WO2019024648A1

WO2019024648A1 - Control system for electric vehicle, and vehicle

Info

Publication number: WO2019024648A1
Application number: PCT/CN2018/094522
Authority: WO
Inventors: 谢明维; 易迪华; 张兆龙
Original assignee: 北京新能源汽车股份有限公司
Priority date: 2017-07-31
Filing date: 2018-07-04
Publication date: 2019-02-07
Also published as: CN107472169B; CN107472169A

Abstract

Disclosed are a control system for an electric vehicle and a vehicle, wherein the system comprises: a gateway (101); a chassis CAN bus (10) connected to the gateway (101); a battery management system (BMS) module (102) for managing the powering-on and powering-off of a battery, the charging and discharging of the battery, and the energy of the battery; a power electronic unit (PEU) module (103), comprising: a drive control unit (1031) connected to the chassis CAN bus (10) and used for controlling a drive electric motor according to an accelerator pedal signal and a brake pedal signal, an on board charge (OBC) (1032) and a DC/DC (1033), with the drive control unit (1031), the OBC (1032) and the DC/DC (1033) being independent nodes of the bus, and sharing one hard-wire wakeup signal line of a BMS; a gear control module (104) connected to the PEU module (103) by means of the chassis CAN bus (10); a vacuum pump control module (105) connected to the PEU module (103) by means of the chassis CAN bus (10); and an advanced driver assistance system (ADAS) module (106) connected to the PEU module (103) by means of the chassis CAN bus (10). The control system is capable of improving the security and real-time performance of a network and reducing the error rates of gear position parsing and vehicle boosting parsing, thus guaranteeing the safety of vehicle travelling.

Description

Electric vehicle control system and car

Cross-reference to related applications

The present disclosure claims the priority of the Chinese Patent Application No. "201710642022.1" filed on July 31, 2017 by Beijing New Energy Automobile Co., Ltd. under the name "Electric Vehicle Control System and Automobile".

Technical field

The present disclosure relates to the field of vehicle engineering technology, and in particular, to a control system and an automobile of an electric vehicle.

Background technique

With the popularity of electric vehicles, users are increasingly demanding the intelligentization of electric vehicles. In the related art, the need for a new function of the user is satisfied by adding an additional control module.

Summary of the invention

The present disclosure aims to solve at least one of the technical problems in the above technology to some extent. To this end, an object of the present disclosure is to provide a control system for an electric vehicle to improve the security of the network, improve the real-time performance of the network transmission, reduce the error rate of the gear position resolution, and enhance the transmission rate of the gear position information. Moreover, the analysis error rate of the vehicle supercharging can be reduced, thereby ensuring the safety of the vehicle driving, and solving the existing requirement of satisfying the user's new function by adding an additional control module, which will pose a new challenge to the vehicle bus network. , affecting the security and real-time issues of the network.

A second object of the present disclosure is to propose a car.

To achieve the above objective, the first aspect of the present disclosure provides a control system for an electric vehicle, including: a gateway; a chassis CAN bus connected to the gateway; and a battery management BMS module for powering on and off the battery. Charging and discharging the battery and managing the energy of the battery; driving the PEU module, the PEU module comprising: a driving control unit for controlling the driving motor according to the accelerator pedal signal and the brake pedal signal, the driving control The unit is connected to the chassis CAN bus; the charger controls the OBC and the DC/DC, wherein the drive control unit, the OBC and the DC/DC are independent nodes of the bus, and share a hard-wire wake-up signal of the BMS a gear control module, the gear control module is connected to the PEU module through the chassis CAN bus; a vacuum pump control module, the vacuum pump control module is connected to the PEU module through the chassis CAN bus; and advanced Driving an auxiliary ADAS module, the ADAS module being connected to the PEU module via the chassis CAN bus.

