CN116166000A - Vehicle controller - Google Patents
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Abstract
The embodiment of the invention discloses a vehicle controller. The vehicle controller of the embodiment of the invention comprises a data communication unit for realizing the communication between the vehicle controller and a vehicle communication bus and the communication among units in the vehicle controller, a signal transmission unit for transmitting digital quantity signals and analog quantity signals, a microcontroller unit for receiving the digital quantity signals and/or the analog quantity signals and generating corresponding processing instructions based on a preset control strategy, a switch driving unit for driving other electric control systems except the vehicle controller in the vehicle, and a power management unit for converting voltage into voltage required by each unit of the vehicle controller. The data communication unit comprises an isolation front end and an isolation rear end, the signal transmission unit comprises a digital quantity transmission unit and an analog quantity transmission unit, the switch driving unit comprises a high-side driving unit and a low-side driving unit, the units are mutually isolated, signals or electromagnetic interference between the units is reduced, functional partitioning is realized, and debugging and detection are facilitated.
Description
Technical Field
The invention relates to the technical field of electric automobiles, in particular to a vehicle controller.
Background
Along with the continuous development of electronic technology, the intelligent process of new energy automobiles also accelerates. The vehicle controller is a control brain of the new energy automobile, has functions of collecting and processing vehicle state and driving intention information, uniformly scheduling and coordinating each control unit of the new energy automobile and the like, and therefore the design of the vehicle controller determines the advantages and disadvantages of the new energy automobile to a great extent.
The vehicle controller comprises a plurality of electronic components, and electric signals generated when different electronic components are communicated and interacted can be mutually interfered, and particularly under severe operating environments such as vibration, humidity, large temperature fluctuation and the like, the performance of the vehicle controller can be greatly influenced by slight electric signal interference. Therefore, how to design a vehicle controller so that a new energy vehicle can maintain a stable operating state in various severe environments is a current problem to be solved.
Disclosure of Invention
In view of the above, the present invention is directed to a vehicle controller, which reduces signals or electromagnetic interference between units in the vehicle controller, and simultaneously implements functional partitioning, so as to facilitate debugging and detection. The details are described below:
a vehicle controller, the vehicle controller comprising:
the data communication unit comprises an isolated front end and an isolated rear end which are isolated from each other and is used for realizing the communication between the vehicle controller and a vehicle communication bus and the communication among units in the vehicle controller;
the signal transmission unit comprises a digital quantity transmission unit and an analog quantity transmission unit which are isolated from each other and are respectively used for transmitting digital quantity signals and analog quantity signals;
the microcontroller unit is used for receiving the digital quantity signal and/or the analog quantity signal and generating a corresponding processing instruction based on a preset control strategy;
the switch driving unit comprises a high-side driving unit and a low-side driving unit which are isolated from each other and is used for driving other electric control systems except a vehicle controller in the vehicle;
and the power management unit is used for converting the voltage into the voltage required by each unit of the vehicle controller.
In one possible embodiment, the isolation between the isolation front end and the isolation back end, the isolation between the digital quantity transmission unit and the analog quantity transmission unit, and the isolation between the high side drive unit and the low side drive unit are physical isolation.
In one possible embodiment, the digital quantity signal includes at least one of a gear signal, a key signal, a charge switch signal, an air conditioner switch signal, a brake signal, and a PTC request signal.
In one possible embodiment, the analog quantity signal includes at least one of an accelerator pedal signal, a brake pedal signal, and a battery voltage signal.
In one possible embodiment, the microcontroller unit is configured to:
receiving the brake pedal signal, the accelerator pedal signal and/or the gear signal;
and determining the driving intention of the driver based on a preset control strategy, and generating a corresponding power generation instruction or braking instruction.
In a possible embodiment, the microcontroller unit is further configured to:
receiving the brake pedal signal and the accelerator pedal signal;
calculating braking energy of the vehicle;
and generating an energy recovery instruction in response to the braking energy meeting a preset energy recovery condition.
In a possible embodiment, the microcontroller unit is further configured to:
receiving sensor signals in the vehicle;
and generating an automatic maintenance instruction or a standby load instruction in response to the sensor signal not being within a preset threshold range of the sensor.
In one possible embodiment, the vehicle controller further comprises a data communication interface and an integrated interface;
the data communication interface is used for signal interaction between the data communication unit and the vehicle communication bus;
the integrated interface is used for supplying power to the power management unit and transmitting the digital quantity signal and the analog quantity signal.
