CN210405350U - Network system for commercial vehicle - Google Patents

Network system for commercial vehicle Download PDF

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Publication number
CN210405350U
CN210405350U CN201921835391.3U CN201921835391U CN210405350U CN 210405350 U CN210405350 U CN 210405350U CN 201921835391 U CN201921835391 U CN 201921835391U CN 210405350 U CN210405350 U CN 210405350U
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network
controller
new energy
communication
energy power
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CN201921835391.3U
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乔旗红
李书福
蔡文远
韦健林
王玉红
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Zhejiang Geely Holding Group Co Ltd
Zhejiang Geely New Energy Commercial Vehicle Group Co Ltd
Geely Sichuan Commercial Vehicle Co Ltd
Zhejiang Remote Commercial Vehicle R&D Co Ltd
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Zhejiang Geely Holding Group Co Ltd
Zhejiang Geely New Energy Commercial Vehicle Group Co Ltd
Geely Sichuan Commercial Vehicle Co Ltd
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Abstract

The utility model provides a network system for commercial car belongs to the vehicle field. The network system includes: a gateway configured to be compatible with different communication protocols; the traditional power CAN network segment comprises a first CAN and a plurality of traditional power controllers connected to the first CAN, and the first CAN is in communication connection with the gateway by a first communication protocol; the new energy power CAN network segment comprises a second CAN and a plurality of new energy power controllers connected to the second CAN, wherein the second CAN is in communication connection with the gateway through a second communication protocol different from the first communication protocol. The utility model discloses a network system has reasonable whole car network architecture.