The control system of the electric vehicle of the embodiment of the present disclosure can isolate the bus data from the outside world by designing an independent gateway, thereby ensuring the security of the network. By connecting to the gateway through the chassis CAN bus, the real-time performance of the network transmission can be guaranteed. Through the BMS module, the battery is powered on and off, the battery is charged and discharged, and the energy of the battery is managed, and the drive control unit is connected to the chassis CAN bus, so that the function of the VCU in the conventional vehicle can be realized, thereby eliminating the need to install a VCU in the vehicle. Reduce the cost of the entire vehicle and increase the communication speed of the whole vehicle. By connecting the gear control module to the PEU module, the error rate of the gear position resolution can be reduced, and the transmission rate of the gear position information can be enhanced. The vacuum pump control module is connected to the PEU module, which is free from interference from other modules in the vehicle and can reduce the analysis error rate of the vehicle boost. In addition, due to the structure of the control system of the electric vehicle, the VCU in the conventional electric vehicle is eliminated, so that the problem of the brake safety of the vehicle will be directly affected when the VCU fails, thereby ensuring the safety of the vehicle.

In order to achieve the above object, an embodiment of the second aspect of the present disclosure provides an automobile including: the control system of the electric vehicle shown in the first aspect of the present disclosure.

The automobile of the embodiment of the present disclosure can isolate the bus data from the outside world by designing an independent gateway, thereby ensuring the security of the network. By connecting to the gateway through the chassis CAN bus, the real-time performance of the network transmission can be guaranteed. Through the BMS module, the battery is powered on and off, the battery is charged and discharged, and the energy of the battery is managed, and the drive control unit is connected to the chassis CAN bus, so that the function of the VCU in the conventional vehicle can be realized, thereby eliminating the need to install a VCU in the vehicle. Reduce the cost of the entire vehicle and increase the communication speed of the whole vehicle. By connecting the gear control module to the PEU module, the error rate of the gear position resolution can be reduced, and the transmission rate of the gear position information can be enhanced. The vacuum pump control module is connected to the PEU module, which is free from interference from other modules in the vehicle and can reduce the analysis error rate of the vehicle boost. In addition, due to the structure of the control system of the electric vehicle, the VCU in the conventional electric vehicle is eliminated, so that the problem of the brake safety of the vehicle will be directly affected when the VCU fails, thereby ensuring the safety of the vehicle.

The aspects and advantages of the present invention will be set forth in part in the description which follows.

DRAWINGS

In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure, the drawings to be used in the embodiments will be briefly described below. It is obvious that the drawings in the following description are some embodiments of the present disclosure, Those skilled in the art can also obtain other drawings based on these drawings without paying any creative work.

1 is a schematic structural diagram of a control system of an electric vehicle according to an embodiment of the present disclosure;

2 is a schematic structural diagram of another control system of an electric vehicle according to an embodiment of the present disclosure;

3 is a schematic structural diagram of another control system of an electric vehicle according to an embodiment of the present disclosure;

FIG. 4 is a schematic structural diagram of another control system of an electric vehicle according to an embodiment of the present disclosure.

Detailed ways

The embodiments of the present disclosure are described in detail below, and the examples of the embodiments are illustrated in the drawings, wherein the same or similar reference numerals are used to refer to the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the drawings are illustrative, and are not intended to be construed as limiting.

The control system and the automobile of the electric vehicle of the embodiment of the present disclosure will be described below with reference to the accompanying drawings. Before describing the embodiments of the present disclosure in detail, in order to facilitate understanding, the common technical abbreviations are first introduced:

DC/DC, Direct Current to Direct Current.

ACC, Adaptive Cruise Control.

The DMCU module is a Double Motor Control Unit module that integrates the functions of the GCU module and the drive control unit. among them,

GCU module, Generator Control Unit.

HCU module, Hybrid Control Unit module.

RMS module, data acquisition (Remote Monitor System) module.

TBOX module, Telematics BOX module.

T/R module, TBOX module / RMS module.

GPRS, General Packet Radio Service.

OTA, Over The Air technology.

