CN101417636B

Movatterモバイル変換

Info

Publication number: CN101417636B
Application number: CN 200810085028
Authority: CN
Inventors: 南金瑞; 孙逢春; 周辉; 林程; 王大方; 李恒
Original assignee: Beijing Institute of Technology BIT
Current assignee: Beijing Institute of Technology BIT
Priority date: 2008-03-14
Filing date: 2008-03-14
Publication date: 2013-03-20
Anticipated expiration: 2028-03-14
Also published as: CN101417636A

Abstract

本发明提供了一种基于三路CAN总线的纯电动客车通信系统，包括：多个控制器和三路CAN总线，其中，所述CAN总线包括与多个控制器相耦合的由CAN1、CAN2和CAN3总线构成的三路CAN总线；所述CAN1总线为高速CAN总线，用于动力系统的控制；所述CAN2总线为高速CAN总线，用于动力电池单体数据的传输；所述CAN3总线为低速CAN总线，设置有多个车身控制节点，用于实现车身各部分的信息采集及控制。本发明使动力系统控制总线的负载率大大降低，确保了控制的实时性，提高了电动汽车的行车安全性。

The present invention provides a pure electric passenger car communication system based on three-way CAN buses, including: multiple controllers and three-way CAN buses, wherein the CAN bus includes CAN1, CAN2 and CAN buses coupled with multiple controllers A three-way CAN bus composed of CAN3 buses; the CAN1 bus is a high-speed CAN bus used for power system control; the CAN2 bus is a high-speed CAN bus used for the transmission of power battery monomer data; the CAN3 bus is a low-speed CAN bus The CAN bus is provided with a plurality of vehicle body control nodes for realizing information collection and control of various parts of the vehicle body. The invention greatly reduces the load rate of the control bus of the power system, ensures the real-time performance of the control, and improves the driving safety of the electric vehicle.

Description

Translated fromChinese

基于三路CAN总线的纯电动客车通信系统和方法Pure electric bus communication system and method based on three-way CAN bus

技术领域technical field

本发明涉及纯电动客车整车控制系统CAN总线通讯技术领域，具体地说，本发明涉及一种基于三路CAN总线的纯电动客车通信系统和方法。The invention relates to the technical field of CAN bus communication of a pure electric bus control system, in particular, the invention relates to a pure electric bus communication system and method based on a three-way CAN bus.

背景技术Background technique

石油危机和环境污染等问题的日益突出，使得电动汽车越来越引起社会的重视，成为了未来汽车的发展方向。电动汽车与传统内燃机汽车相比，在国外仍然处于产业化初期准备阶段，与之相关的高新技术及产品还依赖于配套供应商的支持，尚未形成新的工业体系。同时，在发达国家，传统汽车工业已形成的庞大生产规模和社会基础设施的投入，以及发展的强大惯性，在某种意义上可能构成了阻碍其发展新一代汽车的社会成本，使他们难以下决心实现根本性的战略转变，从而有可能为我国赢得宝贵的时间。汽车上的电控系统和传感器、执行器的不断增加使点对点的联结方式走到了尽头，为简化日益增加的汽车电控装置的线路连接、提高系统可靠性和故障诊断水平、利于各电控装置之间数据资源共享、并便于建成开放式的标准化模块化结构，汽车网络总线技术得到了很大的发展，在汽车上CAN总线和LIN总线结合应用将是一种主流模式，以及以D2B无线通信为基础的远程高频网络通信系统。尤其要说明的是总线技术的应用带来了整车电气系统设计的革新和优化。目前国际上在卡车及大客车上普遍采用SAEJ1939标准。由于电动车是一个新技术，许多电控部件的通信标准需要重新定义。The increasingly prominent oil crisis and environmental pollution have made electric vehicles more and more aroused the attention of the society and become the development direction of future automobiles. Compared with traditional internal combustion engine vehicles, electric vehicles are still in the initial stage of industrialization in foreign countries. The related high-tech and products still rely on the support of supporting suppliers, and a new industrial system has not yet been formed. At the same time, in developed countries, the huge production scale and investment in social infrastructure formed by the traditional automobile industry, as well as the strong inertia of development, may in a sense constitute a social cost that hinders the development of a new generation of automobiles, making it difficult for them to get off the ground. Determined to effect a fundamental strategic shift that could potentially buy our country valuable time. The continuous increase of electronic control systems, sensors and actuators in automobiles has brought the point-to-point connection to an end. In order to simplify the line connection of the increasing number of automotive electronic control devices, improve system reliability and fault diagnosis level, and benefit each electronic control device Sharing of data resources among them, and facilitating the establishment of an open standardized modular structure, the automotive network bus technology has been greatly developed, and the combined application of the CAN bus and the LIN bus in the car will be a mainstream mode, and the D2B wireless communication Based on long-distance high-frequency network communication system. In particular, the application of bus technology has brought about the innovation and optimization of the electrical system design of the vehicle. At present, the SAEJ1939 standard is widely used in trucks and buses internationally. Since electric vehicles are a new technology, the communication standards of many electronic control components need to be redefined.

