP Approaching Vehicle Sound for Pedestrians
  • the VSP module 115 is coupled to the body CAN bus 20.
  • control system of the electric vehicle includes an Automatic Headlight Levelling (AHL) module 116.
  • AHL Automatic Headlight Levelling
  • the AHL module 116 is coupled to the body CAN bus 20.
  • control system of the electric vehicle may further include: an infotainment CAN bus 30, and various control modules connected to the infotainment CAN bus 30.
  • control system of the electric vehicle includes an infotainment CAN bus 30.
  • the infotainment CAN bus 30 is connected to the gateway 101. As shown in FIG. 3, the mark 30 in the solid line in the figure is the infotainment CAN bus.
  • the baud rate of the infotainment CAN bus 30 can be 500 Kbps. Compared to the body CAN bus 20, the infotainment CAN bus 30 has a higher rate of communication to improve the user's driving experience.
  • control system of the electric vehicle includes an Instrument Control Module (ICM) module 117.
  • ICM Instrument Control Module
  • the ICM module 117 is coupled to the infotainment CAN bus 30.
  • the control system of the electric vehicle includes a Parking Distance Control (PDC) module 118.
  • PDC Parking Distance Control
  • the PDC module 118 is coupled to the infotainment CAN bus 30.
  • control system of the electric vehicle includes a Head Up Display (HUD) module 119.
  • HUD Head Up Display
  • the HUD module 119 is connected to the infotainment CAN bus 30.
  • control system of the electric vehicle includes a Tire Pressure Monitoring System (TPMS) module 120.
  • TPMS Tire Pressure Monitoring System
  • the TPMS module 120 is coupled to the infotainment CAN bus 30.
  • control system of the electric vehicle includes an Panoramic View Monitor (AVM) module 121/Reverse Video Control (RVC) module 122.
  • AVM Panoramic View Monitor
  • RVC Real-Reverse Video Control
  • the AVM module 121/RVC module 122 is connected to the infotainment CAN bus 30.
  • FIG. 3 further includes an Entertainment Head Unit (EHU) module connected to the infotainment CAN bus 30.
  • EHU Entertainment Head Unit
  • control system of the electric vehicle may further include: a power CAN bus 40, a remote CAN bus 50, a diagnostic CAN bus 60, and each and each Each control module connected to the bus.
  • control system of the electric vehicle includes a power CAN bus 40.
  • the power CAN bus 40 is connected to the gateway 101. As shown in FIG. 4, the mark 40 in the solid line in the figure is a power CAN bus.
  • the baud rate of the power CAN bus 40 can be 500 Kbps.
  • the BMS module 102, the OBC 1032 and the DC/DC 1033 in the PEU module are connected to the power CAN bus 40.
  • AC-CHM in FIG. 4 refers to a slow charging device
  • DC-CHM refers to a fast charging device
  • control system of the electric vehicle includes a Charge Management Unit (CMU) module 123.
  • CMU Charge Management Unit
  • the CMU module 123 is coupled to the power CAN bus 40.
  • control system of the electric vehicle includes: a remote CAN bus 50.
  • the remote CAN bus 50 is connected to the gateway 101. As shown in FIG. 4, the mark 50 in the solid line in the figure is a remote CAN bus.
  • the remote CAN bus 50 can employ an Ethernet network.
  • control system of the electric vehicle includes an Event Data Recorders (EDR) module 124.
  • EDR Event Data Recorders
  • the EDR module 124 is coupled to the remote CAN bus 50.
  • a TBOX module connected to the remote CAN bus 50 is also included in FIG.
  • the AVM module 121/RVC module 122 is connected to the EHU module via a remote CAN bus 50, and the MRR and MPC are connected via a remote CAN bus 50.
  • control system of the electric vehicle includes a diagnostic CAN bus 60.
  • the diagnostic CAN bus 60 is connected to the gateway 101. As shown in FIG. 4, the mark 60 in the solid line in the figure is a diagnostic CAN bus, which can detect the state of the vehicle control module.
  • the solid line in the solid line in FIG. 4 is a LIN line
  • the solid line in the unmarked number is a hard line
  • the module connected to the LIN line in FIG. 4 is a Driver/Passenger Front Seat Module (DSM), a left door lock mirror module, a right door lock mirror module, a sunroof RCM module. , indoor light module, Steering Control Module (SCM) module.
  • DSM Driver/Passenger Front Seat Module
  • SCM Steering Control Module
  • the left door lock mirror module and the BCM module 109 are connected by a LIN line.
  • the power supply mechanism, the wake-up mechanism, and the sleep mechanism of all the control modules of the entire vehicle are also proposed, which can achieve the new functional requirements of the user without affecting each Control module wake-up and sleep time.
  • the power supply mechanism and the wake-up mechanism of the control module are as shown in Table 1.
  • the control module with the network wake-up function includes: an AVM module, a BMS module, an ICM module, a TBOX module, a gateway, an EHU module, a PEPS module, a BCM module, and an ESCL module.
  • Remote power control includes: remote charging, remote air conditioning, intelligent DC/DC charging.
