CN205706212U - Centralized architecture controller and the electric intelligent automotive electrical system of power supply redundancy - Google Patents

Abstract

nullThis utility model relates to a kind of centralized architecture controller and the electric intelligent automotive electrical system of power supply redundancy，Including the high-tension battery connected each other by electric wiring and battery management system (1)、Key switch (16)、Power supply unit、Intelligent decision and control unit、Sensor unit and actuator unit，Key switch (16) arranges OFF gear、ACC keeps off、ON gear and START keep off，Power supply unit includes main storage battery (12) and booster battery (11)，Electric wiring includes main ACC circuit、Auxiliary ACC circuit、ON circuit、START circuit and the normal electric line being connected with main storage battery (12) cathode output end，Compared with prior art，This utility model solves the requirement for redundancy of electric intelligent automobile control unit and line control system，Turning in travelling for vehicle、Braking、The critical components such as central control unit devise the redundancy of hardware and power supply，Improve the safety of autonomous driving vehicle.

Description

Electric smart car electrical system with centralized architecture controller and redundant power supply

technical field

The utility model relates to an electrical system of an intelligent vehicle, in particular to an electrical system of an electric intelligent vehicle with a centralized architecture controller and redundant power supply.

Background technique

The existing research and development of electric smart vehicles is generally based on pure electric vehicles, and the corresponding electrical systems are also developed based on the electrical systems of pure electric vehicles. However, since the future development trend of electric smart vehicles is steer-by-wire, brake-by-wire, and Ethernet communication, rather than the current common mechanical steering, hydraulic brake, and CAN bus communication, it is necessary to ensure redundancy in hardware, power supply, and communication .

Chinese patent CN102501770A describes a pure electric vehicle electrical system. The electrical system describes the working mode of the pure electric vehicle electrical system in detail, but does not design redundancy for the electric intelligent vehicle control system and the wire control system. If the development is still based on the original pure electric vehicle electrical system, when there is a problem with the key controller, key components or power supply, it will bring safety hazards to the entire vehicle and passengers.

Utility model content

The purpose of this utility model is to provide a centralized architecture controller and an electric smart car electrical system with redundant power supply in order to overcome the above-mentioned defects in the prior art.

The purpose of this utility model can be achieved through the following technical solutions:

A centralized architecture controller and electric smart car electrical system with redundant power supply, including high-voltage battery and battery management system, key switch, power supply unit, intelligent decision-making and control unit, sensor unit and actuator unit connected to each other through electrical lines , the high-voltage battery and the battery management system include a battery pack and a battery management system, and the key switch is set to OFF gear, ACC gear, ON gear and START gear,

It is characterized in that the power supply unit includes a main battery and an auxiliary battery, the negative output terminals of the main battery and the auxiliary battery are grounded, the electrical circuit includes a high-voltage circuit and a low-voltage circuit, and the low-voltage circuit includes a main ACC circuit, an auxiliary battery The ACC line, the ON line, the START line, and the normal current line connected to the positive output end of the main battery, the main ACC line and the auxiliary ACC line are respectively connected to the intelligent sensor unit, and are respectively connected to the actuator unit;

The intelligent decision-making and control unit includes a main ECU and a redundant ECU each with a relay, the relay coil of the main ECU is connected to the main ACC line, and the normally open contact of the relay is connected to the main ACC line or the normal current line, The coil and the normally open contact of the relay of the redundant ECU are respectively connected with the auxiliary ACC circuit, and a signal transmission channel is arranged between the main ECU and the redundant ECU, which is used for signal comparison when the two work at the same time;

When the key switch is in the OFF gear, all lines in the electrical circuit except the normal power line are disconnected from the power supply unit; when the key switch is in the ACC gear, the main ACC line is connected to the normal power line, and the auxiliary ACC line is connected to the auxiliary battery. The positive output end is connected. When the key switch is in the ON gear, the main ACC line, ON line are connected with the normal power line, and the auxiliary ACC line is connected with the positive output end of the auxiliary battery. When the key switch is in the START position, the main ACC line, ON line, START The line is connected to the normal current line, and the auxiliary ACC line is connected to the positive output terminal of the auxiliary battery.

The steering wheel sensor is connected to the steering wheel sensor SPDT relay, the electronic pedal sensor is connected to the electronic pedal sensor SPDT relay, and the steering wheel sensor SPDT relay and the electronic pedal sensor SPDT relay are normally connected respectively. To the main ACC line and controlled by the main ACC line, when the voltage of the main ACC line is abnormal, it will automatically switch to the auxiliary ACC line to ensure the power supply of the steering wheel sensor and the electronic pedal sensor.

