RU222497U1 - Chassis control device for a highly automated electric truck of category N3 - Google Patents

Abstract

The utility model relates to the automotive field, namely to devices for controlling the movement of highly automated electric freight vehicles of category N3, in particular, to an intelligent device for automatically controlling the driving of an electric freight vehicle.

The technical result of the proposed technical solution is to provide the possibility of both manual and fully autonomous control of the vehicle, including through continuous monitoring of all systems through an automatic vehicle control device.

The claimed technical result is achieved using the claimed chassis control device for a highly automated electric truck of category N3, which includes a top-level controller (10) that provides data exchange between systems, such as the driver's workplace system, which includes a dashboard (11), on-board control computer (12), buttons for parking brake, door opening, low beam control, emergency lighting (1), electric transmission system, including a standard controller (6), automatic transmission (7), automatic transmission selector (8 ), steering sensor (9), and data processing via CAN buses, such as the main bus (41), containing an electronic braking system (5), including anti-lock braking system sensors (2), electronic locking system control buttons (3) , brake pedal (4), on-board control computer bus (43), including an autopilot system containing an on-board control computer (12), engine control bus (44), containing an electric traction system, traction battery bus (45), including includes a battery management system, a sensor bus (48) containing a sensor system including air suspension level sensors, a coolant temperature sensor (38), lock inputs, relay outputs, charging plug shutdown inputs (36), a compressor temperature sensor, a pressure sensor oils, hydraulic power steering pressure sensors (37), external power supply bus (47), containing a power supply system including a DC/AC 220 V voltage converter (30), two DC/AC 380 V voltage converters (32, 34) , DC/DC 24 V voltage converter (28), steering bus (46), containing a steering system including a wheel angle sensor (25), steering column switches (26), and a steering device (27). 1 ill.

Description

The utility model relates to the automotive field, namely to devices for controlling the movement of highly automated electric freight vehicles of category N3, in particular, to an intelligent device for automatically controlling the driving of an electric freight vehicle.

State of the art

An intelligent vehicle autopilot control system is known from the prior art (CN 205087004 U, B60K 20/00, publ. 03/16/2016), adopted as a prototype, and including a control computer, PIC slot, CAN card, CAN bus, steering system , a transmission control system, an accelerator control system and a brake control system, wherein the steering system, transmission control system, accelerator control system and brake control system are respectively connected to the control computer via a CAN bus.

The disadvantages of this technical solution are:

extremely low fault tolerance (if the upper-level controller (HLC) fails, most signals and commands cease to be processed);

high cost of the electronic unit, due to its complex electronic architecture and large number of inputs/outputs.

Disclosure of the essence of the utility model

The technical objective of the proposed technical solution is to develop a chassis control device for a highly automated electric cargo vehicle of category N3.

The technical result of the proposed technical solution is to provide the possibility of both manual and fully autonomous control of the vehicle, including through continuous monitoring of all systems through an automatic vehicle control device.

The claimed technical result is achieved using the claimed chassis control device for a highly automated electric truck of category N3, which includes a top-level controller (10) that provides data exchange between systems, such as the driver's workplace system, which includes a dashboard (11), on-board control computer (12), buttons for parking brake, door opening, low beam control, emergency lighting (1), electric transmission system, including a standard controller (6), automatic transmission (7), automatic transmission selector (8 ), steering sensor (9), and data processing via CAN buses, such as the main bus (41), containing an electronic braking system (5), including anti-lock braking system sensors (2), electronic locking system control buttons (3) , brake pedal (4), on-board control computer bus (43), including an autopilot system containing an on-board control computer (12), engine control bus (44), containing an electric traction system, traction battery bus (45), including includes a battery management system, a sensor bus (48) containing a sensor system including air suspension level sensors, a coolant temperature sensor (38), lock inputs, relay outputs, charging plug shutdown inputs (36), a compressor temperature sensor, a pressure sensor oils, hydraulic power steering pressure sensors (37), external power supply bus (47), containing a power supply system including a DC/AC 220 V voltage converter (30), two DC/AC 380 V voltage converters (32, 34) , DC/DC 24 V voltage converter (28), steering bus (46), containing a steering system including a wheel angle sensor (25), steering column switches (26), and a steering device (27).