FIG. 1 is a schematic structural diagram of a control system of an electric vehicle according to an embodiment of the present disclosure.

As shown in FIG. 1, the control system of the electric vehicle includes: a gateway 101, a chassis CAN bus 10, a battery management BMS module 102, a power driven PEU module 103, a gear control module 104, a vacuum pump control module 105, and an advanced driving assistance ADAS. Module 106. The PEU module 103 includes a drive control unit 1031, a charger control OBC 1032, and a DC/DC 1033.

In an embodiment of the present disclosure, the control system of the electric vehicle includes: a gateway 101.

In the embodiment of the present disclosure, the independently designed gateway 101 can isolate the bus data from the outside world, and can not only encrypt the communication between the buses, but also isolate the diagnostic interface from each bus to implement data transmission. Double layer encryption with diagnostics.

In an embodiment of the present disclosure, the control system of the electric vehicle includes a chassis CAN bus 10.

In specific implementation, the chassis CAN bus 10 is connected to the gateway 101. As shown in Fig. 1, the mark 10 in the solid line in the figure is the chassis CAN bus. The chassis CAN bus 10 can be a CAN-FD network, or a Flexray network can be used, which is not limited.

Since the chassis CAN bus 10 has a higher communication rate requirement, that is, the baud rate of the chassis CAN bus 10 is higher, so as to realize the real-time performance of the network transmission.

In an embodiment of the present disclosure, the control system of the electric vehicle includes a Battery Management System (BMS) module 102.

In a specific implementation, the BMS module 102 is configured to manage power up and down of the battery, charge and discharge of the battery, and energy of the battery.

In an embodiment of the present disclosure, the control system of the electric vehicle includes a Power Electronic Unit (PEU) module 103.

In specific implementation, the PEU module 103 may include a drive control unit 1031, a charger control OBC 1032, and a DC/DC 1033.

The drive control unit 1031 is configured to control the drive motor according to the accelerator pedal signal and the brake pedal signal, and the drive control unit 1031 is connected to the chassis CAN bus 10.

The architecture of the control system of the electric vehicle of the embodiment of the present disclosure cancels the vehicle control unit (VCU) in the conventional electric vehicle, and distributes the functions of the VCU in the drive control unit 1031 and the BMS module 102. The drive control unit 1031 controls the drive motor according to the accelerator pedal signal and the brake pedal signal, and is specifically responsible for functions such as torque control, chassis coordination, and accessory control of the vehicle. By eliminating the VCU in the vehicle, not only can the cost of the entire vehicle be reduced, but also the communication rate of the entire vehicle can be effectively improved.

On Board Charge (OBC) 1032 and DC/DC 1033, wherein the drive control unit 1031, OBC 1032, and DC/DC 1033 are independent nodes of the bus, and share a hard-wire wake-up signal line of one BMS.

In specific implementation, the drive control unit 1031, OBC 1032, DC/DC 1033 can be integrated with the high voltage power distribution box as the PEU module 103. It should be noted that, for a rear-drive model, such as a commercial vehicle, the drive control unit 1031 may be a motor that drives the rear axle, and the PEU module 103 is located at the rear axle.

The drive control unit 1031, OBC1032, and DC/DC1033 can all wake up through the BMS, and can share a hard-wire wake-up signal line of a BMS. The wake-up mechanism is as shown in Table 1 below.

In an embodiment of the present disclosure, the control system of the electric vehicle includes: a gear control module 104.

In specific implementation, the gear control module 104 is coupled to the PEU module 103 via the chassis CAN bus 10.

In the prior art, the gear position control module determines the specific position of the current gear position according to the voltage value of the VCU analysis gear position control module. If the voltage value fluctuates, it will cause the VCU to parse the error, which will cause the gear position determined by the gear control module to not match the actual position.

In the embodiment of the present disclosure, the gear control module 104 has a CAN function, which can not only reduce the error rate of the gear position resolution, but also enhance the transmission rate of the gear position information.

In an embodiment of the present disclosure, the control system of the electric vehicle includes a vacuum pump control module 105.

