CN108819882B - New energy automobile CAN bus signal analysis method - Google Patents
New energy automobile CAN bus signal analysis method Download PDFInfo
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- CN108819882B CN108819882B CN201810878223.6A CN201810878223A CN108819882B CN 108819882 B CN108819882 B CN 108819882B CN 201810878223 A CN201810878223 A CN 201810878223A CN 108819882 B CN108819882 B CN 108819882B
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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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- 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
- B60R16/0232—Circuits relating to the driving or the functioning of the vehicle for measuring vehicle parameters and indicating critical, abnormal or dangerous conditions
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02P—CLIMATE CHANGE MITIGATION TECHNOLOGIES IN THE PRODUCTION OR PROCESSING OF GOODS
- Y02P90/00—Enabling technologies with a potential contribution to greenhouse gas [GHG] emissions mitigation
- Y02P90/02—Total factory control, e.g. smart factories, flexible manufacturing systems [FMS] or integrated manufacturing systems [IMS]
Abstract
The invention discloses a new energy automobile CAN bus signal analysis method, which comprises the steps that when a controller receives engine operation parameter data sent by an engine management system, if the engine operation parameter data is forwarding operation parameter data, the received engine operation parameter data is directly sent to a second bus, the engine operation parameter data is recorded as data received by a channel I, and the time for receiving the forwarding operation parameter data and the ID of the forwarding operation parameter data are recorded; if the engine operation parameter data is not the forwarding operation parameter data, the received engine operation parameter data is sent to the second bus after being processed, and the time for receiving the engine operation parameter data, the time for processing the engine operation parameter data and the ID of the engine operation parameter data are recorded. The invention can analyze the data which are not in the same bus, is beneficial to data exchange and ensures the normal operation of the system.
Description
Technical Field
The invention relates to the technical field of a finished automobile CAN bus, in particular to a new energy automobile CAN bus signal analysis method.
Background
CAN is an abbreviation of Controller Area Network (hereinafter referred to as CAN), and is an ISO internationally standardized serial communication protocol. In the automotive industry, various electronic control systems have been developed for safety, comfort, convenience, low pollution, and low cost. Since the types of data used for communication between these systems and the requirements for reliability are not the same, the number of wiring harnesses is increased in many cases where the system is constituted by a plurality of buses. To accommodate the need for "reducing the number of wiring harnesses", "high-speed communication of large amounts of data over multiple LANs", german electric Shang Boshi company in 1986 developed an automobile-oriented CAN communication protocol. After this, CAN is standardized by ISO11898 and ISO11519, which are standard protocols for automotive networks in europe. The high performance and reliability of CAN has been recognized and is widely used in industrial automation, ships, medical equipment, industrial equipment, and the like. Fieldbus is one of the hot spots in the technical development of the automation field today, and is known as a computer local area network in the automation field. The method provides powerful technical support for the distributed control system to realize real-time and reliable data communication among the nodes.
The marker post machine is disassembled from the whole vehicle, and then various expected performance data are obtained through engine bench tests. However, with the progress of modern automobile technology, the engine management system and other related systems of the whole automobile gradually become a whole through signal interaction, and the operation conditions of the engine are affected by the operation states of the other related systems of the whole automobile to different degrees. For example, the maximum rotational speed of the engine may be limited when a neutral gear is engaged, and engine torque may be limited when the driveline is malfunctioning. In order for the marker post machine to run properly on the performance bench, accurate performance data is measured. Firstly, normal signal interaction between the engine and the systems of the whole vehicle is necessary; second, some signals that may have an impact on engine performance must also be of appropriate value. Therefore, the analysis of the whole vehicle signal and the research of the simulation technology become the difficult problem that the performance of the marker post machine is needed to be overcome first. And along with the higher and higher complexity of the automobile and engine electric control system, especially the appearance of standard requirements of the hybrid electric vehicle type engine, the difficulty of analyzing and simulating the whole automobile signal is higher and higher, so that research and establishment of an effective whole automobile signal analyzing and simulating technology is more important.
Disclosure of Invention
The invention aims at least solving the technical problems in the prior art, and particularly creatively provides a new energy automobile CAN bus signal analysis method.
In order to achieve the above purpose of the present invention, the present invention provides a method for analyzing a signal of a CAN bus of a whole vehicle, comprising the following steps:
s1, establishing data communication between an engine management system and an electric power steering system, between an automatic gearbox management system and an electronic parking brake system through a first bus and a second bus;
s2, when the controller receives engine operation parameter data sent by the engine management system, judging whether the received engine operation parameter data is forwarding operation parameter data or not; if the engine operation parameter data is forwarding operation parameter data, directly transmitting the received engine operation parameter data to a second bus, recording the engine operation parameter data as data received by a channel I, and recording the time taken for receiving the forwarding operation parameter data and the ID of the forwarding operation parameter data; if the engine operation parameter data is not the forwarding operation parameter data, the received engine operation parameter data is sent to a second bus after being processed, the engine operation parameter data is recorded as data received by a channel I, and the time for receiving the engine operation parameter data, the time for processing the engine operation parameter data and the ID of the engine operation parameter data are recorded; the respective system units are in communication via a first bus and a second bus.