The actuator unit includes a left rear wheel brake actuator, a right rear wheel brake actuator, a steering motor, a parking anti-theft encryption unit, a left front wheel brake actuator, a right front wheel brake actuator and a redundant steering motor;

Among them, the steering motor and the redundant steering motor are respectively connected to the main ACC circuit and the auxiliary ACC circuit through their respective relays, and the left rear wheel brake actuator and the right rear wheel brake actuator are respectively connected to the main ACC circuit through their respective relays. Connect and the left front wheel brake actuator and right front wheel brake actuator are respectively connected to the auxiliary ACC line through their own relays, or the left rear wheel brake actuator and right rear wheel brake actuator are connected to the auxiliary ACC line through their respective relays The auxiliary ACC line is connected and the left front wheel brake actuator and the right front wheel brake actuator are respectively connected to the main ACC line through their respective relays. The power supply on and off of each relay is controlled by the intelligent decision-making and control unit; The normally closed relay of the parking anti-theft encryption unit is connected to the normal power. After the main ACC line is powered on, the normally closed contact of the normally closed relay of the parking anti-theft encryption unit is disconnected.

The system also includes an automatic driving unit, which includes a camera, vehicle and infrastructure communication, GPS and inertial navigation, short-range radar, long-range radar and ultrasonic connected to the main ACC circuit through the automatic driving unit relay The sensor, the relay power supply of the automatic driving unit is controlled by the intelligent decision-making and control unit.

The automatic driving unit also includes a remote monitor connected to the main ACC circuit through the automatic driving unit relay.

The system also includes an on-board charger, the on-board charger is provided with a charging pile interface, a low-voltage output terminal and a high-voltage output terminal, and the low-voltage output terminal provides electric energy for the high-voltage battery and the battery management system of the battery management system, The high-voltage output terminal charges the high-voltage battery and the battery pack of the battery management system, and charges the auxiliary battery and the main battery through the DC-DC converter.

The system also includes a human-machine interactive electronic instrument, the human-computer interactive electronic instrument is connected to the normal power line through the human-computer interactive electronic instrument relay, and the coil of the human-computer interactive electronic instrument relay is connected to the main ACC line.

The electrical circuit also includes a high-voltage DC bus, and the output of the high-voltage battery and the battery management system passes through the high-voltage DC bus and a high-voltage safety switch, a pre-charging relay, a pre-charging resistor, a positive bus DC contactor, an air-conditioning compressor, The DC-DC converter is connected with the drive motor controller.

The positive pole of the output terminal of the high-voltage battery and the battery management system is connected to the positive pole of the input terminal of the high-voltage safety switch, and the negative pole of the output terminal of the high-voltage battery and the battery management system is connected to the negative pole of the input terminal of the high-voltage safety switch through the negative terminal bus DC contactor.

The positive output of the high-voltage safety switch is divided into two circuits, one of which is connected to the pre-charging relay and the pre-charging resistor, and the other is connected to the air-conditioning compressor, the input positive terminal of the DC-DC converter, and the positive-terminal bus DC contactor. Input terminal, positive terminal The high-voltage output terminal of the bus DC contactor is connected to the positive input terminal of the drive motor controller; the negative output terminal of the high-voltage safety switch is connected to the air-conditioning compressor, DC-DC converter, and the negative input terminal of the drive motor controller ; The DC-DC converter is provided with two sets of output terminals, which are respectively connected to the input terminals of the main storage battery and the auxiliary storage battery.

The working mode of the electrical system of the utility model is as follows:

[1] Working process of parking charging

The external charging pile is connected to the on-board charger, and the low-voltage power supply line of the on-board charger provides electric energy for the high-voltage battery and the battery management system of the battery management system. At the same time, a charging enable message is sent to the on-board charger. The high-voltage output of the on-board charger starts to charge the high-voltage battery and the battery pack of the battery management system through the high-voltage DC bus, and charges the auxiliary battery and the main battery through the DC-DC converter. The DC-DC converter automatically cuts off the connection with the two batteries after the auxiliary battery and the main battery are charged. After the battery pack is charged, the high-voltage battery and the battery management system send a charging completion message to the on-board charger and disconnect the negative terminal at the same time. Bus DC contactor, on-board charger stops high voltage output.

The parking anti-theft encryption unit is powered by the normal power line powered by the main battery during parking to ensure vehicle safety.