In a specific implementation, the vacuum pump control module 105 is connected to the PEU module 103 via the chassis CAN bus 10.

In the prior art, the vacuum pump is controlled by the VCU, and the VCU determines whether the current vehicle needs to be pressurized according to the collected vacuum pressure signal. In this way, if the voltage value fluctuates, it will cause the VCU to parse the error. And if the VCU fails, it will directly affect the braking safety of the vehicle.

In the embodiment of the present disclosure, by independently designing the vacuum pump control module 105, it is possible to be free from interference from other modules in the vehicle. Moreover, the vacuum pump control module 105 has a CAN function, which can reduce the analysis error rate of the vehicle supercharging. In addition, due to the structure of the control system of the electric vehicle, the VCU in the conventional electric vehicle is eliminated, so that the problem of the brake safety of the vehicle will be directly affected when the VCU fails, thereby ensuring the safety of the vehicle.

In an embodiment of the present disclosure, the control system of the electric vehicle includes an Advanced Driver Assistance Systems (ADAS) module 106.

In specific implementation, the ADAS module 106 is coupled to the PEU module 103 via the chassis CAN bus 10.

Optionally, the ADAS module 106 may include: a Mid-Range Radar (MRR), a Multi Purpose Camera (MPC), and an Automatic Parking Assistant (APA) unit.

Optionally, the module connected to the chassis CAN bus 10 in FIG. 1 includes an Electronic Park Brake (EPB) module, an Electric Power Steering (EPS) module, and an Electronic Stability Program (Electronic Stability Program). ESP) module, Rear Axle Motor Control Unit (MCU_R) module, and Transmission Control Unit (TCU) module.

In the embodiment of the present disclosure, the architecture of the control system of the electric vehicle can be divided into six independent CAN buses according to functions, namely: chassis CAN bus 10, body CAN bus 20, infotainment CAN bus 30, power CAN Bus 40, remote CAN bus 50, and diagnostic CAN bus 60. Therefore, the problem that the conventional electric vehicle has excessive bus load due to too many control modules can be solved, and an intelligent network architecture is realized, and the scalability of the network architecture is improved.

Optionally, referring to FIG. 2, on the basis of the embodiment shown in FIG. 1, the control system of the electric vehicle may further include: a body CAN bus 20, and various control modules connected to the body CAN bus 20.

In an embodiment of the present disclosure, the control system of the electric vehicle includes a body CAN bus 20.

In specific implementation, the body CAN bus 20 is connected to the gateway 101. As shown in Fig. 2, the mark 20 in the solid line in the figure is the body CAN bus. Since the body CAN bus 20 requires a communication rate that is not high compared to other buses, the baud rate of the body CAN bus can be 250 Kbps.

In an embodiment of the present disclosure, the control system of the electric vehicle includes: a heating controller PTC 107 that integrates the hot core.

In specific implementation, the PTC 107 is connected to the body CAN bus 20.

During the charging process of the vehicle, or when starting at a low temperature, the battery may not be properly charged or normally driven because the battery temperature is too low. In this case, the battery needs to be separately heated.

In the prior art, the PTC of the air conditioner is separately designed from the hot core of the battery, that is, the hot core is nested inside the battery, and when the battery is heated, the hot core needs to be separately controlled. In this way, when the battery is heated at a low temperature, the user will not be allowed to turn on the air conditioner due to insufficient power. Or, when the user turns on the air conditioner, the battery is not allowed to be heated to reduce the energy loss.

In the embodiment of the present disclosure, by integrating the PTC and the heat core, the function of simultaneously turning on the air conditioner and heating the battery can be realized.

In an embodiment of the present disclosure, the control system of the electric vehicle includes a Passive Entry Passive Start (PEPS) module 108.

In specific implementation, the PEPS module 108 is coupled to the body CAN bus 20.

In an embodiment of the present disclosure, the control system of the electric vehicle includes a Body Control Module (BCM) module 109.