When the controller receives the whole steering parameter data sent by the electric power steering system, judging whether the received whole steering parameter data is the forwarding whole steering parameter data or not; if the whole vehicle steering parameter data is the forwarding whole vehicle steering parameter data, directly transmitting the received whole vehicle steering parameter data to a first bus, recording that the whole vehicle steering parameter data is the data received by a channel II, receiving the time taken by the whole vehicle steering parameter data and recording the ID of the whole vehicle steering parameter data; if the whole vehicle steering parameter data is not the forwarding whole vehicle steering parameter data, the received whole vehicle steering parameter data is processed and then sent to a first bus, the whole vehicle steering parameter data is recorded as data received by a channel II, the time taken for receiving the whole vehicle steering parameter data, the time taken for processing the whole vehicle steering parameter data and the ID of the whole vehicle steering parameter data are recorded;
when the controller receives the gearbox gear parameter data sent by the automatic gearbox management system, judging whether the received gearbox gear parameter data is forwarding gearbox gear parameter data or not; if the gear parameter data of the gear box is the forwarding gear parameter data of the gear box, directly transmitting the received gear parameter data of the gear box to a first bus, recording the gear parameter data of the gear box as the data received by a channel II, and receiving the time taken by the gear parameter data of the gear box and the ID of the gear parameter data of the gear box; if the gear parameter data of the gear box is not the forwarding gear parameter data of the gear box, the received gear parameter data of the gear box is processed and then sent to a first bus, the gear parameter data of the gear box is recorded as data received by a channel II, and the time taken for receiving the gear parameter data of the gear box, the time taken for processing the gear parameter data of the gear box and the ID of the gear parameter data of the gear box are recorded;
When the controller receives parking brake parameter data sent by the electronic parking brake system, judging whether the received parking brake parameter data is forwarding parking brake parameter data or not; if the parking brake parameter data is forwarding the parking brake parameter data, directly transmitting the received parking brake parameter data to a first bus, recording the parking brake parameter data as data received by a channel II, and recording the time taken for receiving the parking brake parameter data and the ID of the parking brake parameter data; if the parking brake parameter data is not forwarding the parking brake parameter data, processing the received parking brake parameter data, sending the processed parking brake parameter data to a first bus, recording the parking brake parameter data as data received by a channel II, recording the time for receiving the parking brake parameter data, the time for processing the parking brake parameter data and recording the ID of the parking brake parameter data;
s3, if the controller detects a shielding signal, wherein the shielding signal is one or any combination of a vehicle speed shielding signal, an engine rotating speed shielding signal, an oil tank liquid level shielding signal and a vehicle mileage shielding signal, the controller does not send the shielding signal to the first bus or/and the second bus, and the vehicle instrument does not display shielding signal information;
S4, if the controller detects a modification signal, wherein the modification signal is one or any combination of a whole vehicle speed modification signal, an engine rotating speed modification signal, an oil tank liquid level modification signal and a whole vehicle mileage modification signal, and modifies one or more bytes of modification signal data in a data frame, the controller sends the modified data to a first bus or/and a second bus;
and S5, the engine management system, the electric power steering system, the automatic gearbox management system and the electronic parking brake system work according to the received signals.
In a preferred embodiment of the invention, the method further comprises the steps of:
s21, when the controller receives a parking trigger signal, the controller sends a request for acquiring gear data of the gearbox to the automatic gearbox management system, and if the gear of the gearbox is a neutral gear, the controller sends a parking signal to the electronic parking brake system to control the whole car to park; if the gear of the gearbox is not in the neutral gear, the controller sends a downshift control signal to the automatic gearbox management system to control the gear of the gearbox to be in the neutral gear, and when the gear of the gearbox is in the neutral gear, the controller sends a parking signal to the electronic parking brake system to control the parking of the whole vehicle;
S22, when the controller detects that the steering wheel has a clockwise or anticlockwise trigger signal, the controller sends a request for acquiring the running state data of the engine to the engine management system, and if the engine is in a running state, the controller sends a steering control signal to the electric power steering system to control the working direction of the electric power steering to be the same as the detected movement direction of the steering wheel;
s23, the controller acquires a liquid level signal output by a liquid level sensor arranged in the oil tank, and if the controller detects that the liquid level of the oil tank is lower than a preset first oil tank liquid level threshold value, the controller sends a signal to an automobile instrument, and an oil tank liquid level too low signal is displayed on the automobile instrument; if the controller detects that the liquid level of the oil tank is lower than a preset second liquid level threshold value of the oil tank, and the preset second liquid level threshold value of the oil tank is lower than a preset first liquid level threshold value of the oil tank, the controller sends a control signal for closing the engine to the engine management system to control the engine to stop working, and the liquid level of the oil tank is displayed on an automobile instrument to reach the lowest liquid level of the oil tank; if the controller detects that the liquid level of the oil tank is higher than a preset third liquid level threshold value of the oil tank, and the preset third liquid level threshold value of the oil tank is higher than a preset first liquid level threshold value of the oil tank, the controller sends a signal to an automobile instrument, and an over-high liquid level alarm signal of the oil tank is displayed on the automobile instrument;
S24, the controller acquires a rotating speed signal output by a rotating speed sensor for detecting the rotating speed of the engine, and if the controller detects that the rotating speed of the engine is greater than a preset first rotating speed threshold value, the controller sends a signal to an automobile instrument, and an automobile rotating speed too fast signal is displayed on the automobile instrument; if the controller detects that the engine speed is greater than a preset second speed threshold, and the preset second speed threshold is greater than a preset first speed threshold, the controller sends a signal for reducing the throttle opening to the throttle controller, and controls the throttle oil injection quantity to be reduced, so that the engine speed is reduced;
s25, the controller acquires a rotating speed signal output by a vehicle speed sensor for detecting the speed of the whole vehicle, and if the controller detects that the speed of the whole vehicle is greater than a preset first vehicle speed threshold value, the controller sends a signal to an automobile instrument, and sends a signal that the speed of the whole vehicle is too fast on the automobile instrument; if the controller detects that the speed of the whole vehicle is greater than a preset second speed threshold, and the preset second speed threshold is greater than the preset first speed threshold, the controller sends a signal for reducing the opening degree of the accelerator to the accelerator controller, so that the fuel injection quantity of the accelerator is controlled to be reduced, and the speed of the whole vehicle is reduced.