[2] The key starts the working process

When the key switch is turned from OFF to ACC, the parking anti-theft encryption unit is powered off and stops working, and the main ECU, all modules in the automatic driving unit, steering wheel sensors, human-computer interaction electronic instruments, and electronic pedal sensors start to work through the main ACC line power supply ; The redundant ECU starts to work through the auxiliary ACC line power supply.

When the key switch is turned from ACC to ON, the high-voltage battery and battery management system relay, air-conditioning compressor relay, and drive motor controller relay are connected, and the high-voltage battery and battery management system, air-conditioning compressor, and drive motor controller start to work. If the main ECU and the redundant ECU do not receive the fault signal from the high-voltage battery and the battery management system and the drive motor controller, they will send a command to the high-voltage battery and the battery management system to close the DC contactor of the negative busbar, and at the same time close the pre-charging relay. The charging resistor performs current limiting to pre-charge the drive motor controller. After the drive motor controller sends a pre-charge success message, the main ECU and the redundant ECU compare and then control the closing of the DC contactor of the positive busbar and control the pre-charging The relay is disconnected to complete the power-on process of the high-voltage part.

The key switch is switched from ON gear to START gear. After the main ECU detects that the drive motor controller has no faults, it controls the brake actuator relay, steering motor relay, and redundant steering motor relay to pull in, which is the brake actuator for the left rear wheel and the right brake actuator. Rear wheel brake actuator, left front wheel brake actuator, right front wheel brake actuator, steering motor, redundant steering motor are powered on, braking, driving, and steering are all started, and the main ECU and redundant ECU can be executed driving instructions issued. If it is in unmanned mode, the main ECU controls the automatic driving unit to be powered on.

[3] Working process of emergency failure

The main battery is not working properly: the redundant ECU takes over the control of the entire vehicle, and the redundant ECU sends instructions to the drive motor controller to gradually reduce the output torque. At the same time, the steering wheel sensor and electronic pedal sensor automatically switch to the auxiliary ACC circuit for power supply, and the redundant steering motor is used Steering is performed and the brake actuators only reserve the two front wheels. In the manned driving mode, the redundant ECU prompts the driver for the current vehicle status through the human-computer interaction electronic instrument, prompting the driver to reduce the speed and stop nearby; in the unmanned driving mode, the redundant ECU controls the vehicle to park on the side of the road.

The main ECU detects a serious fault message, or the vehicle collides: the main ECU quickly sends a command to reduce the output torque to the drive motor controller, and at the same time quickly cuts off the negative bus DC contactor and the positive bus DC contactor, through human-computer interaction The electronic instrument warns the driver of the current vehicle status. If necessary, the driver can pull the high-voltage safety switch in the cockpit to ensure electrical and personal safety.

ECU failure: During normal driving, the main ECU and the redundant ECU perform exactly the same work, constantly comparing the control commands output by the two to the vehicle, and sending them to the control network if they are the same. When an ECU is found to be faulty, the redundant ECU takes over immediately to ensure the safety of the vehicle.

Compared with the prior art, the utility model has the following advantages:

(1) Solve the redundancy requirements of electric smart car ECU and wire control system, and design redundancy for the power supply unit, intelligent decision-making and control unit when the vehicle is running. When the main battery fails, the auxiliary battery supplies power. When the main ECU fails At this time, the redundant ECU takes over the system, which improves the safety of the self-driving car.

(2) The key switch is improved, which retains the convenience of the original key switch control, and can independently control the on-off of the two-way battery power supply.

(3) Hardware redundancy is designed for key components such as steering, braking, etc. during vehicle driving. For key components that are not convenient for hardware redundancy, such as steering wheels and electronic pedals, single-pole double-throw relays are used for control. When the main ACC line is powered off Electricity, automatically switch to the auxiliary ACC circuit to ensure power supply, thereby further ensuring driving safety.

(4) The centralized architecture divides the vehicle components into three parts: intelligent decision-making and control unit, intelligent sensor and intelligent actuator, and all controllers are concentrated in the central intelligent decision-making and control unit. The centralized architecture can greatly reduce the complexity of the vehicle wiring harness and increase functional scalability.

(5) The system also includes an automatic driving unit. The relay power supply of the automatic driving unit is controlled by the intelligent decision-making and control unit. If it is in unmanned mode, the main ECU controls the automatic driving unit to be powered on, and the remote monitor can monitor remotely.

(6) The system also includes a parking anti-theft encryption unit connected to the normal power through the normally closed relay. The power supply of the normally closed relay is controlled by the main ACC line, which can automatically prevent theft when the vehicle is parked. It will be automatically released after the key switch is switched to the ACC gear. , thereby improving the safety of the car when parking.

