CN111427367A - Vehicle redundancy control system - Google Patents
Vehicle redundancy control system Download PDFInfo
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- CN111427367A CN111427367A CN202010474795.5A CN202010474795A CN111427367A CN 111427367 A CN111427367 A CN 111427367A CN 202010474795 A CN202010474795 A CN 202010474795A CN 111427367 A CN111427367 A CN 111427367A
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- Prior art keywords
- control unit
- chassis
- bus
- control system
- module
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
- G05D1/02—Control of position or course in two dimensions
- G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
- G05D1/0257—Control of position or course in two dimensions specially adapted to land vehicles using a radar
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
- G05B9/00—Safety arrangements
- G05B9/02—Safety arrangements electric
- G05B9/03—Safety arrangements electric with multiple-channel loop, i.e. redundant control systems
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
- G05D1/02—Control of position or course in two dimensions
- G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
- G05D1/0231—Control of position or course in two dimensions specially adapted to land vehicles using optical position detecting means
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- 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
- H04L12/40169—Flexible bus arrangements
- H04L12/40176—Flexible bus arrangements involving redundancy
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- 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
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- 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
- H04L2012/40267—Bus for use in transportation systems
- H04L2012/40273—Bus for use in transportation systems the transportation system being a vehicle
Abstract
The utility model provides a redundant control system of vehicle, includes chassis control system, the chassis CAN bus of being connected with chassis control system, and the intelligent driving control unit of being connected with chassis CAN bus, chassis control system includes ESC module, EPS module and servo motor control unit, intelligent driving control unit includes main control unit and the auxiliary control unit with chassis CAN bus connection respectively, main control unit is used for controlling chassis control system, and the auxiliary control unit is used for controlling chassis control system when detecting main control unit trouble, ESC module with servo motor control module all is used for detecting the fast and speed of a motor vehicle of whole car and sends to intelligent driving control unit, and main control unit links to each other with ESC module, EPS module, servo motor control module and auxiliary control unit through ADU backup CAN bus.
Description
Technical Field
The invention relates to the technical field of automobiles, in particular to a vehicle redundancy control system.
Background
With the technology of intelligent driving products becoming mature day by day, more and more automobiles carry intelligent auxiliary functions in the generating process, such as intelligent driving auxiliary functions of L1-L2 level in new production vehicle models.
The driving auxiliary function of the automobile has high requirements on the automobile due to complex system, the existing automobile design has no complete automobile redundancy scheme, and the faults of any aspects such as a braking system, communication, an intelligent driving control unit and the like of the automobile in the intelligent driving process can cause safety accidents and threaten the personal safety of passengers.
Disclosure of Invention
In view of the above situation, there is a need to provide a vehicle redundancy control system for solving the problem of driving safety caused by the fact that a vehicle with an intelligent driving function in the prior art does not have a complete vehicle redundancy scheme.
A vehicle redundancy control system comprises a chassis control system, a chassis CAN bus connected with the chassis control system, and an intelligent driving control unit connected with the chassis CAN bus, wherein the chassis control system comprises an ESC module, an EPS module and a servo motor control unit, the intelligent driving control unit comprises a main control unit and an auxiliary control unit which are respectively connected with the chassis CAN bus, the main control unit is used for detecting the wheel speed and the vehicle speed of a whole vehicle and sending the wheel speed to the main control unit and the auxiliary control unit through an ADU backup CAN bus, the main control unit is used for controlling the chassis control system, the auxiliary control unit is used for detecting the fault of the main control unit, and controlling the chassis control system.
Further, in the vehicle redundancy control system, the secondary control unit and the chassis control system are also connected through an ADU-B backup CAN bus.
Furthermore, the vehicle redundancy control system further comprises an intelligent gateway, the main control unit is connected with the intelligent gateway through an intelligent CAN bus, the intelligent gateway is connected with the chassis CAN bus and the ADU backup CAN bus, and the chassis control system sequentially comprises the intelligent CAN bus, the ADU backup CAN bus and the ADU-B backup CAN bus from high to low according to the priority order of bus communication receiving.