Description

Network system for commercial vehicle
Technical Field
The utility model relates to a vehicle field especially relates to a network system for commercial car.
Background
In the field of commercial vehicles, along with the increasing requirements of economy, safety and comfort, more and more electronic technologies and more complex power driving modes are applied to the vehicles, such as an engine control unit, a gearbox control unit, a range extender control unit, a driving motor control unit, a generator control unit, a battery control unit, a whole vehicle control unit, a tire pressure monitoring unit, a low-speed sound imitation unit, an automatic heat management system, a remote monitoring terminal and the like, a large number of sensors and controllers are applied to the vehicle, the performances of the vehicle, such as safety, environmental protection, comfort and the like, are greatly improved, in the domestic heavy truck market, the requirements of customers on functions are more and more increased, the safety and the comfort are more and more emphasized, therefore, an electronic and electrical network architecture compatible with various complex electronic technology models of power systems such as a traditional heavy truck, a methanol heavy truck and a hybrid extended range heavy truck is required to be constructed.
The network architecture development is a core in an electronic and electrical architecture, is a neural system of a finished automobile, aims to ensure that each system on the finished automobile can normally communicate to realize the function of the system, and is reasonable, reliable and extensible.
As the whole vehicle requirements and the control modes of all systems of the commercial vehicle are greatly different from those of the passenger vehicle, the framework in the field of the passenger vehicle is hardly directly moved to the commercial vehicle. Therefore, a reasonable commercial vehicle network architecture needs to be designed according to the characteristics of the commercial vehicle.
SUMMERY OF THE UTILITY MODEL
An object of the utility model is to provide a network system of commercial car with reasonable whole car network architecture.
Another object of the present invention is to provide a network topology compatible with a transmission power control system and a new energy power control system.
In particular, the utility model provides a network system for commercial car, include:
a gateway configured to be compatible with different communication protocols;
the traditional power CAN network segment comprises a first CAN and a plurality of traditional power controllers connected to the first CAN, and the first CAN is in communication connection with the gateway by a first communication protocol; and
the new energy power CAN network segment comprises a second CAN and a plurality of new energy power controllers connected to the second CAN, wherein the second CAN is in communication connection with the gateway through a second communication protocol different from the first communication protocol.
Optionally, the first communication protocol is SAEJ1939 network protocol.
Optionally, the second communication protocol is an ISO11898 network protocol.
Optionally, the new energy power controller comprises:
the range extender controller is connected to a node of the second CAN through the public CAN;
and the engine controller and the generator controller are connected with the range extender controller through a private CAN.
Optionally, the network system further includes: and the chassis CAN network segment, the infotainment CAN network segment and the vehicle body comfort CAN network segment are respectively in communication connection with the gateway.
Optionally, the network system further includes: and the whole vehicle controller is bridged between the new energy power CAN network segment and the chassis CAN network segment.
Optionally, the plurality of conventional power controllers comprises: the drive system includes an engine control system, a transmission controller, and an electronic shifter controller.
Optionally, the plurality of new energy power controllers comprises: the system comprises a battery management system, a motor control unit, a high-voltage controller and a braking DC-to-AC inverter controller.
The utility model discloses a network system has designed two way CAN for the driving system of vehicle, independent traditional power CAN network segment and new forms of energy power CAN network segment promptly, adopts different communication protocol and gateway communication for whole commercial car network framework CAN be compatible two kinds of different standard's at least network protocol. Therefore, the related controller of the traditional power system CAN be ensured to use developed and mature software and hardware platforms to the maximum extent, the related controller access condition of the new energy power system is also provided, the function of the new energy power CAN network segment CAN be conveniently upgraded on the developed control unit of the pure electric vehicle according to the requirement, and the whole network architecture of the commercial vehicle is more reasonable.
Furthermore, the range extender system is used as an external communication interface through the PFCU to realize the function interaction with the whole vehicle. In addition, the internal communication of the range extender system is realized through a private CAN, the functional logics of a generator and an engine are controlled according to the requirements of the whole vehicle, and the fault management of the whole system is realized. The design not only CAN meet the functional requirements, but also avoids the three controllers of the range extender from hanging the power CAN at the same time, thereby reducing the load of a new energy power CAN network segment and meeting the network communication requirements existing in series and parallel hybrid motion at the same time. In addition, only PFCU development is required for network management requirements of the whole vehicle, and development cost and period of the generator controller are reduced.
The above and other objects, advantages and features of the present invention will become more apparent to those skilled in the art from the following detailed description of specific embodiments thereof, taken in conjunction with the accompanying drawings.
Drawings
Some specific embodiments of the present invention will be described in detail hereinafter, by way of illustration and not by way of limitation, with reference to the accompanying drawings. The same reference numbers in the drawings identify the same or similar elements or components. Those skilled in the art will appreciate that the drawings are not necessarily drawn to scale. In the drawings:
fig. 1 is a block diagram of a network system according to an embodiment of the present invention.
Detailed Description
With the increase of the requirements of customers on new energy vehicle types and the increase of related function configurations, it is important to design a network topology which is stable and compatible with the traditional power and is capable of increasing new energy systems. On the one hand, in order to increase the endurance mileage and improve the energy efficiency, the power system is mixed in series and parallel, and the configuration of the power system comprises: an engine system participating in driving, a new energy system participating in driving (a battery system, a motor system, an auxiliary drive integrated system and the like), an engine system and a generator system for generating electricity and the like, so that a network topology architecture is required to be designed, can be compatible with series-parallel hybrid motion and has certain expandability. On the other hand, on some vehicle types of commercial vehicles, in order to save cost, a part of controllers of a passenger vehicle platform CAN be used, two controllers with different CAN bus standards CAN appear on one vehicle, if the vehicle type is configured by intelligent network connection, the power system adopts the controller of the commercial vehicle platform, and the vehicle body and the information entertainment system use the controller of the vehicle platform, so that a network topology structure which CAN be compatible with the two different standards is required to be designed.
Fig. 1 is a block diagram of a network system 100 according to an embodiment of the present invention. In response to the above-mentioned deficiencies, as shown in fig. 1, the present invention provides a network system 100 for a commercial vehicle, which may generally include a gateway 10, a legacy power CAN network segment 20, and a new energy power CAN network segment 30. Gateway 10 is configured to be compatible with different communication protocols. The legacy power CAN segment 20 includes a first CAN communicatively coupled to the gateway 10 in a first communication protocol and a plurality of legacy power controllers coupled to the first CAN. The new energy power CAN network segment 30 comprises a second CAN and a plurality of new energy power controllers connected to the second CAN, wherein the second CAN is in communication connection with the gateway 10 by a second communication protocol different from the first communication protocol.