In specific implementation, the BCM module 109 is coupled to the body CAN bus 20.

In an embodiment of the present disclosure, the control system of the electric vehicle includes an Electronic Steering Column Lock (ESCL) module 110.

In particular implementation, the ESCL module 110 is coupled to the body CAN bus 20.

In an embodiment of the present disclosure, the control system of the electric vehicle includes an integrated Intelligent Appliance Center (UEC) 111.

In specific implementation, the UEC 111 is connected to the body CAN bus 20.

In an embodiment of the present disclosure, the control system of the electric vehicle includes an electronic climate control (ECC) module 112.

In specific implementation, the ECC module 112 is coupled to the body CAN bus 20.

In an embodiment of the present disclosure, the control system of the electric vehicle includes an Electric Air Compressor System (EAS) module 113.

In specific implementation, the EAS module 113 is coupled to the body CAN bus 20.

In an embodiment of the present disclosure, the control system of the electric vehicle includes a Supplemental Restraint System Diagnostic Module (SDM) module 114.

In specific implementation, the SDM module 114 is coupled to the body CAN bus 20.

In an embodiment of the present disclosure, the control system of the electric vehicle includes an Approaching Vehicle Sound for Pedestrians (VSP) module 115.

In specific implementation, the VSP module 115 is coupled to the body CAN bus 20.

In an embodiment of the present disclosure, the control system of the electric vehicle includes an Automatic Headlight Levelling (AHL) module 116.

In specific implementation, the AHL module 116 is coupled to the body CAN bus 20.

Optionally, referring to FIG. 3, on the basis of the embodiment shown in FIG. 1-2, the control system of the electric vehicle may further include: an infotainment CAN bus 30, and various control modules connected to the infotainment CAN bus 30.

In an embodiment of the present disclosure, the control system of the electric vehicle includes an infotainment CAN bus 30.

In a specific implementation, the infotainment CAN bus 30 is connected to the gateway 101. As shown in FIG. 3, the mark 30 in the solid line in the figure is the infotainment CAN bus. The baud rate of the infotainment CAN bus 30 can be 500 Kbps. Compared to the body CAN bus 20, the infotainment CAN bus 30 has a higher rate of communication to improve the user's driving experience.

In an embodiment of the present disclosure, the control system of the electric vehicle includes an Instrument Control Module (ICM) module 117.

In specific implementation, the ICM module 117 is coupled to the infotainment CAN bus 30.

In an embodiment of the present disclosure, the control system of the electric vehicle includes a Parking Distance Control (PDC) module 118.

In specific implementation, the PDC module 118 is coupled to the infotainment CAN bus 30.

In an embodiment of the present disclosure, the control system of the electric vehicle includes a Head Up Display (HUD) module 119.

In a specific implementation, the HUD module 119 is connected to the infotainment CAN bus 30.

In an embodiment of the present disclosure, the control system of the electric vehicle includes a Tire Pressure Monitoring System (TPMS) module 120.

In specific implementation, the TPMS module 120 is coupled to the infotainment CAN bus 30.

In an embodiment of the present disclosure, the control system of the electric vehicle includes an Panoramic View Monitor (AVM) module 121/Reverse Video Control (RVC) module 122.

In a specific implementation, the AVM module 121/RVC module 122 is connected to the infotainment CAN bus 30.

Optionally, FIG. 3 further includes an Entertainment Head Unit (EHU) module connected to the infotainment CAN bus 30.

Further, referring to FIG. 4, based on the embodiment shown in FIG. 1-3, the control system of the electric vehicle may further include: a power CAN bus 40, a remote CAN bus 50, a diagnostic CAN bus 60, and each and each Each control module connected to the bus.

In an embodiment of the present disclosure, the control system of the electric vehicle includes a power CAN bus 40.

In specific implementation, the power CAN bus 40 is connected to the gateway 101. As shown in FIG. 4, the mark 40 in the solid line in the figure is a power CAN bus. The baud rate of the power CAN bus 40 can be 500 Kbps.