In one possible embodiment, the can_h pin of the data communication interface is used for transmitting can_h signals, and the can_l pin of the data communication interface is used for transmitting can_l signals.
In one possible embodiment, pin UB of the integrated interface is used for inputting electricity.
In one possible implementation, the integrated interface further includes:
pin l_sw for low side output;
pin h_sw for high side output;
pin DI, is used for digital quantity signal input;
pins Tres and AI are used for inputting analog quantity signals;
pin vol_out for analog signal output.
The vehicle controller of the embodiment of the invention comprises a data communication unit for realizing the communication between the vehicle controller and a vehicle communication bus and the communication among units in the vehicle controller, a signal transmission unit for transmitting digital quantity signals and analog quantity signals, a microcontroller unit for receiving the digital quantity signals and/or the analog quantity signals and generating corresponding processing instructions based on a preset control strategy, a switch driving unit for driving other electric control systems except the vehicle controller in the vehicle, and a power management unit for converting voltage into voltage required by each unit of the vehicle controller. The data communication unit comprises an isolation front end and an isolation rear end, the signal transmission unit comprises a digital quantity transmission unit and an analog quantity transmission unit, the switch driving unit comprises a high-side driving unit and a low-side driving unit, the units are mutually isolated, signals or electromagnetic interference among the units is reduced, functional partitioning is realized, and debugging and detection are facilitated.
Drawings
The above and other objects, features and advantages of the present invention will become more apparent from the following description of embodiments of the present invention with reference to the accompanying drawings, in which:
fig. 1 is a schematic structural view of a vehicle controller according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of a CAN network topology of an embodiment of the invention;
FIG. 3 is a schematic diagram of a pin arrangement of a data communication interface according to an embodiment of the present invention;
FIG. 4 is a schematic diagram of pin definitions of a data communication interface of an embodiment of the present invention;
FIG. 5 is a schematic diagram of a pin arrangement of an integrated interface according to an embodiment of the present invention;
FIG. 6 is a schematic diagram of pin definitions of an integrated interface of an embodiment of the present invention;
fig. 7 is a layout diagram of a vehicle controller according to an embodiment of the present invention.
Detailed Description
The present invention is described below based on examples, but the present invention is not limited to only these examples. In the following detailed description of the present invention, certain specific details are set forth in detail. The present invention will be fully understood by those skilled in the art without the details described herein. Well-known methods, procedures, flows, components and circuits have not been described in detail so as not to obscure the nature of the invention.
Moreover, those of ordinary skill in the art will appreciate that the drawings are provided herein for illustrative purposes and that the drawings are not necessarily drawn to scale.
Unless the context clearly requires otherwise, the words "comprise," "comprising," and the like throughout the application are to be construed as including but not being exclusive or exhaustive; that is, it is the meaning of "including but not limited to".
Spatially relative terms, such as "inner," "outer," "lower," "upper," and the like, may be used herein for ease of description to describe one element or feature's relationship to another element or feature as illustrated in the figures. It will be understood that spatially relative terms may be intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as "below" or "beneath" other elements or features would then be oriented "above" the other elements or features. Thus, the example term "below" can encompass both an orientation of above and below. The device may be otherwise oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.
In the description of the present application, it should be understood that the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. Furthermore, in the description of the present application, unless otherwise indicated, the meaning of "a plurality" is two or more.
The vehicle controller (Vehicle Control Unit, VCU) serves as a central control unit of the new energy automobile and is the core of the whole control system. The VCU not only can collect driving operation instructions in real time, but also can dynamically acquire data of various sensors, and can make corresponding judgment on the acquired operation instructions and the data according to a designed control strategy, and then the control instructions and related information are issued to each sub-controller through a data communication bus, so that each execution unit is accurately controlled in real time, and the safe and stable running of the vehicle is finally realized. The functions that the vehicle controller needs to perform are roughly divided into the following four aspects:
1. and (5) managing the power of the whole vehicle. The vehicle controller determines the driving intention of the driver by collecting the operation instructions of the driver, such as acceleration, deceleration, braking, etc. And the power output of the motor or the engine is controlled by combining the states of the battery and the motor and the surrounding environment of the road where the vehicle is located.
2. Whole vehicle energy management
And the functions of braking energy recovery, charging management, hybrid power energy distribution management and the like are completed by coordinating and controlling all power system components, the energy efficiency of the whole vehicle is maximized, and the driving range of the vehicle is prolonged.