(7) The system also includes a human-machine interactive electronic instrument connected to the constant current through a relay, which prompts the driver for the current vehicle status.

Description of drawings

Fig. 1 is the utility model electrical system structural representation;

Fig. 2 is a schematic diagram of the key switch principle of the utility model electrical system;

Reference signs:

1—high voltage battery and battery management system; 2—negative bus DC contactor; 3—high voltage safety switch; 4—pre-charging relay; 5—pre-charging resistor; 6—positive bus DC contactor; 7—high voltage battery and Battery management system relay; 8—on-board charger; 9—air conditioner compressor; 10—DC—DC converter; 11—auxiliary battery; 12—main battery; 13—drive motor controller; 14—air conditioner compressor relay; 15 —Drive motor controller relay; 16—Key switch; 17—Main ECU; 18—Redundant ECU; 19—Single-pole double-throw relay for steering wheel sensor; 20—Steering wheel sensor; 21—Human-computer interaction electronic instrument relay; 22—Human-machine Interactive electronic instrument; 23—left rear wheel brake actuator relay; 24—left rear wheel brake actuator; 25—right rear wheel brake actuator relay; 26—right rear wheel brake actuator; 27—steering motor Relay; 28—steering motor; 29—electronic pedal sensor SPDT relay; 30—electronic pedal sensor; 31—parking anti-theft encryption unit relay; 32—parking anti-theft encryption unit; 33—left front wheel brake actuator relay; 34 —Left front wheel brake actuator; 35—Right front wheel brake actuator relay; 36—Right front wheel brake actuator; 37—Redundant steering motor relay; 38—Redundant steering motor; 39—Automatic driving unit Relay; 40—camera; 41—vehicle and infrastructure communication; 42—GPS and inertial navigation; 43—short-range radar; 44—long-range radar; 45—ultrasonic sensor; 46—remote monitor; U1—intelligent decision-making and control Unit; U2—sensor unit; U3—actuator unit; G1—OFF gear; G2—ACC gear; G3—ON gear; G4—START gear; L1—normal power line; L21—12V main ACC1 line; L22—12V auxiliary ACC2 line L22; L3—ON line; L4—START line; A-the No. 1 positive terminal of the dual-circuit low-voltage battery; B-the No. 2 positive terminal of the dual-circuit low-voltage battery.

detailed description

The utility model will be described in detail below in conjunction with the accompanying drawings and specific embodiments. This embodiment is carried out on the premise of the technical solution of the utility model, and the detailed implementation and specific operation process are given, but the protection scope of the utility model is not limited to the following examples.

Example

As shown in Figure 1, the utility model discloses a centralized architecture controller and an electrical system for an electric smart car with redundant power supply, including a high-voltage battery and a battery management system 1, a negative bus DC contactor 2, and a high-voltage safety switch 3 , pre-charging relay 4, pre-charging resistor 5, positive-side bus DC contactor 6, high-voltage battery and battery management system relay 7, on-board charger 8, air-conditioning compressor 9, DC-DC converter 10, auxiliary battery 11, main Battery 12, drive motor controller 13, air conditioner compressor relay 14, drive motor controller relay 15, key switch 16, main ECU 17, redundant ECU 18, steering wheel sensor SPDT relay 19, steering wheel sensor 20, human-computer interaction electronic instrument Relay 21, human-computer interaction electronic instrument 22, left rear wheel brake actuator relay 23, left rear wheel brake actuator 24, right rear wheel brake actuator relay 25, right rear wheel brake actuator 26, steering motor Relay 27, steering motor 28, electronic pedal sensor SPDT relay 29, electronic pedal sensor 30, parking anti-theft encryption unit relay 31, parking anti-theft encryption unit 32, left front wheel brake actuator relay 33, left front wheel brake execution 34, right front wheel brake actuator relay 35, right front wheel brake actuator 36, redundant steering motor relay 37, redundant steering motor 38, automatic driving unit relay 39, camera 40, vehicle and infrastructure communication 41 , GPS and inertial navigation 42, short-range radar 43, long-range radar 44, ultrasonic sensor 45 and remote monitor 46;