中国专利申请，其公开号为CN1649345A、发明名称为“基于CAN总线的纯电动客车通讯方法”的申请公开了一种纯电动客车的CAN总线的通讯方式，这种方式基于单一CAN总线来实现纯电动客车的通讯，用单一CAN总线实现电机控制器、电子节气门控制器、驾驶室显示器、ABS控制器及动力电池管理系统的信息通讯，这种通讯协议的运用使纯电动客车在电器信号的通讯技术上有了突破性的发展，但仍存在着由于飞速发展的纯电动客车中的电控信号成级数增长，而使电控信号传递的速度必将相对滞后的问题。因此，从长远发展的角度考虑，需要一种与现技术不同的多路总线通讯技术，以支持纯电动客车的飞速发展，使其在电控信号通讯领域能形成更广阔的发展空间，并能在对通讯信号的统一管理方面形成进一步的模块化、规范化，同时也可为整车故障诊断的便捷化、规范化创造良好的条件。Chinese patent application, whose publication number is CN1649345A, and the application titled "CAN bus-based pure electric bus communication method" discloses a CAN bus communication method for pure electric buses, which is based on a single CAN bus to achieve pure The communication of the electric bus uses a single CAN bus to realize the information communication of the motor controller, the electronic throttle controller, the cab display, the ABS controller and the power battery management system. There have been breakthroughs in communication technology, but there is still a problem that the transmission speed of electronic control signals will lag behind due to the exponential growth of electronic control signals in pure electric buses that are rapidly developing. Therefore, from the perspective of long-term development, a multi-channel bus communication technology different from the existing technology is needed to support the rapid development of pure electric buses, so that it can form a broader development space in the field of electronic control signal communication, and can In terms of unified management of communication signals, further modularization and standardization are formed, and at the same time, good conditions can be created for the convenience and standardization of vehicle fault diagnosis.

发明内容Contents of the invention

正是出于上述的考虑，本发明提出了一种适用于纯电动汽车整车控制系统的CAN总线通讯技术。基于CAN2.0B和J1939的相关规定，提出了一种适用于纯电动汽车的多路CAN总线通讯协议。其中为整车控制器地址新分配了地址，电机控制器、电子节气门控制器、驾驶室显示器、ABS控制器和动力电池管理系统选用原SAE J1939定义已经分配了的地址。Just for the above considerations, the present invention proposes a CAN bus communication technology applicable to the control system of the pure electric vehicle. Based on the relevant regulations of CAN2.0B and J1939, a multi-channel CAN bus communication protocol suitable for pure electric vehicles is proposed. Among them, the address of the vehicle controller is newly allocated, and the motor controller, electronic throttle controller, cab display, ABS controller and power battery management system use the addresses that have been assigned by the original SAE J1939 definition.