In a preferred embodiment of the present invention, further comprising: the controller acquires a liquid level signal output by a water tank liquid level sensor arranged in the water tank, and if the controller detects that the liquid level of the water tank is lower than a preset first water tank liquid level threshold value, the controller sends an alarm signal to the automobile instrument, and the automobile instrument displays an alarm signal that the liquid level of the water tank is too low; if the controller detects that the water tank liquid level is lower than a preset second water tank liquid level threshold value, the preset second water tank liquid level threshold value is lower than a preset first water tank liquid level threshold value, the controller sends a control signal for closing the engine to the engine management system to control the engine to stop working, and displays a water tank liquid level reaching the lowest water tank liquid level alarm signal on an automobile instrument; if the controller detects that the water tank liquid level is higher than a preset third water tank liquid level threshold value, the preset third water tank liquid level threshold value is higher than a preset first water tank liquid level threshold value, the controller sends an alarm signal to an automobile instrument, and the automobile instrument displays an over-high water tank liquid level alarm signal.
In a preferred embodiment of the present invention, further comprising: the controller acquires a temperature signal output by a temperature sensor arranged in the water tank, and if the controller detects that the temperature value output by the temperature sensor is higher than a preset first temperature threshold value, the controller sends an engine temperature over-high alarm signal to the automobile instrument, and the engine temperature over-high alarm signal is displayed on the automobile instrument; if the controller detects that the temperature value output by the temperature sensor is higher than a preset second temperature threshold value, and the preset second temperature threshold value is higher than a preset first temperature threshold value, the controller sends an engine closing control signal to the engine management system to control the engine to stop working, and the automobile instrument displays that the temperature of the water tank exceeds the highest alarm signal.
In a preferred embodiment of the invention, the modification signals in step S4 further comprise an accelerator pedal position modification signal, a transmission input shaft speed modification signal and a transmission output shaft speed modification signal.
In summary, due to the adoption of the technical scheme, the beneficial effects of the invention are as follows: the invention can analyze the data which are not in the same bus through the first bus and the second bus, is beneficial to data exchange and ensures the normal operation of the system.
Drawings
Fig. 1 is a schematic circuit connection diagram of a signal analysis circuit of a CAN bus of a new energy automobile.
Fig. 2 is a schematic block diagram of a flow chart of a method for analyzing a whole vehicle CAN bus signal.
Detailed Description
Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the invention.
The invention provides a CAN bus signal analysis circuit of a new energy automobile, which is shown in figure 1 and comprises a first transceiver module, a second transceiver module, a first power supply module and a second power supply module.
The high-level bus end of the first transceiver module is connected with the high-level bus end of the first bus, the low-level bus end of the first transceiver module is connected with the low-level bus end of the first bus, the information transmitting end of the first transceiver module is connected with the first information receiving end of the controller, and the information receiving end of the first transceiver module is connected with the first information transmitting end of the controller. In the present embodiment, the controller is a CAN controller, and TC1728 is preferably used.
The high-level bus end of the second transceiver module is connected with the high-level bus end of the second bus, the low-level bus end of the second transceiver module is connected with the low-level bus end of the second bus, the information transmitting end of the second transceiver module is connected with the second information receiving end of the controller, and the information receiving end of the second transceiver module is connected with the second information transmitting end of the controller.
The power input end of the first power supply module and the power input end of the second power supply module are respectively connected with the vehicle-mounted battery, and the power output end of the first power supply module and the power output end of the second power supply module respectively supply power for the first transceiver module, the second transceiver module and the controller.
In a preferred embodiment of the present invention, the first transceiver module comprises a transceiver chip U2, the high-level bus terminal CANH of the transceiver chip U2 is respectively connected to the first end of the jumper JP1, the first end of the capacitor C4, the first end of the transient suppression diode TVS4 and the first end of the thermistor PTC1, the second end of the jumper JP1 is connected to the first end of the resistor R5, the second end of the resistor R5 is respectively connected to the low-level bus terminal CANL of the transceiver chip U2, the first end of the capacitor C5, the first end of the transient suppression diode TVS5 and the first end of the thermistor PTC2, the second end of the capacitor C4 is respectively connected to the second end of the capacitor C5, the first end of the transient suppression diode TVS3 and the power ground, the second end of the transient suppression diode TVS3 is respectively connected to the second end of the transient suppression diode TVS4 and the second end of the transient suppression diode TVS5, the second end of the thermistor PTC1 is respectively connected with the first end of the discharge tube BC1, the first end of the discharge tube BC2 and the high-level bus end of the first bus, the second end of the thermistor PTC2 is respectively connected with the second end of the discharge tube BC1, the first end of the discharge tube BC3 and the low-level bus end of the first bus, the second end of the discharge tube BC2 and the second end of the discharge tube BC3 are respectively connected with the power ground, the reference voltage output end Vref of the transceiver chip U2 is connected with the first end of the capacitor C3, the second end of the capacitor C3 is respectively connected with the ground end GND of the transceiver chip U2, the first end of the resistor R4 and the power ground, the second end of the resistor R4 is connected with the selection end RS of the transceiver chip U2, the second end of the capacitor C6 is respectively connected with the power end of the transceiver chip U2 and the power output end of the first power supply module, the information receiving end RXD of the transceiver chip U2 is connected with the first information sending end of the controller, the information transmitting end TXD of the transceiver chip U2 is connected with the first end of the resistor R7, and the second end of the resistor R7 is connected with the first information receiving end of the controller. In this embodiment, the capacitance of the capacitor C3, the capacitor C4 and the capacitor C5 is 30pF, the capacitance of the capacitor C6 is 0.1uF, the resistance of the resistor R4 is 47K, the resistance of the resistor R5 is 120, the resistances of the resistor R6 and the resistor R7 are 390, the types of the discharge tube BC1, the discharge tube BC2 and the discharge tube BC3 are TED485, the types of the transient suppression diode TVS3, the transient suppression diode TVS4 and the transient suppression diode TVS5 are C12ci/12V, the types of the thermistor PTC1 and the thermistor PTC2 are MF11-10K, the type of the transceiver chip U2 is TJA1050T or other CAN transceiver chips of the same series, and the termination resistance on the first bus is 120 total. Wherein the first transceiver module may be interchanged or identical with the second transceiver module.