The network system 100 of this embodiment designs two paths of CAN for the power system of the vehicle, that is, the independent conventional power CAN network segment 20 and the new energy power CAN network segment 30, and the vehicle controller 80 bridges the two paths of CAN and CAN directly communicate with the two paths of CAN. The power system is provided with two CAN paths, different communication protocols are adopted to communicate with the gateway 10, so that the whole commercial vehicle network architecture CAN be compatible with at least two network protocols with different standards, the gateway 10 CAN realize accurate and real-time routing functions for the communication protocols with different standards, different communication rates and different ID lengths, thus not only ensuring that the correlation controller of the traditional power system CAN furthest use developed and mature software and hardware platforms, but also providing the access conditions of the correlation controller of the new energy power system, facilitating the function upgrading of the new energy power CAN network segment 30 on the developed control unit of the pure electric vehicle according to requirements, and ensuring that the whole commercial vehicle network architecture is more reasonable.
In one embodiment, the first communication protocol is a communication standard used by conventional power systems. Such as the SAEJ1939 network protocol. As the CAN bus technology is applied to instruments, engines, ABS systems and the like in the field of commercial vehicles at the earliest, a CAN bus network is adopted, the communication speed is 250kb/s according to the SAEJ1939 standard, the traditional power CAN network segment 20 of the embodiment adopts the SAEJ1939 network protocol, and the related controller of the traditional power system CAN be ensured to use developed and mature software and hardware platforms to the greatest extent.
In another embodiment, the second communication protocol is an ISO11898 network protocol, that is, the new energy power CAN network segment 30 communicates with the gateway 10 by using the ISO11898 network protocol, and the communication rate is 500kbps, so as to facilitate access to a controller related to the new energy power system. The power system is divided into two paths of CAN, different communication rates are adopted, various power requirements of the commercial vehicle CAN be met, and the network architecture CAN meet the network requirements of multi-power-system vehicle types such as methanol power vehicle types, parallel hybrid vehicle types and series hybrid vehicle types through various deformations.
As shown in FIG. 1, in one embodiment, the new energy power controller includes a range extender controller 31(PFCU), an engine controller 32(EMS), and a generator controller 33 (GCU). The range extender controller 31 is connected to a node of the second CAN through the public CAN, that is, directly connected to the new energy power CAN network segment 30 through the public CAN. The engine controller 32 and the generator controller 33 are both connected to the range extender controller 31 via a proprietary CAN. Therefore, only one controller, namely the PFCU, needs to be added to the new energy power CAN network segment 30 of the parallel hybrid topology architecture as a network interface to access the new energy power CAN, so as to implement the communication routing and fault management of the range extender system. The range extender system is used as an external communication interface through the PFCU to realize the function interaction with the whole vehicle. In addition, the internal communication of the range extender system is realized through a private CAN, the functional logics of a generator and an engine are controlled according to the requirements of the whole vehicle, and the fault management of the whole system is realized.
The functional logic of the whole range extender system is controlled by the aid of the added PFCU, the PFCU is responsible for interacting with the whole vehicle, the engine system and the generator system are controlled according to power requirements of the whole vehicle, functional requirements CAN be met by the aid of the design, the situation that the second CAN is hung on three controllers of the range extender at the same time is avoided, load of a new energy power CAN network segment 30 CAN be reduced, and network communication requirements of series-parallel hybrid motion existing at the same time CAN be met. In addition, network management requirements for the entire vehicle only need PFCU development, which helps to reduce generator controller 33 development cost and cycle.
As shown in fig. 1, a plurality of conventional power controllers connected to the conventional power CAN segment 20 are denoted by X1, X2 and … …, and may include a drive system engine control system, a transmission controller, an electronic gear shifter controller and the like connected to the conventional power CAN segment 20.
As shown in fig. 1, a plurality of new energy power controllers connected to the new energy power CAN network segment 30 are denoted by P1, P2 and … …, and may include a battery management system, a motor control unit, a high voltage controller, a braking dc-ac inverter controller, and the like. Of course, many other controllers may be included at each CAN segment and will not be described in detail herein.
In one embodiment, the network system 100 further includes a chassis CAN segment 40, an infotainment CAN segment 50, and a body comfort CAN segment 60, each communicatively coupled to the gateway 10. Optionally, the network system 100 further comprises an OBD diagnostic CAN70 communicatively coupled to the gateway 10. In other embodiments not shown, CAN segments commonly used in other vehicles may also be included.
Optionally, the network system 100 further includes a vehicle control unit 80 bridged between the new energy power CAN segment 30 and the chassis CAN segment 40 to directly communicate with the new energy power CAN segment 30 and the chassis CAN segment 40.
Alternatively, chassis CAN segment 40 employs a communication standard used by conventional power systems. The infotainment CAN segment 50 and the body comfort CAN segment 60 are in accordance with the communication standard used for passenger vehicles. The platform network topology architecture of the commercial vehicle is designed by combining the specific configuration and function requirements of the commercial vehicle on the basis of the passenger vehicle; the power domain controller and the chassis domain controller use a controller developed by a commercial vehicle platform, and the information domain and the vehicle body domain can borrow hardware resources developed by a passenger vehicle platform, so that the cost can be saved to the maximum extent. Accordingly, the network architecture requires the gateway 10 to support two different communication protocols of the CAN standard, so that the communication protocols of different standards and different length IDs CAN be directly, accurately and timely routed, and the functional logic requirements of each path of the CAN are met. The vehicle body comfort CAN network segment 60 and the infotainment CAN network segment 50 CAN adopt 11-bit length communication IDs in ISO11898 or 29-bit length communication IDs in SAEJ1939 in different vehicle types according to configuration and supplier systems, but the lengths of the CAN communication IDs and the realization standards must be consistent.
As shown in FIG. 1, the chassis CAN segment 40 may include a plurality of chassis-related controllers such as antilock system controllers, electronic steering system controllers, airbag controllers, etc., as indicated at C1, C2, …. The infotainment CAN network segment 50 may include a corresponding plurality of controllers of multimedia hosts, meters, panoramic modules, and the like, represented by I1, I2, …. The body comfort CAN segment 60 may include a corresponding plurality of controllers represented by B1, B2, …, such as a body control module, an air conditioning panel, a tire pressure monitoring system, and the like.
Thus, it should be appreciated by those skilled in the art that while a number of exemplary embodiments of the invention have been shown and described in detail herein, many other variations and modifications can be made, consistent with the principles of the invention, which are directly determined or derived from the disclosure herein, without departing from the spirit and scope of the invention. Accordingly, the scope of the present invention should be understood and interpreted to cover all such other variations or modifications.