Brief description of drawings

Figure 1 shows a diagram of the interaction of elements, where:

1 – Buttons for parking brake, door opening, low beam, emergency lighting;

2 – Anti-lock braking system (ABS) sensors;

3 – Control buttons for the electronic braking system (EBS);

4 – Brake pedal;

5 – Electronic braking system (EBS);

6 – Standard controller (Body computer);

7 – Automatic transmission (AT);

8 – Automatic transmission selector;

9 – Steering sensor;

10 – KVU (upper level controller);

11 – Dashboard;

12 – On-board control computer (BCU);

13 – Diagnostic connector;

14 – Engine;

15 – External software (SW) ODIN;

16 – Standard Dana TM4 module;

17 – On-board charger (BZU);

18 – Charging plug lock and charge LEDs;

19 – Traction battery 1 (TAB 1);

20 – Traction battery 2 (TAB 2);

21 – Battery Management System (BMS);

22 – BMS screen;

23 – Main contactor;

24 – Precharge contactor;

25 – Wheel angle sensor;

26 – Steering column switches;

27 – Thruster;

28 – Voltage converter DC/DC 24 V;

29 – Electric power steering pump (EGUR);

30 – Voltage converter DC/AC 220 V;

31 – BKU Server;

32 – Pump voltage converter DC\AC 380 V;

33 – Cooling system pump;

34 – Compressor voltage converter DC\AC 380 V;

35 – Air compressor;

36 – Ignition control (inputs from the lock, outputs to the relay, input to disable the charging plug);

37 – Pneumatics (pressure sensors, compressor temperature sensor, oil pressure sensor);

38 – Indication (sensors for air suspension level and coolant temperature);

39 – Power steering pressure sensors;

40 – Gas pedal;

41 – Main bus;

42 – Device bus;

43 – Engine control bus (debug CAN TM4 bus);

44 – BKU bus;

45 – Tire TAB;

46 – Steering tire;

47 – External power supply bus (EPS);

48 – Sensor bus (digital and analog I/O components).

Implementation of a utility model

The chassis control device of a highly automated electric truck of category N3 includes eleven different data buses, a control unit, a standard controller (body computer, which is a standard Iveco Strallis AD160S27Y/PSCNG controller), braking system solutions that provide optimal regenerative braking mode, modular control architecture, maximum level of information content and control of all vehicle systems through an automatic traffic control system (ATS), full integration of standard chassis systems into the AMS.

The chassis control device is the main element for controlling vehicle systems at the chassis level.

The main chassis control devices are:

upper level controller (HLC) (TTControl module, model HY-TTC 500);

body computer (standard Iveco Strallis AD160S27Y/PSCNG controller).

The chassis control system performs the following functions:

receiving control commands from the vehicle driver and automated control system;

reception/transmission of information signals from vehicle equipment to inform the vehicle driver and automated control system;

coordination and management of the work of executive units.

Information exchange of digital information between the electronic equipment of the vehicle is carried out via the CAN bus using the J1939 protocol.

The KVU and the standard controller (body computer) are also network gateways between CAN buses, which allows you to diagnose errors, exchange data, receive information from sensors and issue control commands between different CAN buses. The modular structure of the control device ensures high fault tolerance.

In fig. Figure 1 shows a diagram of the interaction of elements.

A module from TTControl, model HY-TTC 500, is used as a HCU.

The HY-TTC 500 module has a sufficient number of I/O channels, at least 6 CAN buses and certification according to ISO 26262–2018 with ASIL C.

The diagram of the interaction of elements shows that the main components of all vehicle systems are connected to the HCU using CAN information buses and digital inputs/outputs.

Most CAN data buses have a baud rate of 250 Kbaud and this classifies them as high speed CAN data buses.

The following CAN data buses have a baud rate of 250 Kbaud:

TAB CAN0 BMS bus.

Main bus CAN1 Main.

BKU bus CAN2 BKU.

Engine control bus CAN3 TM4.

Instrument bus CAN5.

Steering wheel bus CAN6.

The following CAN data bus has a baud rate of Kbaud:

VIP CAN4 bus.

The machine also has a low-speed CAN 62.5 Kbaud:

Bus of the standard CAN BCB controller.

Motor control bus:

CAN TM4 ODIN.

The TAB CAN0 bus includes the following devices:

KVU;

BZU;

Battery Management System (BMS);

Diagnostic connector.

The main CAN1 bus includes the following devices:

KVU.

Steering Angle Sensor (SAS).

Electronic Brake Control System (EBS).

Electronically controlled air system (ECAS).

Transmission Control Module (TCM).

Dashboard.

Diagnostic connector.

The BKU CAN2 bus includes the following devices:

KVU;

Diagnostic connector;

BKU.