  • all the control modules can be classified into three categories:
  • Class A very electric power supply
  • Class B Normal power supply, non-network wake-up
  • Class C Normal power supply, network wake-up.
  • control module After the power supply is disconnected, the control module stops working and no longer affects other control modules.
  • the control module continues to run and sends a CAN message. After the sleep condition is met, the message is stopped and goes to sleep.
  • the sleep conditions of the class B control module in the control system are as shown in Table 4.
  • the sleep process is: after the wake-up source (other wake-up source other than the network wake-up) is invalid, the control module continues to run, and after the sleep condition is satisfied, the control module can continuously send a sleep request, for example, Sleep.Ind. After the sleep request is issued, or after receiving the sleep response, for example, Sleep.Ack, the control module enters the sleep state and stops transmitting the CAN message, and then enters the sleep state after a certain period of time.
  • a sleep request for example, Sleep.Ind.
  • the sleep conditions of the class C control module in the control system are as shown in Table 5.
  • the control system of the electric vehicle can not only realize communication between internal modules of each bus by refining the bus into six independent buses, but also can reduce the cost of the entire vehicle and improve the communication speed of the entire vehicle.
  • each additional new control module will pose new challenges to the vehicle's network bus, affect network load, network security and network expansion, and adapt to platform, integration, and intelligence Control development system.
  • the power supply mechanism, wake-up mechanism and sleep mechanism of the vehicle control module are proposed, which can meet the new functional requirements of the user without affecting the wake-up and sleep time of each control module.
  • an automobile of the present embodiment which comprises the control system of the electric vehicle described in the foregoing embodiments of FIGS. 1 to 4.
  • the automobile of the embodiment of the present disclosure can isolate the bus data from the outside world by designing an independent gateway, thereby ensuring the security of the network.
  • the gateway By connecting to the gateway through the chassis CAN bus, the real-time performance of the network transmission can be guaranteed.
  • the BMS module the battery is powered on and off, the battery is charged and discharged, and the energy of the battery is managed, and the drive control unit is connected to the chassis CAN bus, so that the function of the VCU in the conventional vehicle can be realized, thereby eliminating the need to install a VCU in the vehicle.
  • the gear control module By connecting the gear control module to the PEU module, the error rate of the gear position resolution can be reduced, and the transmission rate of the gear position information can be enhanced.
  • the vacuum pump control module is connected to the PEU module, which is free from interference from other modules in the vehicle and can reduce the analysis error rate of the vehicle boost.
  • the VCU in the conventional electric vehicle is eliminated, so that the problem of the brake safety of the vehicle will be directly affected when the VCU fails, thereby ensuring the safety of the vehicle.
  • first and second are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated.
  • features defining “first” and “second” may include at least one of the features, either explicitly or implicitly.
  • the meaning of "a plurality” is at least two, such as two, three, etc., unless specifically defined otherwise.
  • Any process or method description in the flowcharts or otherwise described herein may be understood to represent a module, segment or portion of code comprising one or more executable instructions for implementing the steps of a custom logic function or process.
  • the scope of the preferred embodiments of the present disclosure includes additional implementations, in which the functions may be performed in a substantially simultaneous manner or in an inverse order depending on the functions involved, in the order shown or discussed. It will be understood by those skilled in the art to which the embodiments of the present disclosure pertain.
  • a "computer-readable medium” can be any apparatus that can contain, store, communicate, propagate, or transport a program for use in an instruction execution system, apparatus, or device, or in conjunction with the instruction execution system, apparatus, or device.
  • computer readable media include the following: electrical connections (electronic devices) having one or more wires, portable computer disk cartridges (magnetic devices), random access memory (RAM), Read only memory (ROM), erasable editable read only memory (EPROM or flash memory), fiber optic devices, and portable compact disk read only memory (CDROM).
  • the computer readable medium may even be a paper or other suitable medium on which the program can be printed, as it may be optically scanned, for example by paper or other medium, followed by editing, interpretation or, if appropriate, other suitable The method is processed to obtain the program electronically and then stored in computer memory.
  • portions of the present disclosure can be implemented in hardware, software, firmware, or a combination thereof.
  • multiple steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system.
  • a suitable instruction execution system For example, if implemented in hardware and in another embodiment, it can be implemented by any one or combination of the following techniques well known in the art: discrete with logic gates for implementing logic functions on data signals Logic circuits, application specific integrated circuits with suitable combinational logic gates, programmable gate arrays (PGAs), field programmable gate arrays (FPGAs), and the like.
  • each functional unit in various embodiments of the present disclosure may be integrated into one processing module, or each unit may exist physically separately, or two or more units may be integrated into one module.
  • the above integrated modules can be implemented in the form of hardware or in the form of software functional modules.
  • the integrated modules, if implemented in the form of software functional modules and sold or used as stand-alone products, may also be stored in a computer readable storage medium.
  • the above mentioned storage medium may be a read only memory, a magnetic disk or an optical disk or the like. While the embodiments of the present disclosure have been shown and described above, it is understood that the foregoing embodiments are illustrative and are not to be construed as limiting the scope of the disclosure The embodiments are subject to variations, modifications, substitutions and variations.