Furthermore, the vehicle redundancy control system further comprises a first power supply and a second power supply, wherein the first power supply is connected with the secondary control unit, the ESC module and the EPS module, and the second power supply is connected with the main control unit, the servo motor control module and the EPS module.
Further, in the vehicle redundancy control system, the EPS module employs a 12-phase motor, each phase of the motor is connected to the chassis CAN bus and the ADU backup CAN bus, and when the three phases of the current operation of the motor fail, the current operation is switched to other three phases to operate.
Further, in the vehicle redundancy control system, the ESC system and the servo motor control module are respectively connected to a set of wheel speed sensors.
Further, the vehicle redundancy control system further comprises an SAS sensor, and the SAS sensor is connected with the chassis CAN bus and the ADU backup CAN bus.
Further, the vehicle redundancy control system further comprises a sensing unit connected with the intelligent driving control unit, wherein the sensing unit comprises a plurality of radars, a camera and a map module which are arranged on the whole vehicle.
Three redundancy schemes, namely control system redundancy, brake system redundancy and communication redundancy, are designed in the invention. The control system redundancy scheme adopts an auxiliary control unit ADU-B as a backup system of a main control unit ADU, and when the auxiliary control unit detects that the main control unit fails, the auxiliary control unit ADU-B takes over the control system. The braking redundancy scheme is that the ESC module and the servo motor control module realize wheel speed calculation redundancy in the braking system, and wheel speed and vehicle speed redundancy on the whole vehicle layer. The communication redundancy scheme is as follows: the ESC module and the motor personal control module are respectively provided with two paths of CAN communication (chassis CAN communication and ADU backup CAN communication), bus signals related to the designated driving assistance function of the brake system and the highway are required to be subjected to redundancy backup on the two paths of CAN buses, and after the chassis CAN communication fails, the main control unit ADU realizes interactive communication with the chassis system through the backup CAN. According to the invention, three redundancy schemes are designed to ensure the safety in the intelligent driving process.
Drawings
FIG. 1 is a schematic structural diagram of a vehicle redundancy control system in a first embodiment of the present invention;
FIG. 2 is a schematic diagram of communication line connections of a vehicle redundancy control system according to a first embodiment of the present invention;
FIG. 3 is a schematic diagram of power connections for a vehicle redundancy control system according to a second embodiment of the present invention.
Description of the main elements
Detailed Description
To facilitate an understanding of the invention, the invention will now be described more fully with reference to the accompanying drawings. Embodiments of the invention are presented in the drawings. This invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, this embodiment is provided so that this disclosure will be thorough and complete.
It will be understood that when an element is referred to as being "secured to" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "left," "right," and the like as used herein are for illustrative purposes only.
Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The terminology used in the description of the invention herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.
Referring to fig. 1, a vehicle redundancy control system according to an embodiment of the present invention includes a chassis control system 10, a chassis CAN bus connected to the chassis control system 10, and an intelligent driving control unit connected to the chassis CAN bus.
The chassis control system 10 includes a transmission control system, a travel control system, a brake control system, and a steering control system. Specifically, the ride control system includes, for example, an ESC module and a servo motor control module 40 electrically connected thereto. The ESC module 20 functions in the same way as the servomotor control module 40 to control vehicle steering. The ESC module 20 and the servo motor control module 40 are connected to a wheel speed sensor 52 and a yaw angle sensor 53, calculate a wheel speed, a vehicle speed and a yaw angle according to information detected by the wheel speed sensor 52 and the yaw angle sensor 53, send the calculated data to the intelligent driving control unit, and control the vehicle speed of the entire vehicle according to a control signal output by the intelligent driving control unit.
The steering control system comprises an EPS module 30, for example, the EPS module 30 is connected with a corner sensor 51 of the whole vehicle, calculates a corner according to information detected by the corner sensor 51 and sends the corner to an intelligent driving control unit, and controls the steering of the whole vehicle according to a control signal output by the intelligent driving control unit.
This intelligence is driven the control unit and should be connected with this perception unit 60, and this perception unit 60 is used for gathering environmental information, and it is including setting up a plurality of radars and camera, map module etc. on whole car. The intelligent driving control unit is connected with a chassis control system 10 through a chassis CAN bus, and outputs a control signal to control the chassis control system.