根据本发明的一个方面，提供了一种基于三路CAN总线的纯电动客车通信系统，该系统包括：多个控制器和CAN总线，其中，According to one aspect of the present invention, a pure electric bus communication system based on three CAN buses is provided, the system includes: multiple controllers and CAN buses, wherein,

所述CAN总线包括与多个控制器相耦合的由CAN1、CAN2和CAN3总线构成的三路CAN总线；The CAN bus includes a three-way CAN bus composed of CAN1, CAN2 and CAN3 buses coupled with multiple controllers;

所述CAN1总线，为高速CAN总线，用于动力系统的控制；The CAN1 bus is a high-speed CAN bus used for power system control;

所述CAN2总线，为高速CAN总线，用于动力电池单体数据的传输；The CAN2 bus is a high-speed CAN bus used for data transmission of power battery cells;

所述CAN3总线，为低速CAN总线，设置有多个车身控制节点，用于实现车身各部分的信息采集及控制。The CAN3 bus is a low-speed CAN bus, which is provided with a plurality of vehicle body control nodes for realizing information collection and control of various parts of the vehicle body.

其中每个所述多个控制器具有一个ID，用于在向CAN总线上发送信息的同时，连同自己的ID一起发送。Each of the plurality of controllers has an ID, and is used for sending information together with its own ID when sending information to the CAN bus.

其中每个所述多个控制器包括一个报文验收滤波器，用于从CAN总线上接收自己需要的信息和屏蔽自己不需要的信息。Each of the plurality of controllers includes a message acceptance filter, which is used to receive the information it needs from the CAN bus and shield the information it does not need.

其中所述控制器包括整车控制器、电机控制器、AMT、ABS、EPS电动助力转向系统、车身中央控制模块、蓄电池管理系统、充电机控制系统、调度控制系统；其中，The controller includes vehicle controller, motor controller, AMT, ABS, EPS electric power steering system, vehicle body central control module, battery management system, charger control system, dispatching control system; wherein,

整车控制器：负责控制整车各个子控制器的协调工作；Vehicle controller: responsible for controlling the coordination of each sub-controller of the vehicle;

电机控制器：接受整车控制器的命令，对电机实现控制，并向整车控制器实时报告电机的状态；Motor controller: accept the command of the vehicle controller, control the motor, and report the status of the motor to the vehicle controller in real time;

AMT：根据司机的命令及电机状态和车速实现变速箱的自动换档功能，通过总线接收电机的状态信息，同时将变速箱的状态信息和车速通过总线发送给电机控制器、整车控制器、仪表；AMT: Realize the automatic shift function of the gearbox according to the driver's command, motor status and vehicle speed, receive the status information of the motor through the bus, and send the status information and vehicle speed of the gearbox to the motor controller, vehicle controller, meter;

ABS：防止在汽车刹车时发生侧滑，通过总线将自己的状态信息发送到整车控制器和仪表；ABS: prevent skidding when the car brakes, and send its own status information to the vehicle controller and instrument through the bus;

EPS电动助力转向系统：在司机转方向盘时通过电机来为司机提供助力，通过总线将自己的状态发送到整车控制器和仪表；EPS electric power steering system: When the driver turns the steering wheel, the motor is used to provide assistance to the driver, and the state is sent to the vehicle controller and instrument through the bus;

车身中央控制模块：采集整车车身低压用电部分的状态并对其控制，通过CAN3采集整车车身低压用电部分的状态并对其控制，通过CAN1向整车控制器发送整车低压用电设备部分的故障信息并接受整车控制器的控制；Body central control module: collect and control the state of the low-voltage power consumption part of the vehicle body, collect the state of the low-voltage power consumption part of the vehicle body through CAN3 and control it, and send the low-voltage power consumption of the vehicle body to the vehicle controller through CAN1 The fault information of the equipment part and accept the control of the vehicle controller;

蓄电池管理系统：采集电动汽车用动力电池各个单体的数据进行处理并通过CAN1发送给整车控制器通过CAN2发送给仪表；Battery management system: Collect the data of each single unit of power battery for electric vehicles for processing and send it to the vehicle controller through CAN1 and send it to the instrument through CAN2;