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  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

一种电动汽车的控制***和汽车，其中，***包括：网关（101）；与网关（101）相连的底盘CAN总线（10）；电池管理BMS模块（102），用于对电池的上下电、电池的充放电以及电池的能量进行管理；动力驱动PEU模块（103），包括：与底盘CAN总线（10）相连的驱动控制单元（1031），用于根据加速踏板信号和制动踏板信号对驱动电机进行控制；充电器控制OBC（1032）和DC/DC（1033），驱动控制单元（1031）、OBC（1032）和DC/DC（1033）为总线的独立节点，且共用一个BMS的硬线唤醒信号线；挡位控制模块（104），通过底盘CAN总线（10）与PEU模块（103）相连；真空泵控制模块（105），通过底盘CAN总线（10）与PEU模块（103）相连；先进驾驶辅助ADAS模块（106），通过底盘CAN总线（10）与PEU模块（103）相连。能够提升网络的安全性和实时性，降低档位位置的解析和车辆增压的解析出错率，从而保证车辆行驶的安全性。

Description

电动汽车的控制***和汽车
相关申请的交叉引用
本公开要求北京新能源汽车股份有限公司于2017年7月31日提交的、申请名称为“电动汽车的控制***和汽车”的、中国专利申请号“201710642022.1”的优先权。
技术领域
本公开涉及车辆工程技术领域，特别涉及一种电动汽车的控制***和汽车。
背景技术
随着电动汽车的普及，用户对电动汽车的智能化的需求越来越高。相关技术中，通过增加额外的控制模块来满足用户的新功能的需求。
发明内容
本公开旨在至少在一定程度上解决上述技术中的技术问题之一。为此，本公开的一个目的在于提出一种电动汽车的控制***，以实现提升网络的安全性，提升网络传输的实时性，降低档位位置解析的出错率，增强档位信息的传递速率，并且可以降低车辆增压的解析出错率，从而保证车辆行驶的安全性，用于解决现有通过增加额外的控制模块来满足用户的新功能的需求，将对整车的网络总线造成新的挑战，影响网络的安全性与实时性的问题。
本公开的第二个目的在于提出一种汽车。
为达到上述目的，本公开第一方面实施例提出了一种电动汽车的控制***，包括：网关；与所述网关相连的底盘CAN总线；电池管理BMS模块，用于对电池的上下电、所述电池的充放电以及所述电池的能量进行管理；动力驱动PEU模块，所述PEU模块包括：驱动控制单元，用于根据加速踏板信号和制动踏板信号对驱动电机进行控制，所述驱动控制单元与所述底盘CAN总线相连；充电器控制OBC和DC/DC，其中，所述驱动控制单元、所述OBC和所述DC/DC为总线的独立节点，且共用一个BMS的硬线唤醒信号线；挡位控制模块，所述挡位控制模块通过所述底盘CAN总线与所述PEU模块相连；真空泵控制模块，所述真空泵控制模块通过所述底盘CAN总线与所述PEU模块相连；以及先进驾驶辅助ADAS模块，所述ADAS模块通过所述底盘CAN总线与所述PEU模块相连。
本公开实施例的电动汽车的控制***，通过设计独立的网关，能够将总线数据与外界隔离，从而保证网络的安全性。通过底盘CAN总线与网关相连，能够保证网络传输的实时性。通过BMS模块对电池的上下电、电池的充放电和电池的能量进行管理，以及驱动控制单元与底盘CAN总线相连，能够实现传统车辆中VCU的功能，从而无需在车辆中装有VCU，能够实现降低整车成本，提高整车的通信速率。通过档位控制模块与和PEU模块相连，能够降低档位位置解析的出错率，并且能够增强档位信息的传递速率。通过真空泵控制模块与PEU模块相连，能够不受车辆中的其他模块的干扰，并且可以降低车辆增压的解析出错率。此外，由于电动汽车的控制***的架构，取消了传统电动汽车中的VCU，因此，可以避免VCU出现故障时，将直接影响车辆的制动安全的问题，从而保证车辆行驶的安全性。
为达到上述目的，本公开第二方面实施例提出了一种汽车，包括：本公开第一方面实施例所示的电动汽车的控制***。
本公开实施例的汽车，通过设计独立的网关，能够将总线数据与外界隔离，从而保证网络的安全性。通过底盘CAN总线与网关相连，能够保证网络传输的实时性。通过BMS模块对电池的上下电、电池的充放电和电池的能量进行管理，以及驱动控制单元与底盘CAN总线相连，能够实现传统车辆中VCU的功能，从而无需在车辆中装有VCU，能够实现降低整车成本，提高整车的通信速率。通过档位控制模块与和PEU模块相连，能够降低档位位置解析的出错率，并且能够增强档位信息的传递速率。通过真空泵控制模块与PEU模块相连，能够不受车辆中的其他模块的干扰，并且可以降低车辆增压的解析出错率。此外，由于电动汽车的控制***的架构，取消了传统电动汽车中的VCU，因此，可以避免VCU出现故障时，将直接影响车辆的制动安全的问题，从而保证车辆行驶的安全性。
本公开附加的方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本公开的实践了解到。
附图说明
为了更清楚地说明本公开实施例中的技术方案，下面将对实施例中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图是本公开的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1为本公开实施例提供的一种电动汽车的控制***的结构示意图；