The intelligent driving control unit comprises a main control unit ADU and a secondary control unit ADU-B, and the main control unit ADU and the secondary control unit ADU-B are arranged on the vehicle body. The main control unit ADU controls the chassis control system 10 according to the detected turning angle, the vehicle speed and the sensed environmental information to realize intelligent driving. In specific implementation, the main control unit ADU controls the chassis control system 10 to control acceleration, deceleration, steering, lighting, wipers, and the like of the vehicle.
The auxiliary control unit ADU-B is used as a backup system of the main control unit ADU, and when the auxiliary control unit ADU-B detects that the main control unit ADU is failed, the auxiliary control unit ADU-B takes over the failure. The sub control unit ADU-B acquires information of the ESC module 20, the EPS module 30, and the sensing unit 60, and communicates and controls the vehicle chassis CAN bus and the vehicle body CAN bus according to the acquired information.
In specific implementation, the main control unit ADU can adopt L3-level intelligent driving assistance technology, the auxiliary control unit ADU-B can adopt L2-level intelligent driving assistance technology, the calculation precision and the calculation amount are low, and the production cost can be reduced on the basis of realizing redundancy of a control system.
The servomotor control module 40, ESC module 20, EPS module 30, and SAS sensor 54 are connected to the master control unit ADU via the ADU backup CAN bus, respectively. The ESC module 20 and the motor servo control module 40 have the same function, and both the ESC module 20 and the motor servo control module 40 have two paths of CAN communication. The ESC module 20 and the servo motor control module 40 are respectively connected to a set of wheel speed sensors 52, and four wheel speed sensors 52 are provided for each set. When either one of the ESC module 20 and the servo motor control module 40 fails, the other can still calculate wheel speed, i.e., vehicle speed, from its connected wheel speed sensor 52.
Bus signals of the chassis brake system 10 related to the intelligent driving function all need to be redundantly backed up on the chassis CAN bus and the ADU backup CAN bus. And when the main control unit ADU detects that the communication between the main control unit ADU and the chassis CAN is invalid, the main control unit ADU communicates with the chassis control system through the ADU backup CAN.
Further, the sub-control unit ADU-B is connected to the chassis control system 10 via an ADU-B backup CAN bus. After the secondary control unit ADU-B detects that the communication between the secondary control unit ADU-B and the chassis CAN bus is failed, the secondary control unit ADU-B CAN communicate with the chassis control system 10 through the ADU-B backup CAN bus.
Specifically, the vehicle redundancy control system further includes an intelligent gateway 70, the main control unit ADU is connected to the intelligent gateway 70 through an intelligent CAN bus, and the intelligent gateway 70 is connected to a chassis CAN bus and an ADU backup CAN bus. The chassis control system 10 receives the priority order of the bus communication from high to low, and sequentially comprises a chassis CAN bus, an ADU backup CAN bus and an ADU-B backup CAN bus.
When the flag bit of the highway designated driving assistance function is valid, if the main control unit ADU detects that a VCU (vehicle electronic control unit) node is lost, the main control unit ADU only sends a deceleration request to the chassis controller, so that the vehicle decelerates and stops in the lane, and at the moment, if the chassis control system simultaneously detects that the VCU node is lost, the chassis control system 10 does not affect the acceleration and deceleration request sent by the main control unit ADU and feeds back the VCU fault state to the ADU.
When the flag bit of the highway designated driving auxiliary function is effective, if the VCU judges that the chassis control system module node is lost, the VCU and the MCU need to gently control the click output torque to 0 according to a certain slope.
In the embodiment, three redundancy schemes, namely control system redundancy, brake system redundancy and communication redundancy, are designed. The control system redundancy scheme adopts an auxiliary control unit ADU-B as a backup system of a main control unit ADU, and when the auxiliary control unit detects that the main control unit fails, the auxiliary control unit ADU-B takes over the control system. The braking redundancy scheme is that the ESC module and the servo motor control module realize wheel speed calculation redundancy in the braking system, and wheel speed and vehicle speed redundancy on the whole vehicle layer. The communication redundancy scheme is as follows: the ESC module and the motor personal control module are respectively provided with two paths of CAN communication (chassis CAN communication and ADU backup CAN communication), bus signals related to the designated driving assistance function of the brake system and the highway are required to be subjected to redundancy backup on the two paths of CAN buses, and after the chassis CAN communication fails, the main control unit ADU realizes interactive communication with the chassis system through the backup CAN. In the embodiment, three redundancy schemes are designed to ensure the safety in the intelligent driving process.