3. Fail safe control strategy
The software and hardware and control strategy design and development process considers the functional safety requirements, can realize the functions of acquisition and inspection of input signals, control of output signals, communication with peripheral systems, data storage access and the like, and can also complete real-time monitoring of functional running states and diagnosis of self memories, thereby realizing failure safety control.
4. Fault diagnosis
And collecting information of each sensor, and performing fault diagnosis of the whole vehicle level. And the system is communicated with an external fault diagnosis instrument and matched with the external fault diagnosis instrument to realize the fault diagnosis function.
The functions of high-voltage power-on and power-off management, torque coordination and distribution, limp control, whole vehicle driving mode selection, gear analysis, maximum vehicle speed limitation, input and output signal processing and the like of a controller are realized mainly through providing control output signals by high-low side driving, acquiring switching value signals provided by the outside through digital quantity input and acquiring analog quantity control signals of sensors, fans and the like which mainly comprise voltage input and output.
The functions are achieved through interaction cooperation of the units in the vehicle controller. Fig. 1 is a schematic structural view of a vehicle controller according to an embodiment of the present invention. As shown in fig. 1, the vehicle controller includes at least a data communication unit 110, a signal transmission unit 120, a microcontroller unit 130, a switch driving unit 140, a power management unit 150, a data communication interface 160, an integrated interface 170, and a joint test group interface (Joint Test Action Group, JTAG) 180.
The data communication unit 110 includes an isolated front end 111 and an isolated back end 112 that are isolated from each other, for enabling communication between the vehicle controller and a vehicle communication bus and between units within the vehicle controller.
The communication connection mode may be a wired connection. The wired connection may be implemented through a bus interface such as CAN (Controller Area Network ), LIN (LocalInterconnect Network, local interconnect network), RS-485, UART (Universal Asynchronous Receiver/transceiver), etc. CAN is a serial communication protocol of the ISO international organization for standardization. The RS-485 bus standard is a very wide bi-directional, balanced transmission standard interface used in industry (attendance, monitoring, data acquisition systems) supporting multipoint connection, UART is a universal serial data bus for asynchronous communication, which is bi-directional communication and can realize full duplex transmission and reception.
Preferably, the data communication unit 110 CAN be designed based on a CAN, and the vehicle communication bus is a CAN communication bus. Compared with a general communication bus, the data communication of the CAN communication bus has outstanding reliability, instantaneity and flexibility. The application of the system in the automobile field is the most extensive, and some well-known automobile manufacturers in the world use CAN communication buses to realize data communication between an automobile internal control system and each detection and execution mechanism. Standard CAN communication interfaces, supporting standard frames, extended frames, ID configuration. Most of the control commands and parameter signals of the vehicle controller VCU are received and transmitted via the CAN data communication interface 160. CAN is divided into a HIGH-speed CAN with a transmission number of up to 1Mbp/s and a fault-tolerant LOW-speed CAN with a transmission number of 125 kbps, and can_high and can_low are two signal lines on a CAN communication bus. The CAN communication bus extends throughout the automobile architecture. The vehicle controller is connected to and communicates with other controllers in the vehicle via a data communication unit 110. The CAN communication bus connects all the electric control units in the vehicle in series, and the signals of 0 and 1 are expressed by the voltage difference, when the vehicle is operated once, the corresponding electric control units convert the operation instruction into CAN signals to broadcast on the CAN communication bus. According to the open systems interconnection communication reference model (OSI), CAN communication belongs to a link layer protocol, which contains a header carrying control signals and a message carrying specific data, the header having a CAN ID identifying the information content.
Fig. 2 is a schematic diagram of a CAN network topology according to an embodiment of the present invention. As shown in fig. 2, the VCU needs to be connected to an electronic control unit such as a pedestrian reminding device (Pedestrain Prompting Device, PPD), a battery management system (Battery management system, BMS), a Charging Module (CM), a remote control Module (TBOX), an anti-lock system (Antilock Brake System, ABS), an asynchronous balance mode (Asynchronous Balanced Mode, ABM), and an ignition control Module (Ignition control Module, ICM) of the automobile through a CAN communication bus for data communication. That is, the VCU may be connected to the CAN communication bus through the data communication unit 110, so as to realize functions of information transmission and sharing, data calibration and debugging, fault diagnosis processing, and the like with other electronic control units in the automobile, and ensure real-time performance, accuracy and reliability of information interaction.