In a preferred embodiment of the present invention, the power supply system further includes an isolation chip U3 and an isolation chip U4, the power supply input terminal VDD of the isolation chip U3 is connected to the enable terminal EN of the isolation chip U3, the first terminal of the capacitor C7, the first terminal of the resistor R6, the power supply input terminal VDD of the isolation chip U4, the enable terminal EN of the isolation chip U4, the first terminal of the capacitor C8, the first terminal of the resistor R8 and the power supply output terminal of the second power supply module, the second terminal of the capacitor C7 is connected to the ground terminal GND of the isolation chip U3 and the power supply ground, the signal output terminal Vo of the isolation chip U3 is connected to the second terminal of the resistor R6 and the information receiving terminal RXD of the transceiver chip U2, the second terminal of the capacitor C8 is connected to the ground terminal GND of the isolation chip U4 and the power supply ground, the signal output terminal Vo of the isolation chip U4 is connected to the second terminal of the resistor R8 and the first information receiving terminal of the controller, the cathode of the isolation chip U3 is connected to the first information transmitting terminal Vin of the controller, the cathode of the isolation chip U4 is connected to the cathode of the resistor R7 and the anode of the isolation chip U4 is connected to the first power supply module VCC of the anode of the isolation chip U4. In this embodiment, the capacitance of the capacitor C7 and the capacitor C8 is 0.1uF, and the types of the isolation chip U3 and the isolation chip U4 are 6N137 or other series of photo-isolators.
In a preferred embodiment of the present invention, the second transceiver module includes a transceiver chip U1, the high-level bus terminal CANH of the transceiver chip U1 is connected to the first terminal of the common-mode inductor L3, the second terminal of the common-mode inductor L3 is connected to the positive electrode of the diode D1, the negative electrode of the diode D2 and the first terminal of the resistor R1, the low-level bus terminal CANL of the transceiver chip U1 is connected to the third terminal of the common-mode inductor L3, the fourth terminal of the common-mode inductor L3 is connected to the positive electrode of the diode D3, the negative electrode of the diode D4 and the first terminal of the resistor R2, the negative electrode of the diode D1 and the negative electrode of the diode D3 are connected to the negative electrode of the diode D5 and the first terminal of the transient-suppression diode TVS2, the positive electrode of the diode D2 and the positive electrode of the diode D4 are connected to the positive electrode of the diode D6 and the second terminal of the transient-suppression diode TVS2, the second terminal of the resistor R1 is connected to the first terminal of the discharge tube GDT and the high-level bus terminal of the second bus respectively, the second end of the resistor R2 is respectively connected with the second end of the discharge tube GDT and the low-level bus end of the second bus, the third end of the discharge tube GDT is respectively connected with the ground, the first end of the capacitor C2 and the first end of the resistor R3, the positive electrode of the diode D5 and the negative electrode of the diode D6 are respectively connected with the isolation end CANG of the transceiver chip U1, the second end of the capacitor C2, the second end of the resistor R3 and the power ground, the power input end VCC of the transceiver chip U1 is respectively connected with the first end of the capacitor C1, the first end of the transient suppression diode TVS1 and the power output end of the first power supply module or the power output end of the second power supply module, the second end of the capacitor C1 and the second end of the transient suppression diode TVS1 are respectively connected with the power ground and the grounding end GND of the transceiver chip U1, the signal transmitting end RXD of the transceiver chip U1 is connected with the second information receiving end of the controller, the signal receiving end TXD of the transceiver chip U1 is connected with the second information sending end of the controller. In this embodiment, the types of the transient suppression diode TVS1 and the transient suppression diode TVS2 are 1N5647A, the diodes D1, D2, D3, D4, D5, and D6 are schottky diodes, the resistances of the resistor R1 and the resistor R2 are 100, the type of the discharge tube GDT is P1300LC, the capacitance of the capacitor C2 is 0.1uF, the resistance of the resistor R3 is 12K, the inductance of the common mode inductance L3 is 200uH, the capacitance of the capacitor C1 is 4.7uF, the type of the transceiver chip U1 is CTM1051M, and the termination resistance on the first bus is 120 lines.
In a preferred embodiment of the present invention, the first power supply module includes a field effect transistor Q1, a source electrode of the field effect transistor Q1 is connected to a cathode of the diode D7 and a first end of the inductor L1, a second end of the inductor L1 is connected to a first end of the capacitor C9 and a first end of the resistor R9, a gate electrode of the field effect transistor Q1 is connected to a PWM end of the controller, a drain electrode of the field effect transistor Q1 is connected to an anode of the vehicle battery, and a cathode of the vehicle battery is connected to a power ground, an anode of the diode D7, a second end of the capacitor C9 and a second end of the resistor R9, respectively. In this embodiment, the type of the field-effect transistor Q1 is 2N6659, the PWM signal received by the field-effect transistor Q1 is 10 to 15kz, the voltage of 0.5 to 0.8V, the type of the diode D7 is ZHCS750, the inductance value of the inductor L1 is 160uH, the capacitance value of the capacitor C9 is 1mF, the resistance value of the resistor R9 is 15K, and the voltage of the vehicle-mounted battery is +12v. Wherein the first power supply module may be interchanged or identical with the second power supply module.