图2为本公开实施例提供的另一种电动汽车的控制***的结构示意图；
图3为本公开实施例提供的另一种电动汽车的控制***的结构示意图；
图4为本公开实施例提供的另一种电动汽车的控制***的结构示意图。
具体实施方式
下面详细描述本公开的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，旨在用于解释本公开，而不能理解为对本公开的限制。
下面结合附图来描述本公开实施例的电动汽车的控制***和汽车。在具体描述本公开实施例之前，为了便于理解，首先对常用技术缩略词进行介绍：
DC/DC，直流转换控制单元(Direct Current to Direct Current)。
ACC，自适应巡航***(Adaptive Cruise Control)。
DMCU模块，为双电机控制(Double Motor Control Unit)模块，集成了GCU模块和驱动控制单元的功能。其中，
GCU模块，发电机控制模块(Generator Control Unit)。
HCU模块，混动控制(Hybrid Control Unit)模块。
RMS模块，数据采集(Remote Monitor System)模块。
TBOX模块，车载通信(Telematics BOX)模块。
T/R模块，TBOX模块/RMS模块。
GPRS，通用分组无线业务(General Packet Radio Service)。
OTA，Over The Air技术。
图1为本公开实施例提供的一种电动汽车的控制***的结构示意图。
如图1所示，该电动汽车的控制***包括：网关101、底盘CAN总线10、电池管理BMS模块102、动力驱动PEU模块103、挡位控制模块104、真空泵控制模块105，以及先进驾驶辅助ADAS模块106。其中，PEU模块103包括：驱动控制单元1031、充电器控制OBC1032和DC/DC1033。
本公开的实施例中，该电动汽车的控制***包括：网关101。
本公开的实施例中，独立设计的网关101，可以将总线数据与外界隔离，不仅可以将各个总线之间的通信进行加密处理，而且可以将诊断接口与各个总线之间进行隔离，实现数据发送与诊断的双层加密。
本公开的实施例中，该电动汽车的控制***包括：底盘CAN总线10。
具体实现时，底盘CAN总线10与网关101相连。如图1所示，图中实线中标记10的为底盘CAN总线。底盘CAN总线10可以采用CAN-FD网络，或者，可以采用Flexray网络，对此不作限制。
由于底盘CAN总线10对通信的速率要求较高，即底盘CAN总线10的波特率较高，以实现网络传输的实时性。
本公开的实施例中，该电动汽车的控制***包括：电池管理(Battery Management System，BMS)模块102。
具体实现时，BMS模块102，用于对电池的上下电、电池的充放电以及电池的能量进行管理。
本公开的实施例中，该电动汽车的控制***包括：动力驱动(Power Electronic Unit，PEU)模块103。
具体实现时，PEU模块103可以包括：驱动控制单元1031、充电器控制OBC1032，以及DC/DC1033。
其中，驱动控制单元1031，用于根据加速踏板信号和制动踏板信号对驱动电机进行控制，驱动控制单元1031与底盘CAN总线10相连。
本公开实施例的电动汽车的控制***的架构，取消了传统电动汽车中的整车控制器(Vehicle Control Unit，VCU)，将VCU的功能分配在驱动控制单元1031和BMS模块102中。其中，驱动控制单元1031根据加速踏板信号和制动踏板信号对驱动电机进行控制，具体负责车辆的扭矩控制、底盘协调、附件控制等功能。通过取消车辆中的VCU，不仅可以实现降低整车成本，而且能够有效提高整车的通信速率。
充电器控制(On Board Charge，OBC)1032和DC/DC1033，其中，驱动控制单元1031、OBC1032和DC/DC1033为总线的独立节点，且共用一个BMS的硬线唤醒信号线。
具体实现时，驱动控制单元1031、OBC1032、DC/DC1033可以和高压配电盒集成为PEU模块103。需要说明的是，对于后驱车型，例如商用车，驱动控制单元1031可以为驱动后轴的电机，PEU模块103位于后轴。
驱动控制单元1031、OBC1032和DC/DC1033均可以通过BMS唤醒，可以共用一个BMS的硬线唤醒信号线，其唤醒机制如后续表1所示。
本公开的实施例中，该电动汽车的控制***包括：挡位控制模块104。
具体实现时，挡位控制模块104通过底盘CAN总线10与PEU模块103相连。
现有技术中，档位控制模块根据VCU解析档位控制模块的电压值，确定当前档位的具***置。若电压值出现波动，将导致VCU解析错误，从而导致档位控制模块确定的档位位置和实际不匹配。
而本公开的实施例中，挡位控制模块104具有CAN功能，不仅可以降低档位位置解析的出错率，而且可增强档位信息的传递速率。
本公开的实施例中，该电动汽车的控制***包括：真空泵控制模块105。
具体实现时，真空泵控制模块105通过底盘CAN总线10与PEU模块103相连。
现有技术中，真空泵由VCU进行控制，VCU根据采集的真空压力信号，判断当前车辆是否需要进行增压。这种方式下，若电压值出现波动，将导致VCU解析错误。并且如果VCU出现故障，将直接影响车辆的制动安全。