Among them, the BMS module 102, the OBC 1032 and the DC/DC 1033 in the PEU module are connected to the power CAN bus 40.

Optionally, AC-CHM in FIG. 4 refers to a slow charging device, and DC-CHM refers to a fast charging device.

In an embodiment of the present disclosure, the control system of the electric vehicle includes a Charge Management Unit (CMU) module 123.

In specific implementation, the CMU module 123 is coupled to the power CAN bus 40.

In an embodiment of the present disclosure, the control system of the electric vehicle includes: a remote CAN bus 50.

In specific implementation, the remote CAN bus 50 is connected to the gateway 101. As shown in FIG. 4, the mark 50 in the solid line in the figure is a remote CAN bus. The remote CAN bus 50 can employ an Ethernet network.

In an embodiment of the present disclosure, the control system of the electric vehicle includes an Event Data Recorders (EDR) module 124.

In specific implementation, the EDR module 124 is coupled to the remote CAN bus 50.

Optionally, a TBOX module connected to the remote CAN bus 50 is also included in FIG. The AVM module 121/RVC module 122 is connected to the EHU module via a remote CAN bus 50, and the MRR and MPC are connected via a remote CAN bus 50.

In an embodiment of the present disclosure, the control system of the electric vehicle includes a diagnostic CAN bus 60.

In a specific implementation, the diagnostic CAN bus 60 is connected to the gateway 101. As shown in FIG. 4, the mark 60 in the solid line in the figure is a diagnostic CAN bus, which can detect the state of the vehicle control module.

It should be noted that the solid line in the solid line in FIG. 4 is a LIN line, and the solid line in the unmarked number is a hard line. Optionally, the module connected to the LIN line in FIG. 4 is a Driver/Passenger Front Seat Module (DSM), a left door lock mirror module, a right door lock mirror module, a sunroof RCM module. , indoor light module, Steering Control Module (SCM) module. The left door lock mirror module and the BCM module 109 are connected by a LIN line.

In the prior art, in order to meet the new functional requirements of the user, by adding a control module to the vehicle, the wake-up and sleep time of other control modules in the entire vehicle will be affected.

In the embodiment of the present disclosure, under the control system shown in FIG. 4, the power supply mechanism, the wake-up mechanism, and the sleep mechanism of all the control modules of the entire vehicle are also proposed, which can achieve the new functional requirements of the user without affecting each Control module wake-up and sleep time.

Optionally, the power supply mechanism and the wake-up mechanism of the control module are as shown in Table 1.

Table 1

In the embodiment of the present disclosure, under the control system shown in FIG. 4, a wake-up mechanism for each operating condition in the control system is also proposed, as shown in Table 2.

Table 2

The control module with the network wake-up function includes: an AVM module, a BMS module, an ICM module, a TBOX module, a gateway, an EHU module, a PEPS module, a BCM module, and an ESCL module.

Remote power control includes: remote charging, remote air conditioning, intelligent DC/DC charging.

In the embodiment of the present disclosure, under the control system shown in FIG. 4, the operation of each control module in the control system is also proposed, as shown in Table 3.

table 3

In the embodiment of the present disclosure, according to the power supply mechanism and the wake-up mechanism of each control module, all the control modules can be classified into three categories:

Class A: very electric power supply;

Class B: Normal power supply, non-network wake-up;

Class C: Normal power supply, network wake-up.

For the Class A control module, after the power supply is disconnected, the control module stops working and no longer affects other control modules.

For the Class B control module, after the wake-up element is invalid, the control module continues to run and sends a CAN message. After the sleep condition is met, the message is stopped and goes to sleep.

Specifically, the sleep conditions of the class B control module in the control system are as shown in Table 4.