In a preferred embodiment of the present invention, the second power supply module includes a power supply chip U5, a power supply input terminal +vin of the power supply chip U5 is connected to a positive electrode of the vehicle battery and a first terminal of a capacitor C10, a second terminal of the capacitor C10 is connected to a ground terminal GND of the power supply chip U5, a control input terminal ON/OFF of the power supply chip U5 and a power ground, a FEEDBACK input terminal fed back of the power supply chip U5 is connected to a first terminal of an inductor L2 and a first terminal of a capacitor C11, and a second terminal of the inductor L2 is connected to a voltage OUTPUT terminal OUTPUT of the power supply chip U5 and a first terminal of a transient suppression diode TVS6, respectively, and a second terminal of the transient suppression diode TVS6 and a second terminal of the capacitor C11 are connected to the power ground, respectively. In this embodiment, the capacitance of the capacitor C10 is 100uF, the capacitance of the capacitor C11 is 330uF, the inductance of the inductor L2 is 330uH, the model of the transient suppression diode TVS6 is 1N5819, and the model of the power supply chip U5 is LM2575.
The invention also discloses a whole vehicle CAN bus signal analysis system, which comprises an engine management system (namely EMS), a whole vehicle management system and a new energy automobile CAN bus signal analysis circuit, wherein the whole vehicle management system comprises one or any combination of an electric power steering system (namely EPS), an automatic gearbox management system (namely TCU) and an electronic parking brake system (namely EPB), and CAN also comprise a DS (namely distribution system) and a BSI (namely electronic control unit); the high-level bus end of the engine management system is connected with the high-level bus end of the first bus, the low-level bus end of the engine management system is connected with the low-level bus end of the first bus, the high-level bus end of the distribution system, the high-level bus end of the electronic control unit, the high-level bus end of the electric power steering system, the high-level bus end of the automatic gearbox management system and the high-level bus end of the electronic parking brake system are respectively connected with the high-level bus end of the second bus, the low-level bus end of the engine management system is connected with the low-level bus end of the first bus, and the low-level bus end of the distribution system, the low-level bus end of the electronic control unit, the low-level bus end of the electric power steering system, the low-level bus end of the automatic gearbox management system and the low-level bus end of the electronic parking brake system are respectively connected with the low-level bus end of the second bus. The respective system units are in communication via a first bus and a second bus.
The invention also discloses a method for analyzing the CAN bus signals of the whole vehicle, which is shown in figure 2 and comprises the following steps:
s1, establishing data communication between an engine management system and an electric power steering system, between an automatic gearbox management system and an electronic parking brake system through a first bus and a second bus;
s2, when the controller receives engine operation parameter data sent by the engine management system, judging whether the received engine operation parameter data is forwarding operation parameter data or not; if the engine operation parameter data is forwarding operation parameter data, directly transmitting the received engine operation parameter data to a second bus, recording the engine operation parameter data as data received by a channel I, and recording the time taken for receiving the forwarding operation parameter data and the ID of the forwarding operation parameter data; if the engine operation parameter data is not the forwarding operation parameter data, the received engine operation parameter data is sent to a second bus after being processed, the engine operation parameter data is recorded as data received by a channel I, and the time for receiving the engine operation parameter data, the time for processing the engine operation parameter data and the ID of the engine operation parameter data are recorded;
When the controller receives the whole steering parameter data sent by the electric power steering system, judging whether the received whole steering parameter data is the forwarding whole steering parameter data or not; if the whole vehicle steering parameter data is the forwarding whole vehicle steering parameter data, directly transmitting the received whole vehicle steering parameter data to a first bus, recording that the whole vehicle steering parameter data is the data received by a channel II, receiving the time taken by the whole vehicle steering parameter data and recording the ID of the whole vehicle steering parameter data; if the whole vehicle steering parameter data is not the forwarding whole vehicle steering parameter data, the received whole vehicle steering parameter data is processed and then sent to a first bus, the whole vehicle steering parameter data is recorded as data received by a channel II, the time taken for receiving the whole vehicle steering parameter data, the time taken for processing the whole vehicle steering parameter data and the ID of the whole vehicle steering parameter data are recorded;
when the controller receives the gearbox gear parameter data sent by the automatic gearbox management system, judging whether the received gearbox gear parameter data is forwarding gearbox gear parameter data or not; if the gear parameter data of the gear box is the forwarding gear parameter data of the gear box, directly transmitting the received gear parameter data of the gear box to a first bus, recording the gear parameter data of the gear box as the data received by a channel II, and receiving the time taken by the gear parameter data of the gear box and the ID of the gear parameter data of the gear box; if the gear parameter data of the gear box is not the forwarding gear parameter data of the gear box, the received gear parameter data of the gear box is processed and then sent to a first bus, the gear parameter data of the gear box is recorded as data received by a channel II, and the time taken for receiving the gear parameter data of the gear box, the time taken for processing the gear parameter data of the gear box and the ID of the gear parameter data of the gear box are recorded;
When the controller receives parking brake parameter data sent by the electronic parking brake system, judging whether the received parking brake parameter data is forwarding parking brake parameter data or not; if the parking brake parameter data is forwarding the parking brake parameter data, directly transmitting the received parking brake parameter data to a first bus, recording the parking brake parameter data as data received by a channel II, and recording the time taken for receiving the parking brake parameter data and the ID of the parking brake parameter data; if the parking brake parameter data is not forwarding the parking brake parameter data, processing the received parking brake parameter data, sending the processed parking brake parameter data to a first bus, recording the parking brake parameter data as data received by a channel II, recording the time for receiving the parking brake parameter data, the time for processing the parking brake parameter data and recording the ID of the parking brake parameter data; when the data (including the operation parameter data, the steering parameter data of the whole vehicle, the gear parameter data of the gearbox and the parking brake parameter data) are forwarded, no processing treatment is carried out on the received data. That is, the data of the engine management system received by the first bus is directly transmitted to the whole vehicle end data (the electric power steering system, the automatic gearbox management system and the electronic parking brake system) by the second bus, and the data sent by the whole vehicle end received by the second bus is directly transmitted to the engine management system by the second bus. In this mode of operation, the network behind the access gateway is exactly the same as the original network in terms of data interactions. And the channels are recorded, so that the data received on the two channels can be displayed on the upper computer software in real time, and the data from different channels can be distinguished.