In the following description, a communication connection between units in each vehicle controller is exemplified as a CAN communication bus connection.
Specifically, the data communication unit 110 is connected to a CAN communication bus through a data communication interface 160, for signal interaction between the data communication unit 110 and the vehicle communication bus (CAN communication bus connection).
Fig. 3 is a schematic diagram of pin arrangement of a data communication interface according to an embodiment of the present invention. As shown in fig. 3, the data communication interface 160 is a seven-core two-way CAN connector for implementing CAN communication. The data communication interface 160 includes 7 pins, pin 1, pin 2, pin 3, pin 4, pin 5, pin 6, and pin 7, respectively.
Fig. 4 is a schematic diagram of pin definition of a data communication interface according to an embodiment of the present invention. As shown in fig. 4, pin 1, pin 2, and pin 3 are used for data communication of the isolated front end 111. Pin 5, pin 6 and pin 7 are used to isolate the data communication of backend 112. Wherein, pin 1 and pin 6 are used for transmitting CAN_HIGH signals, pin 2 and pin 7 are used for transmitting CAN_LOW signals, and pin 3 and pin 5 are used for grounding.
The signal transmission unit 120 includes a digital quantity transmission unit 121 and an analog quantity transmission unit 122 isolated from each other, the digital quantity transmission unit 121 being configured to transmit a digital quantity signal, and the analog quantity transmission unit 122 being configured to transmit an analog quantity signal.
In order to transmit signals acquired by various sensors to the micro controller unit 130, various signal transmission units such as a digital quantity transmission unit and an analog quantity transmission unit are designed, so that input signals acquired by various vehicle-mounted sensors in real time can be effectively transmitted. Wherein the digital quantity is a physical quantity that is discrete in time and value. For example: when the electronic circuit is used for recording pressure change, the analog quantity value is converted into a corresponding machine code to carry out logic calculation, and after signal processing, the analog quantity value is changed into a meaningful analog quantity signal through the digital quantity analog quantity conversion circuit. The digital quantity signal includes at least one of a gear signal, a key signal, a charge switch signal, an air conditioner switch signal, a brake signal, and a PTC request signal. Analog quantities are physical quantities that are continuous in time and value. The output voltage signal of the thermocouple is an analog signal, and the measured voltage signal is continuous in time and value because the measured temperature does not suddenly jump under any condition, and any value of the voltage signal in the continuous change process is of specific physical meaning, namely the corresponding temperature. The analog signal includes at least one of an accelerator pedal signal, a brake pedal signal, and a battery voltage signal.
The signal transmission unit 120 transmits the digital quantity signal and the analog quantity signal through the integration interface 170. And transmits the acquired signals to the microcontroller unit 130.
The microcontroller unit 130 is configured to receive the digital quantity signal and/or the analog quantity signal, and generate a corresponding processing instruction based on a preset control policy.
In order to improve the data operation speed and the digital signal processing capability, an SPC563M64L5 chip is adopted as a main control chip of a vehicle controller VCU, and the chip has the advantages of very high integration level, long service life, very rich I/O interface resources and stronger anti-interference capability.
In particular, the microcontroller unit 130 implements the above-described functions of the vehicle controller by receiving and processing the digital quantity signal and/or the analog quantity signal. The microcontroller unit 130 may be composed of a micro control unit (Microcontroller Unit, MCU) and a digital and core circuit.
In one possible embodiment, the microcontroller unit 130 is configured to receive the brake pedal signal, the accelerator pedal signal, and/or the gear signal, and then determine the driving intention of the driver based on a preset control strategy, and generate a corresponding power generation command or brake command.
Specifically, the brake pedal signal reflects the driver's braking demand. The accelerator pedal signal reflects the driver's acceleration or deceleration demand. The gear signal reflects a driving mode in which the vehicle is currently in, such as economy mode (ECO) or SPORT mode (SPORT). When the microcontroller unit 130 receives at least one of the brake pedal signal, the accelerator pedal signal and the gear signal and the corresponding numerical values, a power generation instruction or a braking instruction is generated through the corresponding preset control strategy and is sequentially sent to the power-related electronic control unit through the switch driving unit 140, the data communication unit 110, the data communication interface 160 and the CAN communication bus, so as to control the power output of the motor or the engine, and achieve the whole vehicle power management functions, such as accelerating, decelerating, stopping and the like.