The CAN3 TM4 engine control bus includes the following devices:

KVU;

Engine control module (MCU);

Diagnostic connector.

CAN4 VIP includes the following devices:

KVU

DC-AC (380V) compressor

DC-AC (380V) Cooling Pump

DC-DC (24V)

DC-AC (220V)

Power steering pump.

Diagnostic connector.

CAN5 Devices includes the following devices:

KVU.

Diagnostic connector.

Dashboard

Body computer (BC).

CAN6 Steering wheel includes the following devices:

KVU.

Wheel angle sensor.

Thruster (PU) STV-02.

Steering wheel interface (SWI).

Diagnostic connector.

The KVU monitors and controls all truck systems - electric traction system, braking system, steering system, power supply system, cooling system, lighting system.

For example, the KVU receives a signal that the temperature of the electric motor in the electric traction system is exceeded and turns on the fans of the main cooling system, or when the brake pedal is pressed, the KVU receives a message from the EBS braking system, is converted, and sent to the rear frame computer of the lighting system.

The chassis control system is designed in such a way that it is possible to control the vehicle either with the help of the driver or completely autonomously. In the event of an emergency during autonomous control of the vehicle, the driver has the opportunity to take over control, since the priority of commands remains with the person.

During autonomous control, vehicle motion control signals are sent from the control unit to the control unit, then the control unit is exchanged with actuators, such as the Dana TM4 module, EBS and others. The difference between autonomous and manual control is only that when manually controlling the movement of a vehicle, the control unit receives signals from the driver-operator through digital inputs/outputs, and not from the control unit.

The lighting system is controlled via a CAN bus from devices or discrete signals from buttons and switches. Signals to turn on the lighting (for example, brake light, reverse, etc.) are sent to the BC. Next, the BC sends messages to the actuators

The KVU interacts with the TAB control device via the TAB bus. The TAB control device controls the operation of a complex battery system consisting of several TABs, ensuring their dynamic connection for charging and operating on the load, and also calculates and transmits information about the state of the battery system to the upper-level system. The KVU also receives information about the state of the power supply system via the VIP CAN bus.

The KVU sends commands to turn on the pump when the traction motor is started and when the vehicle charging port is connected to the EVSE charging station to charge the TAB.

The ASUD can control engine torque and gear shifting (including neutral) via a CAN interface.

The braking system also interacts with the control unit, duplication of manual control is provided, and the parking brake is activated by means of an automated control system. Speed sensors installed on the vehicle wheels for the active ABS function constantly transmit current wheel speed data to the upper-level controller. Various brake control functions are provided that detect any deviations from normal driving conditions and intervene in the control process when danger appears. In addition to increasing safety, there are also special features to optimize vehicle control and reduce brake pad wear. The EBS system distributes forces for the most energy-efficient regenerative braking without reducing the level of vehicle safety.

The ASUD allows you to control the steering system, ensuring rotation and maintaining the direction of movement specified by the driver or the ASUD module. Thus, the vehicle has two motion control modes - manual and automatic.

The ASUD integrates the components of the original chassis into the top-level control system. In general, the ASUD receives complete information about the condition of the vehicle, including whether parameters exceed acceptable limits, and, if necessary, corrects them, leaving control priority to the driver.

Claims (1)

Chassis control device for a highly automated electric truck of category N3, including a high-level controller (10) that provides data exchange between systems, such as a driver's workplace system that includes a dashboard (11), an on-board control computer (12), buttons for parking brake, door opening, low beam control, emergency lighting (1), electric transmission system, including a standard controller (6), automatic transmission (7), automatic transmission selector (8), steering sensor (9) , and data processing via CAN buses, such as the main bus (41), containing an electronic braking system (5), including anti-lock braking system sensors (2), electronic locking system control buttons (3), brake pedal (4), on-board control computer bus (43), including an autopilot system containing an on-board control computer (12), engine control bus (44), containing an electric traction system, traction battery bus (45), including a battery management system, sensor bus (48), containing a sensor system including air suspension level sensors, coolant temperature sensor (38), lock inputs, relay outputs, charging plug disconnect inputs (36), compressor temperature sensor, oil pressure sensor, hydraulic power steering pressure sensors (37), external power supply bus (47), containing a power supply system including a DC/AC 220 V voltage converter (30), two DC/AC 380 V voltage converters (32, 34), DC/DC voltage converter 24 B (28), steering wheel (46), containing a steering system, including a wheel angle sensor (25), steering column switches (26), and a steering device (27).