S3, if the controller detects a shielding signal, wherein the shielding signal is one or any combination of a vehicle speed shielding signal, an engine rotating speed shielding signal, an oil tank liquid level shielding signal and a vehicle mileage shielding signal, the controller does not send the shielding signal to the first bus or/and the second bus, and the vehicle instrument does not display shielding signal information; if the whole vehicle instrument does not display the whole vehicle speed signal, judging the shielded data frame as a whole vehicle speed shielding signal, if the whole vehicle instrument does not display the engine speed signal, judging the shielded data frame as the engine speed shielding signal, if the whole vehicle instrument does not display the oil tank liquid level signal, judging the shielded data frame as the oil tank liquid level shielding signal, and if the whole vehicle instrument does not display the whole vehicle mileage signal, judging the shielded data frame as the whole vehicle mileage shielding signal. Thus, the physical quantity information (the whole vehicle speed shielding signal, the engine rotating speed shielding signal, the oil tank liquid level shielding signal and the whole vehicle mileage shielding signal) contained in the data frame can be rapidly determined.
S4, if the controller detects a modification signal, wherein the modification signal is one or any combination of a whole vehicle speed modification signal, an engine rotating speed modification signal, an oil tank liquid level modification signal and a whole vehicle mileage modification signal, and modifies one or more bytes of modification signal data in a data frame, the controller sends the modified data to a first bus or/and a second bus; the method is favorable for verifying the analysis result and rapidly determining the signal quantity information.
And S5, the engine management system, the electric power steering system, the automatic gearbox management system and the electronic parking brake system work according to the received signals.
In a preferred embodiment of the invention, the method further comprises the steps of:
s91, when the controller receives a parking trigger signal, the controller sends a request for acquiring gear data of the gearbox to the automatic gearbox management system, and if the gear of the gearbox is neutral gear, the controller sends a parking signal to the electronic parking brake system to control the whole car to park; if the gear of the gearbox is not in the neutral gear, the controller sends a downshift control signal to the automatic gearbox management system to control the gear of the gearbox to be in the neutral gear, and when the gear of the gearbox is in the neutral gear, the controller sends a parking signal to the electronic parking brake system to control the parking of the whole vehicle;
s92, when the controller detects that the steering wheel has a clockwise or anticlockwise trigger signal, the controller sends a request for acquiring the running state data of the engine to the engine management system, and if the engine is in a running state, the controller sends a steering control signal to the electric power steering system to control the working direction of the electric power steering to be the same as the detected movement direction of the steering wheel; the comfort experience of a driver to the automobile is improved.
S93, the controller acquires a liquid level signal output by a liquid level sensor arranged in the oil tank, and if the controller detects that the liquid level of the oil tank is lower than a preset first oil tank liquid level threshold value, the controller sends a signal to an automobile instrument, and the automobile instrument displays an oil tank liquid level too low signal; if the controller detects that the liquid level of the oil tank is lower than a preset second liquid level threshold value of the oil tank, and the preset second liquid level threshold value of the oil tank is lower than a preset first liquid level threshold value of the oil tank, the controller sends a control signal for closing the engine to the engine management system to control the engine to stop working, and the liquid level of the oil tank is displayed on an automobile instrument to reach the lowest liquid level of the oil tank; if the controller detects that the liquid level of the oil tank is higher than a preset third liquid level threshold value of the oil tank, and the preset third liquid level threshold value of the oil tank is higher than a preset first liquid level threshold value of the oil tank, the controller sends a signal to an automobile instrument, and an over-high liquid level alarm signal of the oil tank is displayed on the automobile instrument; the driver is alerted to the change in the tank level.
S94, the controller acquires a rotating speed signal output by a rotating speed sensor for detecting the rotating speed of the engine, if the controller detects that the rotating speed of the engine is greater than a preset first rotating speed threshold value, the controller sends a signal to an automobile instrument, and an automobile rotating speed too fast signal is displayed on the automobile instrument; if the controller detects that the engine speed is greater than a preset second speed threshold, and the preset second speed threshold is greater than a preset first speed threshold, the controller sends a signal for reducing the throttle opening to the throttle controller, and controls the throttle oil injection quantity to be reduced, so that the engine speed is reduced;
S95, the controller acquires a rotating speed signal output by a vehicle speed sensor for detecting the speed of the whole vehicle, and if the controller detects that the speed of the whole vehicle is greater than a preset first vehicle speed threshold value, the controller sends a signal to an automobile instrument, and sends a signal that the speed of the whole vehicle is too fast on the automobile instrument; if the controller detects that the speed of the whole vehicle is greater than a preset second speed threshold, and the preset second speed threshold is greater than the preset first speed threshold, the controller sends a signal for reducing the opening degree of the accelerator to the accelerator controller, so that the fuel injection quantity of the accelerator is controlled to be reduced, and the speed of the whole vehicle is reduced. The engine speed is prevented from being too fast, and the safety is enhanced.