而本公开的实施例中，通过独立设计真空泵控制模块105，能够不受车辆中的其他模块的干扰。且该真空泵控制模块105具备CAN功能，可以降低车辆增压的解析出错率。此外，由于电动汽车的控制***的架构，取消了传统电动汽车中的VCU，因此，可以避免VCU出现故障时，将直接影响车辆的制动安全的问题，从而保证车辆行驶的安全性。
本公开的实施例中，该电动汽车的控制***包括：先进驾驶辅助(Advanced Driver Assistance Systems，ADAS)模块106。
具体实现时，ADAS模块106通过底盘CAN总线10与PEU模块103相连。
可选地，ADAS模块106可以包括：中距雷达(Mid-Range Radar，MRR)、多功能摄像头(Multi Purpose Camera，MPC)、自动泊车辅助(Automatic Parking Assistant，APA)单元。
可选地，图1中与底盘CAN总线10相连的模块还有电子驻车控制(Electrical Park Brake，EPB)模块、电动助力转向控制(Electric Power Steering，EPS)模块、电子稳定(Electronic Stability Program，ESP)模块、后轴电机控制(Rear Axle Motor Control Unit，MCU_R)模块，以及变速箱控制(Transmission Control Unit，TCU)模块。
本公开实施例的电动汽车的控制***，通过设计独立的网关，能够将总线数据与外界隔离，从而保证网络的安全性。通过底盘CAN总线与网关相连，能够保证网络传输的实时性。通过BMS模块对电池的上下电、电池的充放电和电池的能量进行管理，以及驱动控制单元与底盘CAN总线相连，能够实现传统车辆中VCU的功能，从而无需在车辆中装有VCU，能够实现降低整车成本，提高整车的通信速率。通过档位控制模块与和PEU模块相连，能够降低档位位置解析的出错率，并且能够增强档位信息的传递速率。通过真空泵控制模块与PEU模块相连，能够不受车辆中的其他模块的干扰，并且可以降低车辆增压的解析出错率。此外，由于电动汽车的控制***的架构，取消了传统电动汽车中的VCU，因此，可以避免VCU出现故障时，将直接影响车辆的制动安全的问题，从而保证车辆行驶的安全性。
本公开实施例中，可以将电动汽车的控制***的架构按照功能进行划分，划分为六种独立的CAN总线，分别为：底盘CAN总线10、车身CAN总线20、信息娱乐CAN总线30、动力CAN总线40、远程CAN总线50，以及诊断CAN总线60。由此，可以解决传统电动汽车因控制模块过多而导致总线负载过高的问题，而且实现了智能化的网络架构，以及提高了网络架构的可扩展性。
可选地，参见图2，在图1实施例所示的基础上，该电动汽车的控制***还可以包括：车身CAN总线20，以及与车身CAN总线20相连的各个控制模块。
本公开的实施例中，该电动汽车的控制***包括：车身CAN总线20。
具体实现时，车身CAN总线20与网关101相连。如图2所示，图中实线中标记20的为车身CAN总线。由于车身CAN总线20对通信的速率的要求，相对其他总线而言不高， 因此，车身CAN总线的波特率可以为250Kbps。
本公开的实施例中，该电动汽车的控制***包括：集成热芯的加热控制器PTC107。
具体实现时，PTC107与车身CAN总线20相连。
在车辆的充电过程中，或者低温启动时，往往会出现因为电池温度过低，而导致车辆无法正常充电或者正常行车的情况，此时，需单独对电池进行加热处理。
现有技术中，将空调的PTC与电池的热芯分开设计，即将热芯嵌套在电池内部，在电池加热时，需单独对热芯进行控制。这种方式下，导致在电池低温加热时，由于功率不足，将不允许用户开启空调暖风。或者，在用户开启空调暖风时，不允许给电池加热，以减少能量的损耗。
本公开的实施例中，通过将PTC与热芯集成在一起，可以实现同时开启空调暖风与给电池加热的功能。
本公开的实施例中，该电动汽车的控制***包括：无钥匙进入/启动(Passive Entry Passive Start，PEPS)模块108。
具体实现时，PEPS模块108与车身CAN总线20相连。
本公开的实施例中，该电动汽车的控制***包括：车身控制(Body Control Module，BCM)模块109。
具体实现时，BCM模块109与车身CAN总线20相连。
本公开的实施例中，该电动汽车的控制***包括：电子转向柱锁(Electronic Steering Column Lock，ESCL)模块110。
具体实现时，ESCL模块110与车身CAN总线20相连。
本公开的实施例中，该电动汽车的控制***包括：集成式智能电器盒(Underhood Electric Center，UEC)111。
具体实现时，UEC111与车身CAN总线20相连。
本公开的实施例中，该电动汽车的控制***包括：电子温控(Electrical Climate Control，ECC)模块112。
具体实现时，ECC模块112与车身CAN总线20相连。
本公开的实施例中，该电动汽车的控制***包括：电动压缩机控制(Electronic Air Compressor System，EAS)模块113。
具体实现时，EAS模块113与车身CAN总线20相连。
本公开的实施例中，该电动汽车的控制***包括：安全气囊(Supplemental Restraint System Diagnostic Module，SDM)模块114。