Claims (8)

1. A network system for a commercial vehicle, comprising:
a gateway configured to be compatible with different communication protocols;
the traditional power CAN network segment comprises a first CAN and a plurality of traditional power controllers connected to the first CAN, and the first CAN is in communication connection with the gateway by a first communication protocol; and
the new energy power CAN network segment comprises a second CAN and a plurality of new energy power controllers connected to the second CAN, wherein the second CAN is in communication connection with the gateway through a second communication protocol different from the first communication protocol.
2. The network system according to claim 1,
the first communication protocol is SAEJ1939 network protocol.
3. The network system according to claim 2,
the second communication protocol is an ISO11898 network protocol.
4. The network system according to claim 1, wherein the new energy power controller comprises:
the range extender controller is connected to a node of the second CAN through the public CAN;
and the engine controller and the generator controller are connected with the range extender controller through a private CAN.
5. The network system according to any one of claims 1 to 4, further comprising:
and the chassis CAN network segment, the infotainment CAN network segment and the vehicle body comfort CAN network segment are respectively in communication connection with the gateway.
6. The network system according to claim 5, further comprising:
and the whole vehicle controller is bridged between the new energy power CAN network segment and the chassis CAN network segment.
7. The network system of claim 1, wherein the plurality of legacy power controllers comprises:
the drive system includes an engine control system, a transmission controller, and an electronic shifter controller.
8. The network system of claim 1, wherein the plurality of new energy power controllers comprises:
the system comprises a battery management system, a motor control unit, a high-voltage controller and a braking DC-to-AC inverter controller.
CN201921835391.3U 2019-10-29 2019-10-29 Network system for commercial vehicle Active CN210405350U (en)

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Application Number Priority Date Filing Date Title
CN201921835391.3U CN210405350U (en) 2019-10-29 2019-10-29 Network system for commercial vehicle

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Application Number Priority Date Filing Date Title
CN201921835391.3U CN210405350U (en) 2019-10-29 2019-10-29 Network system for commercial vehicle

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112124296A (en) * 2020-08-25 2020-12-25 北京汽车股份有限公司 Vehicle control system and vehicle with same
CN113665504A (en) * 2021-08-18 2021-11-19 江西昌河汽车有限责任公司 Extended range electric vehicle network architecture system

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112124296A (en) * 2020-08-25 2020-12-25 北京汽车股份有限公司 Vehicle control system and vehicle with same
CN113665504A (en) * 2021-08-18 2021-11-19 江西昌河汽车有限责任公司 Extended range electric vehicle network architecture system

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Effective date of registration: 20211206

Address after: Room 612, building 1, 1760 Jiangling Road, Binjiang District, Hangzhou City, Zhejiang Province

Patentee after: ZHEJIANG GEELY NEW ENERGY COMMERCIAL VEHICLE GROUP Co.,Ltd.

Patentee after: GEELY SICHUAN COMMERCIAL VEHICLE Co.,Ltd.

Patentee after: Zhejiang remote commercial vehicle R & D Co.,Ltd.

Patentee after: ZHEJIANG GEELY HOLDING GROUP Co.,Ltd.

Address before: Room 612, building 1, 1760 Jiangling Road, Binjiang District, Hangzhou City, Zhejiang Province

Patentee before: ZHEJIANG GEELY NEW ENERGY COMMERCIAL VEHICLE GROUP Co.,Ltd.

Patentee before: GEELY SICHUAN COMMERCIAL VEHICLE Co.,Ltd.

Patentee before: ZHEJIANG GEELY HOLDING GROUP Co.,Ltd.