In a preferred embodiment of the present invention, further comprising: the controller acquires a liquid level signal output by a water tank liquid level sensor arranged in the water tank, and if the controller detects that the liquid level of the water tank is lower than a preset first water tank liquid level threshold value, the controller sends an alarm signal to the automobile instrument, and the automobile instrument displays an alarm signal that the liquid level of the water tank is too low; if the controller detects that the water tank liquid level is lower than a preset second water tank liquid level threshold value, the preset second water tank liquid level threshold value is lower than a preset first water tank liquid level threshold value, the controller sends a control signal for closing the engine to the engine management system to control the engine to stop working, and displays a water tank liquid level reaching the lowest water tank liquid level alarm signal on an automobile instrument; if the controller detects that the water tank liquid level is higher than a preset third water tank liquid level threshold value, the preset third water tank liquid level threshold value is higher than a preset first water tank liquid level threshold value, the controller sends an alarm signal to an automobile instrument, and the automobile instrument displays an alarm signal that the water tank liquid level is too high;
Or/and further comprises: the controller acquires a temperature signal output by a temperature sensor arranged in the water tank, and if the controller detects that the temperature value output by the temperature sensor is higher than a preset first temperature threshold value, the controller sends an engine temperature over-high alarm signal to the automobile instrument, and the engine temperature over-high alarm signal is displayed on the automobile instrument; if the controller detects that the temperature value output by the temperature sensor is higher than a preset second temperature threshold value, and the preset second temperature threshold value is higher than a preset first temperature threshold value, the controller sends an engine closing control signal to the engine management system to control the engine to stop working, and the automobile instrument displays that the temperature of the water tank exceeds the highest alarm signal.
In a preferred embodiment of the invention, the modification signals in step S4 further comprise an accelerator pedal position modification signal, a transmission input shaft speed modification signal and a transmission output shaft speed modification signal.
While embodiments of the present invention have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the invention, the scope of which is defined by the claims and their equivalents.
Claims (4)
1. The new energy automobile CAN bus signal analysis method is characterized in that the new energy automobile CAN bus signal analysis method is based on a new energy automobile CAN bus signal analysis system, the new energy automobile CAN bus signal analysis system comprises an engine management system and a whole automobile management system, the whole automobile management system comprises an electric power steering system, an automatic gearbox management system and an electronic parking brake system, a high-level bus end of the engine management system is connected with a high-level bus end of a first bus, a low-level bus end of the engine management system is connected with a low-level bus end of the first bus, a high-level bus end of the electric power steering system, a high-level bus end of the automatic gearbox management system and a high-level bus end of the electronic parking brake system are respectively connected with a high-level bus end of a second bus, and a low-level bus end of the electric power steering system, a low-level bus end of the automatic gearbox management system and a low-level bus end of the electronic parking brake system are respectively connected with a low-level bus end of the second bus; communication is carried out on each system unit through a first bus and a second bus;
the method comprises the following steps:
S1, establishing data communication between an engine management system and an electric power steering system, between an automatic gearbox management system and an electronic parking brake system through a first bus and a second bus;
s2, when the controller receives engine operation parameter data sent by the engine management system, judging whether the received engine operation parameter data is forwarding operation parameter data or not; if the engine operation parameter data is forwarding operation parameter data, directly transmitting the received engine operation parameter data to a second bus, recording the engine operation parameter data as data received by a channel I, and recording the time taken for receiving the forwarding operation parameter data and the ID of the forwarding operation parameter data; if the engine operation parameter data is not the forwarding operation parameter data, the received engine operation parameter data is sent to a second bus after being processed, the engine operation parameter data is recorded as data received by a channel I, and the time for receiving the engine operation parameter data, the time for processing the engine operation parameter data and the ID of the engine operation parameter data are recorded;
when the controller receives the whole steering parameter data sent by the electric power steering system, judging whether the received whole steering parameter data is the forwarding whole steering parameter data or not; if the whole vehicle steering parameter data is the forwarding whole vehicle steering parameter data, directly transmitting the received whole vehicle steering parameter data to a first bus, recording that the whole vehicle steering parameter data is the data received by a channel II, receiving the time taken by the whole vehicle steering parameter data and recording the ID of the whole vehicle steering parameter data; if the whole vehicle steering parameter data is not the forwarding whole vehicle steering parameter data, the received whole vehicle steering parameter data is processed and then sent to a first bus, the whole vehicle steering parameter data is recorded as data received by a channel II, the time taken for receiving the whole vehicle steering parameter data, the time taken for processing the whole vehicle steering parameter data and the ID of the whole vehicle steering parameter data are recorded;
When the controller receives the gearbox gear parameter data sent by the automatic gearbox management system, judging whether the received gearbox gear parameter data is forwarding gearbox gear parameter data or not; if the gear parameter data of the gear box is the forwarding gear parameter data of the gear box, directly transmitting the received gear parameter data of the gear box to a first bus, recording the gear parameter data of the gear box as the data received by a channel II, and receiving the time taken by the gear parameter data of the gear box and the ID of the gear parameter data of the gear box; if the gear parameter data of the gear box is not the forwarding gear parameter data of the gear box, the received gear parameter data of the gear box is processed and then sent to a first bus, the gear parameter data of the gear box is recorded as data received by a channel II, and the time taken for receiving the gear parameter data of the gear box, the time taken for processing the gear parameter data of the gear box and the ID of the gear parameter data of the gear box are recorded;
when the controller receives parking brake parameter data sent by the electronic parking brake system, judging whether the received parking brake parameter data is forwarding parking brake parameter data or not; if the parking brake parameter data is forwarding the parking brake parameter data, directly transmitting the received parking brake parameter data to a first bus, recording the parking brake parameter data as data received by a channel II, and recording the time taken for receiving the parking brake parameter data and the ID of the parking brake parameter data; if the parking brake parameter data is not forwarding the parking brake parameter data, processing the received parking brake parameter data, sending the processed parking brake parameter data to a first bus, recording the parking brake parameter data as data received by a channel II, recording the time for receiving the parking brake parameter data, the time for processing the parking brake parameter data and recording the ID of the parking brake parameter data;
S3, if the controller detects a shielding signal, wherein the shielding signal is one or any combination of a vehicle speed shielding signal, an engine rotating speed shielding signal, an oil tank liquid level shielding signal and a vehicle mileage shielding signal, the controller does not send the shielding signal to the first bus or/and the second bus, and the automobile instrument does not display shielding signal information;
s4, if the controller detects a modification signal, the modification signal is one or any combination of a whole vehicle speed modification signal, an engine rotation speed modification signal, an oil tank liquid level modification signal and a whole vehicle mileage modification signal, and the modification signal also comprises an accelerator pedal position modification signal, a gearbox input shaft rotation speed modification signal and a gearbox output shaft rotation speed modification signal; modifying one or more bytes of modification signal data in the data frame, the controller transmitting the modified data to the first bus or/and the second bus;
and S5, the engine management system, the electric power steering system, the automatic gearbox management system and the electronic parking brake system work according to the received signals.