The positive pole of the high-voltage DC bus of the high-voltage battery and battery management system 1 is connected to the positive input terminal of the high-voltage safety switch 3, and the negative pole of the high-voltage DC bus is connected to the negative input terminal of the high-voltage safety switch 3 through the negative bus DC contactor 2; on-board charging The machine 8 has two outputs, one low-voltage output supplies power for the high-voltage battery and the battery management system of the battery management system 1, and the other high-voltage output charges the high-voltage battery and the battery pack of the battery management system 1; the positive output of the high-voltage safety switch 3 is divided into two One way is connected to the pre-charging relay 4 and the pre-charging resistor 5, and the other is connected to the air-conditioning compressor 9, the input positive terminal of the DC-DC converter 10, and the input terminal of the positive-terminal bus DC contactor 6, and the positive-terminal bus The high-voltage output terminal of the DC contactor 6 is connected to the positive input terminal of the drive motor controller 13; the negative output terminal of the high-voltage safety switch 3 is connected to the air-conditioning compressor 9, the DC-DC converter 10, and the negative input terminal of the drive motor controller 13 ; The DC-DC converter 10 has two outputs in total, which are respectively connected to the positive and negative input terminals of the main battery 12 and the auxiliary battery 11;

In the figure, thick solid lines are high-voltage cables, thin solid lines are low-voltage cables, and dotted lines are control cables.

As shown in Figure 2, the key switch 16 can simultaneously control the on-off of the main ACC1 line, that is, the 12V main ACC1 line L21 and the auxiliary ACC line, that is, the 12V auxiliary ACC2 line L22;

The positive terminal of the output of the main battery 12 is connected to the normal power line L1 of the low voltage part, the positive terminal of the auxiliary battery 11 is connected to the No. The electric line L1 is connected; the negative poles of the main battery 12 and the auxiliary battery 11 are grounded; the key switch 16 has four gears in total, and the ACC gear G2 controls the connection between the positive pole of the auxiliary battery 11 and the 12V auxiliary ACC2 line L22, the positive pole of the main battery 12 and the 12V main ACC1 The connection of the line L21; the ON gear G3 controls the communication between the positive pole of the main battery 12 and the ON line L3; the START gear G4 controls the communication between the positive pole of the main battery 12 and the START line L4; when the key switch 16 is in the OFF gear G1, the 12V main ACC1 circuit L21, 12V auxiliary ACC2 line L22, ON line L3, START line L4 are disconnected from the positive pole of the main battery 12;

There are two main ECU17, each of which performs different tasks. Each main ECU17 corresponds to a redundant ECU18. Each main ECU17 and redundant ECU18 communicate with the normal current line L1 and auxiliary The ACC lines are connected, the connection of the main ECU17 power supply is controlled by the 12V main ACC1 line L21, and the connection of the redundant ECU18 power supply is controlled by the 12V auxiliary ACC2 line L22. The relay is an automatic switch that uses a small current to control the operation of a large current. In the circuit It plays the role of automatic adjustment, safety protection, conversion circuit, etc.

There is a signal transmission channel between the main ECU and the respective redundant ECUs to compare the correctness of the decision-making signals.

The automatic driving unit includes a camera 40, vehicle-infrastructure communication 41, GPS and inertial navigation 42, short-range radar 43, long-range radar 44, and ultrasonic sensor 45. The low-voltage power supply is connected to the 12V main ACC1 line L21 through the automatic driving unit relay 39. The automatic driving unit relay 39 is controlled by the intelligent decision-making and control unit U1, which can control the on-off of the power supply of the automatic driving unit through the intelligent decision-making and control unit U1;

Actuator unit U3 includes left rear wheel brake actuator 24, right rear wheel brake actuator 26, steering motor 28, parking anti-theft encryption unit 32, left front wheel brake actuator 34, right front wheel brake actuator 36 And redundant steering motor 38, left front wheel brake actuator 34 connected to 12V auxiliary ACC2 line L22 through left front wheel brake actuator relay 33, right front wheel brake actuator 36 through right front wheel brake actuator relay 35 is connected to 12V auxiliary ACC2 line L22; left rear wheel brake actuator 24 is connected to 12V main ACC1 line L21 through left rear wheel brake actuator relay 23, right rear wheel brake actuator 26 is performed by right rear wheel brake Connector relay 25 to 12V main ACC1 line L21; left front wheel brake actuator relay 33, right front wheel brake actuator relay 35, left rear wheel brake actuator relay 23 and right rear wheel brake actuator relay 25 The on-off of the power supply is controlled by the intelligent decision-making and control unit U1;

The steering motor 28 is connected to the 12V main ACC1 line L21, and the redundant steering motor 38 is connected to the 12V auxiliary ACC2 line L22 through the redundant steering motor relay 37. Controlled with the control unit U1;