In one possible implementation, the microcontroller unit 130 is configured to receive the brake pedal signal and the accelerator pedal signal, then calculate braking energy of the vehicle, and generate an energy recovery command in response to the braking energy meeting a preset energy recovery condition.
Specifically, after the microcontroller unit 130 calculates the braking energy of the vehicle based on the preset energy algorithm in combination with the current running state of the vehicle based on the brake pedal signal and the accelerator pedal signal acquired in real time. And judges whether the current braking energy meets the energy recovery condition, if yes, an energy recovery instruction is generated and is sent to the energy related electric control units such as BMS and CM sequentially through the switch driving unit 140, the data communication unit 110, the data communication interface 160 and the CAN communication bus, so that the power battery is connected with the reversely charged electric quantity, and the braking energy recovery function in the whole vehicle energy management is realized.
In one possible implementation, the microcontroller unit 130 is further configured to receive sensor signals from the vehicle and then generate an automatic repair instruction or initiate a backup load instruction in response to the sensor signals not being within a preset threshold range of the sensor.
Specifically, after receiving each sensor signal in the vehicle, the microcontroller unit 130 needs to check the sensor signal to determine whether the sensor signal value is within a preset threshold range corresponding to the sensor, and if so, further processes the sensor signal value. If not, the sensor signal is interpreted as abnormal. In order to reduce errors, the sensor signal can be continuously monitored after the sensor signal is transmitted to the abnormal signal, and if the abnormal times of the sensor signal exceed the corresponding preset abnormal threshold value, the operation abnormality of the electronic component corresponding to the sensor is judged. If the temperature sensor of the motor is continuously higher than the preset motor temperature threshold for a plurality of times, the motor is indicated to be in fault. At this time, the command for generating the warning information is sequentially sent to the vehicle display screen through the switch driving unit 140, the data communication unit 110, the data communication interface 160 and the CAN communication bus to prompt the driver to perform processing in time, such as emergency stop, maintenance, etc. Meanwhile, an automatic maintenance instruction or a standby load starting instruction can be generated and sent to the related electric control unit, so that the vehicle can take necessary measures to ensure the property and personal safety of drivers and passengers in the running process of the vehicle.
The switch driving unit 140 includes a high-side driving unit 141 and a low-side driving unit 142 isolated from each other for driving other electric control systems in the vehicle except for a vehicle controller.
The output of the VCU mainly includes a high side driving unit 141 and a low side driving unit 142. The high side refers to a power supply, the low side refers to ground, and the high side drive and the low side drive are used for debugging power to drive a load. The high side drive is located between the power supply and the load, and can be used for realizing control of the CLM and the like. The low-side drive is positioned between the load and the ground and can be used for realizing control such as MCU, PTC and the like. In popular terms, high Side Drive (HSD) refers to enabling the drive means by closing a switch on a power cord directly in front of the electrical appliance or drive means, primarily for driving vehicle body related functions such as seating, lighting, windshield wipers, fans, and the like. While Low Side Drive (LSD) is enabled by closing the ground after the appliance or drive is used, primarily for driving loads associated with the powertrain, such as motors, heaters, etc.
And a power management unit 150 for converting the voltage to a voltage required by each unit of the vehicle controller.
The power management unit 150 includes, among other things, a direct current converter (Direct Current TO Direct Current, DC/DC) 151 and an internal power supply 152. The dc converter 151 may convert a dc power source of a certain voltage level into a dc power source of another voltage level. The power supply of the VCU is provided by a vehicle power supply, which can be 12 volts or 24 volts, but the power supply required by the VCU is 5 volts, so the dc converter 151 is required to reduce the voltage of the vehicle power supply to the voltage suitable for the VCU to operate normally. Meanwhile, the dc converter 151 includes a filter and an isolation circuit. The internal power supply 152 is a VCU internal power supply. While the power management unit 150 is also powered through the integrated interface 170.