2. The method for analyzing the CAN bus signal of the new energy automobile according to claim 1, further comprising the steps of:
S21, when the controller receives a parking trigger signal, the controller sends a request for acquiring gear data of the gearbox to the automatic gearbox management system, and if the gear of the gearbox is a neutral gear, the controller sends a parking signal to the electronic parking brake system to control the whole car to park; if the gear of the gearbox is not in the neutral gear, the controller sends a downshift control signal to the automatic gearbox management system to control the gear of the gearbox to be in the neutral gear, and when the gear of the gearbox is in the neutral gear, the controller sends a parking signal to the electronic parking brake system to control the parking of the whole vehicle;
s22, when the controller detects that the steering wheel has a clockwise or anticlockwise trigger signal, the controller sends a request for acquiring the running state data of the engine to the engine management system, and if the engine is in a running state, the controller sends a steering control signal to the electric power steering system to control the working direction of the electric power steering to be the same as the detected movement direction of the steering wheel;
s23, the controller acquires a liquid level signal output by a liquid level sensor arranged in the oil tank, and if the controller detects that the liquid level of the oil tank is lower than a preset first oil tank liquid level threshold value, the controller sends a signal to an automobile instrument, and an oil tank liquid level too low signal is displayed on the automobile instrument; if the controller detects that the liquid level of the oil tank is lower than a preset second liquid level threshold value of the oil tank, and the preset second liquid level threshold value of the oil tank is lower than a preset first liquid level threshold value of the oil tank, the controller sends a control signal for closing the engine to the engine management system to control the engine to stop working, and the liquid level of the oil tank is displayed on an automobile instrument to reach the lowest liquid level of the oil tank; if the controller detects that the liquid level of the oil tank is higher than a preset third liquid level threshold value of the oil tank, and the preset third liquid level threshold value of the oil tank is higher than a preset first liquid level threshold value of the oil tank, the controller sends a signal to an automobile instrument, and an over-high liquid level alarm signal of the oil tank is displayed on the automobile instrument;
S24, the controller acquires a rotating speed signal output by a rotating speed sensor for detecting the rotating speed of the engine, and if the controller detects that the rotating speed of the engine is greater than a preset first rotating speed threshold value, the controller sends a signal to an automobile instrument, and an automobile rotating speed too fast signal is displayed on the automobile instrument; if the controller detects that the engine speed is greater than a preset second speed threshold, and the preset second speed threshold is greater than a preset first speed threshold, the controller sends a signal for reducing the throttle opening to the throttle controller, and controls the throttle oil injection quantity to be reduced, so that the engine speed is reduced;
s25, the controller acquires a rotating speed signal output by a vehicle speed sensor for detecting the speed of the whole vehicle, and if the controller detects that the speed of the whole vehicle is greater than a preset first vehicle speed threshold value, the controller sends a signal to an automobile instrument, and sends a signal that the speed of the whole vehicle is too fast on the automobile instrument; if the controller detects that the speed of the whole vehicle is greater than a preset second speed threshold, and the preset second speed threshold is greater than the preset first speed threshold, the controller sends a signal for reducing the opening degree of the accelerator to the accelerator controller, so that the fuel injection quantity of the accelerator is controlled to be reduced, and the speed of the whole vehicle is reduced.
3. The method for analyzing the CAN bus signal of the new energy automobile according to claim 1, further comprising: the controller acquires a liquid level signal output by a water tank liquid level sensor arranged in the water tank, and if the controller detects that the liquid level of the water tank is lower than a preset first water tank liquid level threshold value, the controller sends an alarm signal to the automobile instrument, and the automobile instrument displays an alarm signal that the liquid level of the water tank is too low; if the controller detects that the water tank liquid level is lower than a preset second water tank liquid level threshold value, the preset second water tank liquid level threshold value is lower than a preset first water tank liquid level threshold value, the controller sends a control signal for closing the engine to the engine management system to control the engine to stop working, and displays a water tank liquid level reaching the lowest water tank liquid level alarm signal on an automobile instrument; if the controller detects that the water tank liquid level is higher than a preset third water tank liquid level threshold value, the preset third water tank liquid level threshold value is higher than a preset first water tank liquid level threshold value, the controller sends an alarm signal to an automobile instrument, and the automobile instrument displays an over-high water tank liquid level alarm signal.
4. The method for analyzing the CAN bus signal of the new energy automobile according to claim 1, further comprising: the controller acquires a temperature signal output by a temperature sensor arranged in the water tank, and if the controller detects that the temperature value output by the temperature sensor is higher than a preset first temperature threshold value, the controller sends an engine temperature over-high alarm signal to the automobile instrument, and the engine temperature over-high alarm signal is displayed on the automobile instrument; if the controller detects that the temperature value output by the temperature sensor is higher than a preset second temperature threshold value, and the preset second temperature threshold value is higher than a preset first temperature threshold value, the controller sends an engine closing control signal to the engine management system to control the engine to stop working, and the automobile instrument displays that the temperature of the water tank exceeds the highest alarm signal.
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| CN112415983A (en) * | 2020-11-18 | 2021-02-26 | 中国汽车工程研究院股份有限公司 | Working method for signal analysis of whole vehicle |
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