The steering wheel sensor 20, the human-computer interaction electronic instrument 22 and the electronic pedal sensor 30 belong to the sensor unit U2. The steering wheel sensor 20 is connected to the 12V main ACC1 line L21 and the 12V auxiliary ACC2 line L22 through the steering wheel sensor SPDT relay 19; the electronic pedal sensor 30 is connected to the The electronic pedal sensor SPDT relay 29 is connected to the 12V main ACC1 circuit L21 and the 12V auxiliary ACC2 circuit L22; When the voltage of the ACC1 line L21 is abnormal, it will automatically switch to the 12V auxiliary ACC2 line L22 through the SPDT relay to ensure the power supply of the steering wheel sensor 20 and the electronic pedal sensor 30;

The human-computer interaction electronic instrument 22 is connected to the normal current line L1 through a relay, and the relay is controlled by the 12V main ACC1 line L21 to switch on and off;

The parking anti-theft encryption unit 32 is connected to the normal electricity through the parking anti-theft encryption unit normally closed relay 31. When the 12V main ACC1 circuit L21 is not powered on, that is, the vehicle is in a parked state, the normally closed relay 31 of the parking anti-theft encryption unit is in a closed state, and the parking anti-theft encryption unit 32 is powered on. After the key switch is switched to ACC gear G2, the normally closed relay 31 of the parking anti-theft encryption unit is disconnected, and the parking anti-theft encryption unit 32 is powered off.

The working mode of the electrical system of the utility model is as follows:

(1) Working process of parking charging

The external charging pile is connected to the on-board charger 8, and the low-voltage power supply line of the on-board charger 8 provides electric energy for the high-voltage battery and the battery management system of the battery management system 1. The contactor 2 is connected, and at the same time, it sends a charging enable message to the on-board charger 8, and the high-voltage output of the on-board charger 8 starts to charge the high-voltage battery and the battery pack of the battery management system 1 through the high-voltage DC bus, and the DC-DC converter 10 charges the auxiliary battery 11 and the main battery 12. After the auxiliary battery 11 and the main battery 12 are charged, the DC-DC converter 10 automatically cuts off the connection with the two batteries. After the battery pack is charged, the high-voltage battery and battery management system 1 sends a charging completion message to the on-board charger 8, At the same time, the DC contactor 2 of the busbar at the negative end is disconnected, and the on-board charger 8 stops the high-voltage output.

The parking anti-theft encryption unit 32 is powered by the normal power line L1 powered by the main battery 12 during parking to ensure vehicle safety.

(2) The key starts the working process

When the key switch 16 is turned from OFF gear G1 to ACC gear G2, the parking anti-theft encryption unit 32 is powered off and stops working. It starts to work through the main ACC line power supply; the redundant ECU18 starts to work through the auxiliary ACC line power supply.

When the key switch 16 is from ACC gear G2 to ON gear G3, the high-voltage battery and battery management system relay 7, the air-conditioning compressor relay 14, and the drive motor controller relay 15 are connected, and the high-voltage battery and battery management system 1, the air-conditioning compressor 9, The driving motor controller 13 starts to work. If the main ECU 17 and the redundant ECU 18 do not receive the fault signal from the high-voltage battery and the battery management system 1 and the driving motor controller 13, they send a command to the high-voltage battery and the battery management system 1 to close the negative terminal bus The DC contactor 2 closes the pre-charging relay 4 at the same time, limits the current through the pre-charging resistor 5, and pre-charges the drive motor controller 13. After the drive motor controller 13 sends a pre-charging success message, the main ECU 17 and the redundant ECU 18 After the comparison, the DC contactor 6 of the positive busbar is controlled to be closed, and the pre-charging relay 4 is controlled to be disconnected to complete the power-on process of the high-voltage part.

The key switch 16 is switched from the ON gear G3 to the START gear G4. After the main ECU 17 detects that the drive motor controller 13 has no faults, it controls the left front wheel brake actuator relay 33, the right front wheel brake actuator relay 35, and the left rear wheel brake actuator relay. The moving actuator relay 23 is engaged with the right rear wheel brake actuator relay 25, the steering motor relay 27, and the redundant steering motor relay 37, which are the left rear wheel brake actuator 24, the right rear wheel brake actuator 26, the left rear wheel brake actuator The front wheel brake actuator 34, the right front wheel brake actuator 36, the steering motor 28, and the redundant steering motor 38 are powered on, braking, driving, and steering are all started, and the driving instructions issued by the main ECU 17 and the redundant ECU 18 can be executed . If it is unmanned mode, the main ECU17 controls the automatic driving unit to be powered on.