Referring to fig. 3, a vehicle redundancy control system according to a second embodiment of the present invention has a structure substantially the same as that of the vehicle redundancy control system according to the first embodiment, and includes a first power supply and a second power supply, wherein the first power supply is connected to the sub-control unit, the ESC module, and the EPS module, and the second power supply is connected to the main control unit, the servo motor control module, and the EPS module.
The first power supply and the second power supply are backup power supplies for each other, power supply failure of each system module of the whole vehicle can not be caused after any single-node failure of an external power supply system occurs through power supply distribution, if the power supplies of the ESC and the electromechanical servo control module cannot fail simultaneously, if one of the ESC and the electromechanical servo control module fails, the system needs to perform degradation work through a redundancy strategy, and meanwhile, the vehicle state is fed back to an upper-layer control system.
In specific implementation, the motor of the ESP module only needs three phases to work, and when the currently working three phases are in failure, the motor is switched to other three phases to work, so that a corner signal calculated in the power steering control system reaches a functional safety ASI L-D level (namely the highest level).
Furthermore, the vehicle control system is also designed with a steering redundancy scheme, namely the vehicle control system also comprises an SAS sensor, and the SAS sensor is connected with a chassis CAN bus and an ADU backup CAN bus. After the corner signal output by the power steering system fails, the corner signal detected by the SAS sensor can be used as backup control of the chassis system.
Compared with the first embodiment, the embodiment also relates to a power supply redundancy scheme and a steering redundancy scheme, further improves the whole vehicle redundancy scheme, improves the safety performance of the intelligent driving auxiliary system, and ensures the intelligent driving safety.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
The above-mentioned embodiments only express the embodiments of the present invention, and the description thereof is more specific and detailed, but not construed as limiting the scope of the present invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the inventive concept, which falls within the scope of the present invention. Therefore, the protection scope of the present patent shall be subject to the appended claims.
Claims (8)
1. A vehicle redundancy control system comprises a chassis control system, a chassis CAN bus connected with the chassis control system, and an intelligent driving control unit connected with the chassis CAN bus, wherein the chassis control system comprises an ESC module and an EPS module, and is characterized in that the chassis control system further comprises a servo motor control unit, the intelligent driving control unit comprises a main control unit and an auxiliary control unit which are respectively connected with the chassis CAN bus, the main control unit is connected with the ESC module, the EPS module and the servo motor control module through an ADU backup CAN bus, the ESC module and the servo motor control module are all used for detecting the wheel speed and the vehicle speed of a whole vehicle and sending the wheel speed to the main control unit and the auxiliary control unit, and the main control unit is used for controlling the chassis control system, and the auxiliary control unit is used for controlling the chassis control system when the main control unit is detected to be in fault.
2. The vehicle redundancy control system of claim 1, wherein the secondary control unit and the chassis control system are further connected via an ADU-B backup CAN bus.
3. The vehicle redundancy control system of claim 2, further comprising an intelligent gateway, wherein the master control unit is connected to the intelligent gateway via an intelligent CAN bus, wherein the intelligent gateway is connected to the chassis CAN bus and the ADU-backup CAN bus, and wherein the chassis control system receives bus communications in a priority order from high to low for the intelligent CAN bus, the ADU-backup CAN bus, and the ADU-B backup CAN bus.
4. The vehicle redundancy control system of claim 1, further comprising a first power source coupled to the secondary control unit, the ESC module, and the EPS module, and a second power source coupled to the primary control unit, the servo motor control module, and the EPS module.
5. The vehicle redundancy control system of claim 1, wherein the EPS module employs a 12-phase motor, each phase of the motor is connected to the chassis CAN bus and the ADU-backup CAN bus, and when a three-phase fault occurs in which the motor is currently operating, the motor is switched to operate in the other three phases.