具体实现时，SDM模块114与车身CAN总线20相连。
本公开的实施例中，该电动汽车的控制***包括：行人警示(Approaching Vehicle Sound for Pedestrians，VSP)模块115。
具体实现时，VSP模块115与车身CAN总线20相连。
本公开的实施例中，该电动汽车的控制***包括：自动前灯调平(Automatic Headlight Levelling，AHL)模块116。
具体实现时，AHL模块116与车身CAN总线20相连。
可选地，参见图3，在图1-2实施例所示的基础上，该电动汽车的控制***还可以包括：信息娱乐CAN总线30，以及与信息娱乐CAN总线30相连的各个控制模块。
本公开的实施例中，该电动汽车的控制***包括：信息娱乐CAN总线30。
具体实现时，信息娱乐CAN总线30与网关101相连。如图3所示，图中实线中标记30的为信息娱乐CAN总线。信息娱乐CAN总线30的波特率可以为500Kbps，相比于车身CAN总线20，信息娱乐CAN总线30对通信的速率要求更高，以提高用户的驾乘体验。
本公开的实施例中，该电动汽车的控制***包括：仪表控制(Instrument Control Module，ICM)模块117。
具体实现时，ICM模块117与信息娱乐CAN总线30相连。
本公开的实施例中，该电动汽车的控制***包括：倒车雷达控制(Parking Distance Control，PDC)模块118。
具体实现时，PDC模块118与信息娱乐CAN总线30相连。
本公开的实施例中，该电动汽车的控制***包括：抬头显示(Head Up Display，HUD)模块119。
具体实现时，HUD模块119与信息娱乐CAN总线30相连。
本公开的实施例中，该电动汽车的控制***包括：胎压监测(Tire Pressure Monitoring System，TPMS)模块120。
具体实现时，TPMS模块120与信息娱乐CAN总线30相连。
本公开的实施例中，该电动汽车的控制***包括：全景影像(Around View Monitor，AVM)模块121/倒车影像(Reverse Video Control，RVC)模块122。
具体实现时，AVM模块121/RVC模块122与信息娱乐CAN总线30相连。
可选地，图3中还包括与信息娱乐CAN总线30相连的娱乐主控(Entertainment Head Unit，EHU)模块。
进一步地，参见图4，在图1-3实施例所示的基础上，该电动汽车的控制***还可以包括：动力CAN总线40、远程CAN总线50、诊断CAN总线60，以及分别与每种总线相连的各个控制模块。
本公开的实施例中，该电动汽车的控制***包括：动力CAN总线40。
具体实现时，动力CAN总线40与网关101相连。如图4所示，图中实线中标记40的为动力CAN总线。动力CAN总线40的波特率可以为500Kbps。
其中，BMS模块102、PEU模块中的OBC1032和DC/DC1033与动力CAN总线40相 连。
可选地，图4中AC-CHM指慢充设备，DC-CHM指快充设备。
本公开的实施例中，该电动汽车的控制***包括：充电管理(Charge Management Unit，CMU)模块123。
具体实现时，CMU模块123与动力CAN总线40相连。
本公开的实施例中，该电动汽车的控制***包括：远程CAN总线50。
具体实现时，远程CAN总线50与网关101相连。如图4所示，图中实线中标记50的为远程CAN总线。远程CAN总线50可以采用以太网网络。
本公开的实施例中，该电动汽车的控制***包括：事件记录仪(Event Data Recorders，EDR)模块124。
具体实现时，EDR模块124与远程CAN总线50相连。
可选地，图4中还包括与远程CAN总线50相连的TBOX模块。AVM模块121/RVC模块122与EHU模块通过远程CAN总线50相连，MRR与MPC通过远程CAN总线50相连。
本公开的实施例中，该电动汽车的控制***包括：诊断CAN总线60。
具体实现时，诊断CAN总线60与网关101相连。如图4所示，图中实线中标记60的为诊断CAN总线，能够实现整车控制模块状态的检测。
需要说明的是，图4中实线中标记70的为LIN线，未标记数字的实线为硬线。可选地，图4中与LIN线相连的模块为驾驶员座椅控制模块(Driver/Passenger Front Seat Module，DSM)、左门窗锁后视镜模块、右门窗锁后视镜模块、天窗RCM模块、室内灯模块、转向控制(Steering Control Module，SCM)模块。其中，左门窗锁后视镜模块与BCM模块109通过LIN线相连。
现有技术中，为了满足用户新功能需求，通过在车辆中增加控制模块，将影响整车中其他控制模块的唤醒以及休眠时间。
而本公开实施例中，在图4所示的控制***下，还提出了整车所有控制模块的供电机制、唤醒机制，以及休眠机制，能够实现在满足用户新功能需求的同时，不影响各个控制模块的唤醒和休眠时间。
可选地，控制模块的供电机制和唤醒机制如表1所示。
表1
Figure PCTCN2018094522-appb-000001
Figure PCTCN2018094522-appb-000002
Figure PCTCN2018094522-appb-000003