Fig. 5 is a schematic diagram of pin arrangement of the integrated interface according to an embodiment of the present invention. As shown in fig. 5, the integrated interface 170 is a 30-core connector for input of power and input/output of signals. The integrated interface 170 includes 30 pins therein. FIG. 6 is a schematic diagram of pin definitions of an integrated interface according to an embodiment of the present invention. As shown in fig. 6, pin 1 and pin 2 are used for input of a power supply, and the transmitted signal is B-phase voltage (UB). Pin 3 is an Enable (EN) pin, which is activated to wake up the chip and generate an output signal. Pin 4 is a bootstrap capacitor (BOOT) pin, which reserves an interface for device programming. Pin 5 is used for power ground. Pin 6 and pin 7 are low side drive corresponding pins for low side drive output, external power. Pin 8, pin 9, pin 10, pin 11 and pin 12 are high side drive corresponding pins for high side drive output, powered by internal power supply 152. Pins 13, 14, 15, 16, 17 and 18 are digital input signal input pins, wherein pins 13, 15 and 17 are used to transmit digital input signals, i.e., external switching input signals. Pin 14, pin 16 and pin 18 are used for ground. Pin 19, pin 20, pin 21, pin 22, pin 23, pin 24, pin 25 and pin 26 are analog input signal input pins, with pin 13, pin 15 and pin 17 being used to transmit digital input signals. Wherein. Pins 19, 20, 22, 23, 24, 25 are used to transmit digital input signals, i.e., external voltage input signals. Pin 21 and pin 26 are used for ground. Pin 27, pin 28, pin 29 and pin 30 are used to output voltage control signals.
In summary, the VCU implements information interaction and power input with other electronic control units or components of the vehicle through the data communication interface 160 and the integrated interface 170.
It should be noted that the isolation manners between the isolation front end 111 and the isolation back end 112 in the data communication unit 110, between the digital quantity transmission unit 121 and the analog quantity transmission unit 122 in the signal transmission unit 120, and between the high-side driving unit 141 and the low-side driving unit 142 in the switch driving unit 140 are all physical isolation. Physical isolation refers to the absence of mutual data interaction between two or more units, and no contact at the physical layer/data link layer/IP layer level, etc.
Alternatively, the physical isolation may be achieved by a layout structure as shown in fig. 1.
In addition, the circuits in the data communication unit 110 belong to high-current circuits, and in order to avoid interference of high current to other units in the VCU, no physical connection exists between the circuits corresponding to the data communication unit 110 and the circuits corresponding to the other units in the VCU, and only logical connection exists between the circuits corresponding to the microcontroller unit 130.
The VCU also includes JTAG180.JTAG is also an International Standard test protocol (IEEE 1149.1 compliant) that is primarily used for on-chip testing. The basic principle of JTAG is to define a TAP (Test Access Port) inside the device to Test the internal nodes by a special JTAG Test tool. JTAG test allows multiple devices to be connected in series through JTAG interfaces to form a JTAG chain, so that each unit in the VCU can be tested respectively.
The vehicle controller of the embodiment of the invention comprises a data communication unit for realizing the communication between the vehicle controller and a vehicle communication bus and the communication among units in the vehicle controller, a signal transmission unit for transmitting digital quantity signals and analog quantity signals, a microcontroller unit for receiving the digital quantity signals and/or the analog quantity signals and generating corresponding processing instructions based on a preset control strategy, a switch driving unit for driving other electric control systems except the vehicle controller in the vehicle, and a power management unit for converting voltage into voltage required by each unit of the vehicle controller. The data communication unit comprises an isolation front end and an isolation rear end, the signal transmission unit comprises a digital quantity transmission unit and an analog quantity transmission unit, the switch driving unit comprises a high-side driving unit and a low-side driving unit, the units are mutually isolated, signals or electromagnetic interference among the units is reduced, functional partitioning is realized, and debugging and detection are facilitated.
Fig. 7 is a layout diagram of a vehicle controller according to an embodiment of the present invention. As shown in fig. 7, above the vehicle controller are two interfaces, namely, a data communication interface 160 and an integrated interface 170, respectively. There is no connection between the two interfaces and there is a certain physical distance, so that the data or signals transmitted by the two interfaces do not affect each other. The data communication unit 110 is arranged below the data communication interface 160, so that the data communication unit 110 can access the data communication interface 160. The data communication unit further includes an isolated front end 111 and an isolated back end 112 isolated from each other. Below the integrated interface 170 are a switch driving unit 140, a power management unit 150, a signal transmission unit 120 and a micro controller unit 130, respectively, so that the above units can be conveniently connected to the integrated interface 170. The microcontroller unit 130 is located in the middle of the switch driving unit 140, the power management unit 150, and the signal transmission unit 120, so that the microcontroller unit 130 receives signals or data and outputs instructions. The signal transmission unit 120 further includes a digital quantity transmission unit 121 and an analog quantity transmission unit 122 isolated from each other. The switch driving unit 140 further includes a high side driving unit 141 and a low side driving unit 142 isolated from each other. The power management unit 150 further includes a DC/DC converter 151 and an internal power supply 152 isolated from each other. In addition, there is a joint test group interface JTAG180 in the vehicle controller.