6. The vehicle redundant control system of claim 1 wherein said ESC system and said servo motor control module are each coupled to a set of wheel speed sensors.
7. The vehicle redundancy control system of claim 1, further comprising an SAS sensor coupled to the chassis CAN bus and the ADU-backup CAN bus.
8. The vehicle redundancy control system of claim 1, further comprising a sensing unit connected to the intelligent driving control unit, the sensing unit including a plurality of radars and a camera and map module disposed on the entire vehicle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010474795.5A CN111427367A (en) | 2020-05-29 | 2020-05-29 | Vehicle redundancy control system |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010474795.5A CN111427367A (en) | 2020-05-29 | 2020-05-29 | Vehicle redundancy control system |
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| CN111427367A true CN111427367A (en) | 2020-07-17 |
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| CN202010474795.5A Pending CN111427367A (en) | 2020-05-29 | 2020-05-29 | Vehicle redundancy control system |
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Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111873974A (en) * | 2020-07-29 | 2020-11-03 | 中国第一汽车股份有限公司 | Brake redundancy control method and system and automatic driving vehicle |
| CN112977091A (en) * | 2021-03-18 | 2021-06-18 | 奇瑞新能源汽车股份有限公司 | Whole-vehicle-area control module and control method of electric vehicle and vehicle |
| CN113110238A (en) * | 2021-05-12 | 2021-07-13 | 中国第一汽车股份有限公司 | EMB redundancy control system and method |
| CN113306534A (en) * | 2021-06-30 | 2021-08-27 | 东风商用车有限公司 | Unmanned hub redundancy brake control system and method |
| CN114326476A (en) * | 2021-11-30 | 2022-04-12 | 际络科技(上海)有限公司 | Degradation control method and system for automatic driving controller |
| CN114348024A (en) * | 2022-01-30 | 2022-04-15 | 中国第一汽车股份有限公司 | Vehicle and automatic driving system thereof |
| CN114560009A (en) * | 2022-02-18 | 2022-05-31 | 恒大恒驰新能源汽车研究院(上海)有限公司 | Control system, method and device applied to automatic driving of vehicle |
| CN117148704A (en) * | 2023-10-31 | 2023-12-01 | 格陆博科技有限公司 | Intelligent chassis domain controller with hardware full redundancy design |
-
2020
- 2020-05-29 CN CN202010474795.5A patent/CN111427367A/en active Pending
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111873974A (en) * | 2020-07-29 | 2020-11-03 | 中国第一汽车股份有限公司 | Brake redundancy control method and system and automatic driving vehicle |
| CN111873974B (en) * | 2020-07-29 | 2022-02-22 | 中国第一汽车股份有限公司 | Brake redundancy control method and system and automatic driving vehicle |
| CN112977091A (en) * | 2021-03-18 | 2021-06-18 | 奇瑞新能源汽车股份有限公司 | Whole-vehicle-area control module and control method of electric vehicle and vehicle |
| CN113110238A (en) * | 2021-05-12 | 2021-07-13 | 中国第一汽车股份有限公司 | EMB redundancy control system and method |
| CN113306534A (en) * | 2021-06-30 | 2021-08-27 | 东风商用车有限公司 | Unmanned hub redundancy brake control system and method |
| CN113306534B (en) * | 2021-06-30 | 2022-02-18 | 东风商用车有限公司 | Unmanned hub redundancy brake control system and method |
| CN114326476A (en) * | 2021-11-30 | 2022-04-12 | 际络科技(上海)有限公司 | Degradation control method and system for automatic driving controller |
| CN114348024A (en) * | 2022-01-30 | 2022-04-15 | 中国第一汽车股份有限公司 | Vehicle and automatic driving system thereof |
| CN114560009A (en) * | 2022-02-18 | 2022-05-31 | 恒大恒驰新能源汽车研究院(上海)有限公司 | Control system, method and device applied to automatic driving of vehicle |
| CN117148704A (en) * | 2023-10-31 | 2023-12-01 | 格陆博科技有限公司 | Intelligent chassis domain controller with hardware full redundancy design |
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