Figure PCTCN2018094522-appb-000004
本公开实施例中，在图4所示的控制***下，还提出了控制***中各个工况的唤醒机制，如表2所示。
表2
Figure PCTCN2018094522-appb-000005
Figure PCTCN2018094522-appb-000006
其中，具备网络唤醒功能的控制模块包括：AVM模块、BMS模块、ICM模块、TBOX模块、网关、EHU模块、PEPS模块、BCM模块、ESCL模块。
远程动力控制包括：远程充电、远程空调、智能DC/DC补电。
本公开实施例中，在图4所示的控制***下，还提出了控制***中的各个控制模块的工作情况，如表3所示。
表3
Figure PCTCN2018094522-appb-000007
Figure PCTCN2018094522-appb-000008
本公开实施例中，根据各个控制模块的供电机制和唤醒机制，可以将所有的控制模块分为三类：
A类：非常电供电；
B类：常电供电，非网络唤醒；
C类：常电供电，网络唤醒。
对于A类控制模块，供电断开后，控制模块停止工作，对其他的控制模块不再有影响。
对于B类控制模块，唤醒元无效后，控制模块仍然继续运行，并发送CAN报文，在满足休眠条件后，停止发送报文并进入休眠。
具体地，控制***中的B类控制模块的休眠条件如表4所示。
表4
Figure PCTCN2018094522-appb-000009
对于C类控制模块，均应遵循网络管理规范的企业标准。其休眠过程为：唤醒源(除网络唤醒外的其它唤醒源)无效后，控制模块持续运行，在满足休眠条件后，控制模块可以持续发送休眠请求，例如为Sleep.Ind。控制模块在发出休眠请求后，或者，在收到休眠应答，例如为Sleep.Ack后，进入等待睡眠状态并停发CAN报文，再经过一定的时间后进入休眠状态。
具体地，控制***中的C类控制模块的休眠条件如表5所示。
表5
Figure PCTCN2018094522-appb-000010
本公开实施例的电动汽车的控制***，通过将总线细化为六种独立的总线，不仅可以实现各个总线内部模块之间的通信，而且可以降低整车成本，提高整车的通信速率。能够有效解决现有技术中，每增加一个新的控制模块将对整车的网络总线造成新的挑战，影响网络负载、网络安全以及网络拓展的问题，而且适应平台化、集成化，以及智能化的控制开发***。基于该电动汽车的控制***的架构，提出整车控制模块的供电机制、唤醒机制、休眠机制，能够实现在满足用户新功能需求的同时，不影响各个控制模块的唤醒和休眠时间。
为了实现上述实施例，为本法实施例还提出一种汽车，其特征在于，包括前述图1-图4实施例所述的电动汽车的控制***。
本公开实施例的汽车，通过设计独立的网关，能够将总线数据与外界隔离，从而保证网络的安全性。通过底盘CAN总线与网关相连，能够保证网络传输的实时性。通过BMS模块对电池的上下电、电池的充放电和电池的能量进行管理，以及驱动控制单元与底盘CAN总线相连，能够实现传统车辆中VCU的功能，从而无需在车辆中装有VCU，能够实现降低整车成本，提高整车的通信速率。通过档位控制模块与和PEU模块相连，能够降低档位位置解析的出错率，并且能够增强档位信息的传递速率。通过真空泵控制模块与PEU模块相连，能够不受车辆中的其他模块的干扰，并且可以降低车辆增压的解析出错率。此外，由于电动汽车的控制***的架构，取消了传统电动汽车中的VCU，因此，可以避免VCU出现故障时，将直接影响车辆的制动安全的问题，从而保证车辆行驶的安全性。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本公开的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或多个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括至少一个该特征。在本公开的描述中，“多个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。
流程图中或在此以其他方式描述的任何过程或方法描述可以被理解为，表示包括一个或更多个用于实现定制逻辑功能或过程的步骤的可执行指令的代码的模块、片段或部分，并且本公开的优选实施方式的范围包括另外的实现，其中可以不按所示出或讨论的顺序，包括根据所涉及的功能按基本同时的方式或按相反的顺序，来执行功能，这应被本公开的实施例所属技术领域的技术人员所理解。
在流程图中表示或在此以其他方式描述的逻辑和/或步骤，例如，可以被认为是用于实现逻辑功能的可执行指令的定序列表，可以具体实现在任何计算机可读介质中，以供指令执行***、装置或设备(如基于计算机的***、包括处理器的***或其他可以从指令执行***、装置或设备取指令并执行指令的***)使用，或结合这些指令执行***、装置或设备而使用。就本说明书而言，"计算机可读介质"可以是任何可以包含、存储、通信、传播或传输程序以供指令执行***、装置或设备或结合这些指令执行***、装置或设备而使用的装置。计算机可读介质的更具体的示例(非穷尽性列表)包括以下：具有一个或多个布线的电连接部(电子装置)，便携式计算机盘盒(磁装置)，随机存取存储器(RAM)，只读存储器(ROM)，可擦除可编辑只读存储器(EPROM或闪速存储器)，光纤装置，以及便携式光盘只读存储器(CDROM)。另外，计算机可读介质甚至可以是可在其上打印所述程序的纸或其他合适的介质，因为可以例如通过对纸或其他介质进行光学扫描，接着进行编辑、解译或必要时以其他合适方式进行处理来以电子方式获得所述程序，然后将其存储在计算机存储器中。