The vehicle controller of the embodiment of the invention realizes functional partition in the vehicle controller through reasonable layout as shown in fig. 7, separates the data quantity signal from the analog quantity signal, separates the high-current circuit corresponding to the switch driving unit from the low-current circuit corresponding to other units, avoids signal interference and improves the overall electromagnetic compatibility of the vehicle controller.
The embodiment of the invention also provides a vehicle, which comprises a vehicle body and the vehicle controller.
The above description is only of the preferred embodiments of the present invention and is not intended to limit the present invention, and various modifications and variations may be made to the present invention by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (12)
1. A vehicle controller, characterized in that the vehicle controller comprises:
the data communication unit comprises an isolated front end and an isolated rear end which are isolated from each other and is used for realizing the communication between the vehicle controller and a vehicle communication bus and the communication among units in the vehicle controller;
the signal transmission unit comprises a digital quantity transmission unit and an analog quantity transmission unit which are isolated from each other and are respectively used for transmitting digital quantity signals and analog quantity signals;
the microcontroller unit is used for receiving the digital quantity signal and/or the analog quantity signal and generating a corresponding processing instruction based on a preset control strategy;
the switch driving unit comprises a high-side driving unit and a low-side driving unit which are isolated from each other and is used for driving other electric control systems except a vehicle controller in the vehicle;
and the power management unit is used for converting the voltage into the voltage required by each unit of the vehicle controller.
2. The vehicle controller of claim 1, wherein the isolation between the isolation front end and the isolation back end, the isolation between the digital quantity transmission unit and the analog quantity transmission unit, and the isolation between the high side drive unit and the low side drive unit are physical isolation.
3. The vehicle controller of claim 1, wherein the digital quantity signal comprises at least one of a gear signal, a key signal, a charge switch signal, an air conditioner switch signal, a brake signal, a PTC request signal.
4. The vehicle controller of claim 3, wherein the analog signal comprises at least one of an accelerator pedal signal, a brake pedal signal, and a battery voltage signal.
5. The vehicle controller of claim 4, wherein the microcontroller unit is configured to:
receiving the brake pedal signal, the accelerator pedal signal and/or the gear signal;
and determining the driving intention of the driver based on a preset control strategy, and generating a corresponding power generation instruction or braking instruction.
6. The vehicle controller of claim 4, wherein the microcontroller unit is further configured to:
receiving the brake pedal signal and the accelerator pedal signal;
calculating braking energy of the vehicle;
and generating an energy recovery instruction in response to the braking energy meeting a preset energy recovery condition.
7. The vehicle controller of claim 4, wherein the microcontroller unit is further configured to:
receiving sensor signals in the vehicle;
and generating an automatic maintenance instruction or a standby load instruction in response to the sensor signal not being within a preset threshold range of the sensor.
8. The vehicle controller of any of claims 1-7, further comprising a data communication interface and a comprehensive interface;
the data communication interface is used for signal interaction between the data communication unit and the vehicle communication bus;
the integrated interface is used for supplying power to the power management unit and transmitting the digital quantity signal and the analog quantity signal.
9. The vehicle controller of claim 8, wherein a can_h pin of the data communication interface is used to transmit a can_h signal and a can_l pin of the data communication interface is used to transmit a can_l signal.
10. The vehicle controller of claim 8, wherein pin UB of the integrated interface is used to input electricity.
11. The vehicle controller of claim 8, wherein the integrated interface further comprises:
pin l_sw for low side output;
pin h_sw for high side output;
pin DI, is used for digital quantity signal input;
pins Tres and AI are used for inputting analog quantity signals;
pin vol_out for analog signal output.
12. A vehicle, characterized in that the vehicle comprises:
a vehicle body; and
the vehicle controller according to any one of claims 1 to 11.
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| CN202310433943.2A CN116166000A (en) | 2023-04-21 | 2023-04-21 | Vehicle controller |
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| CN202310433943.2A CN116166000A (en) | 2023-04-21 | 2023-04-21 | Vehicle controller |
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