Table 4

For Class C control modules, the enterprise standards of the network management specification shall be followed. The sleep process is: after the wake-up source (other wake-up source other than the network wake-up) is invalid, the control module continues to run, and after the sleep condition is satisfied, the control module can continuously send a sleep request, for example, Sleep.Ind. After the sleep request is issued, or after receiving the sleep response, for example, Sleep.Ack, the control module enters the sleep state and stops transmitting the CAN message, and then enters the sleep state after a certain period of time.

Specifically, the sleep conditions of the class C control module in the control system are as shown in Table 5.

table 5

The control system of the electric vehicle according to the embodiment of the present disclosure can not only realize communication between internal modules of each bus by refining the bus into six independent buses, but also can reduce the cost of the entire vehicle and improve the communication speed of the entire vehicle. Can effectively solve the existing technology, each additional new control module will pose new challenges to the vehicle's network bus, affect network load, network security and network expansion, and adapt to platform, integration, and intelligence Control development system. Based on the architecture of the control system of the electric vehicle, the power supply mechanism, wake-up mechanism and sleep mechanism of the vehicle control module are proposed, which can meet the new functional requirements of the user without affecting the wake-up and sleep time of each control module.

In order to realize the above embodiment, an automobile of the present embodiment is further provided, which comprises the control system of the electric vehicle described in the foregoing embodiments of FIGS. 1 to 4.

In the description of the present specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" and the like means a specific feature described in connection with the embodiment or example. A structure, material, or feature is included in at least one embodiment or example of the present disclosure. In the present specification, the schematic representation of the above terms is not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in a suitable manner in any one or more embodiments or examples. In addition, various embodiments or examples described in the specification and features of various embodiments or examples may be combined and combined without departing from the scope of the invention.

Moreover, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, features defining "first" and "second" may include at least one of the features, either explicitly or implicitly. In the description of the present disclosure, the meaning of "a plurality" is at least two, such as two, three, etc., unless specifically defined otherwise.

Any process or method description in the flowcharts or otherwise described herein may be understood to represent a module, segment or portion of code comprising one or more executable instructions for implementing the steps of a custom logic function or process. And the scope of the preferred embodiments of the present disclosure includes additional implementations, in which the functions may be performed in a substantially simultaneous manner or in an inverse order depending on the functions involved, in the order shown or discussed. It will be understood by those skilled in the art to which the embodiments of the present disclosure pertain.

The logic and/or steps represented in the flowchart or otherwise described herein, for example, may be considered as an ordered list of executable instructions for implementing logical functions, and may be embodied in any computer readable medium, Used in conjunction with, or in conjunction with, an instruction execution system, apparatus, or device (eg, a computer-based system, a system including a processor, or other system that can fetch instructions and execute instructions from an instruction execution system, apparatus, or device) Or use with equipment. For the purposes of this specification, a "computer-readable medium" can be any apparatus that can contain, store, communicate, propagate, or transport a program for use in an instruction execution system, apparatus, or device, or in conjunction with the instruction execution system, apparatus, or device. More specific examples (non-exhaustive list) of computer readable media include the following: electrical connections (electronic devices) having one or more wires, portable computer disk cartridges (magnetic devices), random access memory (RAM), Read only memory (ROM), erasable editable read only memory (EPROM or flash memory), fiber optic devices, and portable compact disk read only memory (CDROM). In addition, the computer readable medium may even be a paper or other suitable medium on which the program can be printed, as it may be optically scanned, for example by paper or other medium, followed by editing, interpretation or, if appropriate, other suitable The method is processed to obtain the program electronically and then stored in computer memory.

It should be understood that portions of the present disclosure can be implemented in hardware, software, firmware, or a combination thereof. In the above-described embodiments, multiple steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented in hardware and in another embodiment, it can be implemented by any one or combination of the following techniques well known in the art: discrete with logic gates for implementing logic functions on data signals Logic circuits, application specific integrated circuits with suitable combinational logic gates, programmable gate arrays (PGAs), field programmable gate arrays (FPGAs), and the like.