(3) The working process of emergency failure

The main battery 12 is not working properly: the redundant ECU 18 takes over the control of the entire vehicle, and the redundant ECU 18 sends instructions to the drive motor controller 13 to gradually reduce the output torque, while the steering wheel sensor 20 and the electronic pedal sensor 30 automatically switch to the auxiliary ACC circuit for power supply The redundant steering motor 38 performs steering, and the brake actuators only reserve the left front wheel brake actuator 34 and the right front wheel brake actuator 36 . If it is a manned driving mode, the redundant ECU18 prompts the driver for the current vehicle status through the man-machine interactive electronic instrument 22, prompting the driver to reduce the speed and stop nearby; if it is an unmanned driving mode, then the redundant ECU18 controls the vehicle to park on the roadside.

When the main ECU17 detects a serious failure message, or the vehicle collides: the main ECU17 quickly sends a command to reduce the output torque to the drive motor controller 13, and at the same time quickly cuts off the negative-side bus DC contactor 2 and the positive-side bus DC contactor 6, through The human-computer interaction electronic instrument 22 warns the driver of the current vehicle state, and the driver can pull the high-voltage safety switch 3 in the cockpit when necessary to ensure electrical and personal safety.

ECU failure: When driving normally, the main ECU17 and the redundant ECU18 perform exactly the same work, constantly comparing the control commands output by the two to the vehicle, and sending them to the control network if they are the same. When an ECU is found to be faulty, the redundant ECU takes over immediately to ensure the safety of the vehicle.

The superior effect of the utility model is that: it solves the redundancy requirements of the electric smart car ECU and the wire control system, and designs the redundancy of hardware and power supply for key components such as steering, braking, and central control unit during vehicle driving, Improve the safety of self-driving cars; For key components that are not convenient for hardware redundancy, such as steering wheels and electronic pedals, use single-pole double-throw relay control. When the main 12V power supply is powered off, it will automatically switch to the auxiliary 12V to ensure power supply; Improvement, retains the convenience of the original key switch control, and can independently control the on-off of two 12V power supplies.

Claims (10)

1. a centralized architecture controller and the electric intelligent automotive electrical system of power supply redundancy, including the high-tension battery connected each other by electric wiring and battery management system (1), key switch (16), power supply unit, intelligent decision and control unit, sensor unit and actuator unit, described high-tension battery and battery management system (1) include battery bag and battery management system, described key switch (16) arranges OFF gear, ACC gear, ON gear and START gear

It is characterized in that, described power supply unit includes main storage battery (12) and booster battery (11), described main storage battery (12) and booster battery (11) cathode output end bonding, described electric wiring includes main ACC circuit, auxiliary ACC circuit, ON circuit, START circuit and the normal electric line being connected with main storage battery (12) cathode output end, described main ACC circuit and auxiliary ACC circuit connect intelligence sensor unit respectively, and connect actuator unit respectively；

Described intelligent decision and control unit include the respective main ECU (17) with relay and redundancy ECU (18), the relay coil of described main ECU (17) and main ACC connection, relay normally open contact is connected with main ACC circuit or normal electric line, the coil of the relay of described redundancy ECU (18) and normally opened contact respectively with auxiliary ACC connection, it is provided with signal transmission passage, the comparison of signal when the two works simultaneously between main ECU (17) and redundancy ECU (18)；

When described key switch (16) is in OFF gear, in electric wiring, each circuit in addition to normal electric line all disconnects with power supply unit, when key switch (16) is in ACC gear, main ACC circuit connects with normal electric line, auxiliary ACC circuit connects with booster battery (11) cathode output end, when key switch (16) is in ON gear, main ACC circuit, ON circuit connects with normal electric line, auxiliary ACC circuit connects with booster battery (11) cathode output end, when key switch (16) is in START gear, main ACC circuit, ON circuit, START circuit connects with normal electric line, auxiliary ACC circuit connects with booster battery (11) cathode output end.

A kind of centralized architecture controller the most according to claim 1 and the electric intelligent automotive electrical system of power supply redundancy, it is characterized in that, described sensor unit includes steering wheel sensor (20) and electronic pedal sensor (30), described steering wheel sensor (20) and electronic pedal sensor (30) are respectively by respective single-pole double-throw relay and main ACC circuit and auxiliary ACC connection, described single-pole double-throw relay is often connected to main ACC circuit and is controlled by main ACC circuit, when main ACC line voltage distribution is abnormal, automatically switch to assist ACC circuit to ensure steering wheel sensor (20) and the power supply of electronic pedal sensor (30).