应当理解，本公开的各部分可以用硬件、软件、固件或它们的组合来实现。在上述实施方式中，多个步骤或方法可以用存储在存储器中且由合适的指令执行***执行的软件或固件来实现。如，如果用硬件来实现和在另一实施方式中一样，可用本领域公知的下列技术中的任一项或他们的组合来实现：具有用于对数据信号实现逻辑功能的逻辑门电路的离散逻辑电路，具有合适的组合逻辑门电路的专用集成电路，可编程门阵列(PGA)，现场可 编程门阵列(FPGA)等。
本技术领域的普通技术人员可以理解实现上述实施例方法携带的全部或部分步骤是可以通过程序来指令相关的硬件完成，所述的程序可以存储于一种计算机可读存储介质中，该程序在执行时，包括方法实施例的步骤之一或其组合。
此外，在本公开各个实施例中的各功能单元可以集成在一个处理模块中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个模块中。上述集成的模块既可以采用硬件的形式实现，也可以采用软件功能模块的形式实现。所述集成的模块如果以软件功能模块的形式实现并作为独立的产品销售或使用时，也可以存储在一个计算机可读取存储介质中。
上述提到的存储介质可以是只读存储器，磁盘或光盘等。尽管上面已经示出和描述了本公开的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本公开的限制，本领域的普通技术人员在本公开的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (9)

  1. 一种电动汽车的控制***，其特征在于，包括：
    网关；
    与所述网关相连的底盘CAN总线；
    电池管理BMS模块，用于对电池的上下电、所述电池的充放电以及所述电池的能量进行管理；
    动力驱动PEU模块，所述PEU模块包括：
    驱动控制单元，用于根据加速踏板信号和制动踏板信号对驱动电机进行控制，所述驱动控制单元与所述底盘CAN总线相连；
    充电器控制OBC和DC/DC，其中，所述驱动控制单元、所述OBC和所述DC/DC为总线的独立节点，且共用一个BMS的硬线唤醒信号线；
    挡位控制模块，所述挡位控制模块通过所述底盘CAN总线与所述PEU模块相连；
    真空泵控制模块，所述真空泵控制模块通过所述底盘CAN总线与所述PEU模块相连；以及
    先进驾驶辅助ADAS模块，所述ADAS模块通过所述底盘CAN总线与所述PEU模块相连。
  2. 如权利要求1所述的电动汽车的控制***，其特征在于，还包括：
    与所述网关相连的车身CAN总线；
    集成热芯的加热控制器PTC，所述PTC与所述车身CAN总线相连。
  3. 如权利要求2所述的电动汽车的控制***，其特征在于，还包括：
    无钥匙进入/启动PEPS模块，所述PEPS模块与所述车身CAN总线相连；
    车身控制BCM模块，所述BCM模块与所述车身CAN总线相连；
    电子转向柱锁ESCL模块，所述ESCL模块与所述车身CAN总线相连；
    集成式智能电器盒UEC，所述UEC与所述车身CAN总线相连；
    电子温控ECC模块，所述ECC模块与所述车身CAN总线相连；
    电动压缩机控制EAS模块，所述EAS模块与所述车身CAN总线相连；
    安全气囊SDM模块，所述SDM模块与所述车身CAN总线相连；
    行人警示VSP模块，所述VSP模块与所述车身CAN总线相连；
    自动前灯调平AHL模块，所述AHL模块与所述车身CAN总线相连。
  4. 如权利要求1-3任一项所述的电动汽车的控制***，其特征在于，还包括：
    与所述网关相连的信息娱乐CAN总线；
    仪表控制ICM模块，所述ICM模块与所述信息娱乐CAN总线相连；
    倒车雷达控制PDC模块，所述PDC模块与所述信息娱乐CAN总线相连；
    抬头显示HUD模块，所述HUD模块与所述信息娱乐CAN总线相连；
    胎压监测TPMS模块，所述TPMS模块与所述信息娱乐CAN总线相连；
    全景影像AVM模块/倒车影像RVC模块，所述AVM模块/RVC模块与所述信息娱乐CAN总线相连。
  5. 如权利要求1-4任一项所述的电动汽车的控制***，其特征在于，还包括：
    与所述网关相连的动力CAN总线，其中，所述BMS模块、所述PEU模块中的所述OBC和DC/DC与所述动力CAN总线相连。
  6. 如权利要求5所述的电动汽车的控制***，其特征在于，还包括：
    充电管理CMU模块，所述CMU模块与所述动力CAN总线相连。
  7. 如权利要求1-6任一项所述的电动汽车的控制***，其特征在于，还包括：
    与所述网关相连的远程CAN总线；
    事件记录仪EDR模块，所述EDR模块与所述远程CAN总线相连。
  8. 如权利要求1-7任一项所述的电动汽车的控制***，其特征在于，还包括：
    与所述网关相连的诊断CAN总线。
  9. 一种汽车，其特征在于，包括如权利要求1-8任一项所述的控制***。
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