One of ordinary skill in the art can understand that all or part of the steps carried by the method of implementing the above embodiments can be completed by a program to instruct related hardware, and the program can be stored in a computer readable storage medium. When executed, one or a combination of the steps of the method embodiments is included.

In addition, each functional unit in various embodiments of the present disclosure may be integrated into one processing module, or each unit may exist physically separately, or two or more units may be integrated into one module. The above integrated modules can be implemented in the form of hardware or in the form of software functional modules. The integrated modules, if implemented in the form of software functional modules and sold or used as stand-alone products, may also be stored in a computer readable storage medium.

The above mentioned storage medium may be a read only memory, a magnetic disk or an optical disk or the like. While the embodiments of the present disclosure have been shown and described above, it is understood that the foregoing embodiments are illustrative and are not to be construed as limiting the scope of the disclosure The embodiments are subject to variations, modifications, substitutions and variations.

Claims

A control system for an electric vehicle, comprising:

Gateway

a chassis CAN bus connected to the gateway;

a battery management BMS module for managing power up and down of the battery, charging and discharging of the battery, and energy of the battery;

Powering the PEU module, the PEU module includes:

a driving control unit, configured to control the driving motor according to the accelerator pedal signal and the brake pedal signal, wherein the driving control unit is connected to the chassis CAN bus;

The charger controls OBC and DC/DC, wherein the drive control unit, the OBC and the DC/DC are independent nodes of a bus, and share a hard-wire wake-up signal line of one BMS;

a gear control module, wherein the gear control module is connected to the PEU module through the chassis CAN bus;

a vacuum pump control module, the vacuum pump control module being coupled to the PEU module via the chassis CAN bus;

An advanced driver assistance ADAS module, the ADAS module being coupled to the PEU module via the chassis CAN bus.
The control system for an electric vehicle according to claim 1, further comprising:

a body CAN bus connected to the gateway;

A heating controller PTC is integrated with the hot core, the PTC being connected to the body CAN bus.
The control system for an electric vehicle according to claim 2, further comprising:

Keyless entry/starting of the PEPS module, the PEPS module being connected to the body CAN bus;

a body control BCM module, the BCM module being connected to the body CAN bus;

An electronic steering column lock ESCL module, the ESCL module being connected to the body CAN bus;

An integrated smart electrical box UEC, the UEC being connected to the body CAN bus;

An electronic temperature control ECC module, the ECC module being connected to the body CAN bus;

The electric compressor controls an EAS module, and the EAS module is connected to the body CAN bus;

An airbag SDM module, the SDM module being connected to the body CAN bus;

a pedestrian warning VSP module, the VSP module being connected to the body CAN bus;

The automatic headlights level the AHL module, which is connected to the body CAN bus.
The control system for an electric vehicle according to any one of claims 1 to 3, further comprising:

An infotainment CAN bus connected to the gateway;

An instrument control ICM module, the ICM module being connected to the infotainment CAN bus;

a parking sensor controls a PDC module, and the PDC module is connected to the infotainment CAN bus;

Head up to display a HUD module, the HUD module being connected to the infotainment CAN bus;

a tire pressure monitoring TPMS module, the TPMS module being connected to the infotainment CAN bus;

A panoramic image AVM module/reverse image RVC module, the AVM module/RVC module being connected to the infotainment CAN bus.
The control system for an electric vehicle according to any one of claims 1 to 4, further comprising:

a power CAN bus connected to the gateway, wherein the BMS module, the OBC and DC/DC in the PEU module are connected to the power CAN bus.
The control system for an electric vehicle according to claim 5, further comprising:

A charge management CMU module is coupled to the power CAN bus.
The control system for an electric vehicle according to any one of claims 1 to 6, further comprising:

a remote CAN bus connected to the gateway;

An event recorder EDR module, the EDR module being coupled to the remote CAN bus.
The control system for an electric vehicle according to any one of claims 1 to 7, further comprising:

A diagnostic CAN bus connected to the gateway.
A vehicle characterized by comprising the control system of any of claims 1-8.