A kind of centralized architecture controller the most according to claim 1 and the electric intelligent automotive electrical system of power supply redundancy, it is characterized in that, described actuator unit includes left rear wheel brake actuator (24), off hind wheel brake actuator (26), steer motor (28), the antitheft ciphering unit (32) that stops, the near front wheel brake actuator (34), off-front wheel brake actuator (36) and redundancy steer motor (38)；

nullWherein steer motor (28) and redundancy steer motor (38) are connected one to one with main ACC circuit and auxiliary ACC circuit by respective relay respectively，Left rear wheel brake actuator (24) and off hind wheel brake actuator (26) pass through respective relay and auxiliary ACC connection respectively by respective relay and main ACC connection and the near front wheel brake actuator (34) and off-front wheel brake actuator (36) respectively，Or left rear wheel brake actuator (24) and off hind wheel brake actuator (26) pass through respective relay and main ACC connection by respective relay with assisting ACC connection and the near front wheel brake actuator (34) and off-front wheel brake actuator (36) respectively respectively，Each relay break-make of powering is controlled with control unit by intelligent decision respectively；The antitheft ciphering unit (32) that stops by the antitheft ciphering unit normally closed relay (31) of parking and often electrically connects, and after main ACC circuit powers on, the normally-closed contact of antitheft ciphering unit normally closed relay (31) of stopping disconnects.

A kind of centralized architecture controller the most according to claim 1 and the electric intelligent automotive electrical system of power supply redundancy, it is characterized in that, described system also includes automatic Pilot unit, described automatic Pilot unit includes the photographic head (40) passing through automatic Pilot unit relay (39) and main ACC connection respectively, vehicle and infrastructure-based communication (41), GPS and inertial navigation (42), short distance radar (43), long away from radar (44) and ultrasonic sensor (45), described automatic Pilot unit relay (39) power supply break-make is controlled with control unit by intelligent decision.

A kind of centralized architecture controller the most according to claim 4 and the electric intelligent automotive electrical system of power supply redundancy, it is characterized in that, described automatic Pilot unit also includes the remote monitor (46) by automatic Pilot unit relay (39) Yu main ACC connection.

A kind of centralized architecture controller the most according to claim 1 and the electric intelligent automotive electrical system of power supply redundancy, it is characterized in that, described system also includes Vehicular charger (8), described Vehicular charger (8) is provided with charging pile interface, low-voltage output and high-voltage output end, described low-voltage output is the battery management system offer electric energy of high-tension battery and battery management system (1), described high-voltage output end is to the battery bag charging of high-tension battery with battery management system (1), and charge to booster battery (11) and main storage battery (12) by DC-DC converter (10).

A kind of centralized architecture controller the most according to claim 1 and the electric intelligent automotive electrical system of power supply redundancy, it is characterized in that, described system also includes man-machine interaction electronic instrument (22), described man-machine interaction electronic instrument (22) is connected to normal electric line, the coil of described man-machine interaction electronic instrument relay (21) and main ACC connection by man-machine interaction electronic instrument relay (21).

A kind of centralized architecture controller the most according to claim 1 and the electric intelligent automotive electrical system of power supply redundancy, it is characterized in that, described electric wiring also includes that high voltage dc bus, described high-tension battery are connected with high voltage safety switch (3), pre-charge-relay (4), pre-charge resistance (5), anode bus D.C. contactor (6), compressor of air conditioner (9), DC-DC converter (10) and drive motor controller (13) by high voltage dc bus with battery management system (1) outfan.

A kind of centralized architecture controller the most according to claim 8 and the electric intelligent automotive electrical system of power supply redundancy, it is characterized in that, described high-tension battery is connected with high voltage safety switch (3) input anode with battery management system (1) output head anode, and high-tension battery is connected with high voltage safety switch (3) input cathode by negative terminal bus D.C. contactor (2) with battery management system (1) negative pole of output end.

A kind of centralized architecture controller the most according to claim 8 and the electric intelligent automotive electrical system of power supply redundancy, it is characterized in that, the positive pole output point two-way of described high voltage safety switch (3), one tunnel is connected to pre-charge-relay (4) and pre-charge resistance (5), another road is connected to compressor of air conditioner (9), the input anode of DC-DC converter (10), and the input of anode bus D.C. contactor (6), the High voltage output of anode bus D.C. contactor (6) is connected to the electrode input end of drive motor controller (13)；The cathode output end of high voltage safety switch (3) connects compressor of air conditioner (9), DC-DC converter (10), the negative input of drive motor controller (13)；DC-DC converter (10) is provided with two groups of outfans, is connected on main storage battery (12) and the input of booster battery (11) respectively.