驾驶室显示系统：显示整车各部分的状态信息和故障信息、并实现后门监视视频和倒车视频的自动切换功能，通过3路CAN总线接收需要显示的信息，同时根据接收到的信息实现监视视频的自动切换；Cab display system: display the status information and fault information of each part of the vehicle, and realize the automatic switching function of the rear door monitoring video and the reversing video, receive the information to be displayed through the 3-way CAN bus, and realize the monitoring video according to the received information automatic switching;

充电机控制系统：控制充电电压和电流，通过总线接收充电电池的实时信息并根据电池的状态控制充电模式；Charger control system: control the charging voltage and current, receive real-time information of the rechargeable battery through the bus and control the charging mode according to the state of the battery;

调度控制系统：根据整车各部件的状态和电池的信息决定该汽车是否可以进行正常的载客运行。Scheduling control system: According to the status of each component of the vehicle and the information of the battery, it is determined whether the vehicle can carry out normal passenger operation.

根据本发明的另一个方面，提供了一种基于三路CAN总线的纯电动客车通信系统的通信方法，该通信系统包括多个控制器，与多个控制器相耦合的三路CAN总线CAN1、CAN2、CAN3，以及设置于总线CAN3的多个车身控制节点，该方法包括：According to another aspect of the present invention, a kind of communication method of the pure electric bus communication system based on three-way CAN bus is provided, and this communication system comprises a plurality of controllers, the three-way CAN bus CAN1 that is coupled with a plurality of controllers, CAN2, CAN3, and a plurality of vehicle body control nodes arranged on the bus CAN3, the method includes:

通过CAN1总线实现动力系统的控制信息的传输；The transmission of the control information of the power system is realized through the CAN1 bus;

通过CAN2总线实现动力电池单体电压数据的传输；Realize the transmission of power battery cell voltage data through CAN2 bus;

通过CAN3总线实现车身各部分的信息采集及控制。The information collection and control of each part of the vehicle body is realized through the CAN3 bus.

其中每个所述多个控制器根据传输的信息中所包含的ID信息从CAN总线上接收自己需要的信息和屏蔽自己不需要的信息。Each of the plurality of controllers receives the information it needs from the CAN bus and shields the information it does not need according to the ID information contained in the transmitted information.

本发明与现有技术(中国专利申请公开号为CN1649345A)的相比增加了两路CAN，其中一路为高速CAN(CAN2)，专门用于动力电池单体数据的传输；另一路CAN(CAN3)为低速CAN，主要用来实现车身各部分的信息采集及控制。Compared with the prior art (Chinese Patent Application Publication No. CN1649345A), the present invention adds two channels of CAN, one of which is a high-speed CAN (CAN2), which is specially used for the transmission of power battery monomer data; the other CAN (CAN3) It is a low-speed CAN, which is mainly used to realize information collection and control of various parts of the vehicle body.

与已公开的中国专利申请(CN1649345A)相比，本发明的有益效果是：Compared with the published Chinese patent application (CN1649345A), the beneficial effects of the present invention are:

1、增加了网络中的控制节点；1. Added control nodes in the network;

2、在没有增加CAN2之前所有的信息都通过CAN1传输，CAN1负载率为50％，增加CAN2以后CAN1负载率降低到20％左右，因此通过增加CAN2使动力系统控制总线的负载率大大降低；CAN1负载率降低，减少了信息冲突出现的几率，使总线上的“塞车”现象出现的可能大大降低，提高了通信的实时性，实时性提高，行车安全性也就相应得提高了，因此将CAN1变成动力控制系统专用总线，确保了控制的实时性，提高了电动汽车的行车安全性；2. Before CAN2 is added, all information is transmitted through CAN1, and the load rate of CAN1 is 50%. After adding CAN2, the load rate of CAN1 is reduced to about 20%. Therefore, by adding CAN2, the load rate of the power system control bus is greatly reduced; CAN1 The load rate is reduced, the probability of information conflict is reduced, the possibility of "traffic jam" on the bus is greatly reduced, and the real-time performance of communication is improved. The real-time performance is improved, and the driving safety is correspondingly improved. Therefore, the CAN1 Become a dedicated bus for the power control system, ensuring real-time control and improving the driving safety of electric vehicles;

3、将车身控制通过CAN3融入CAN网络，通过CAN总线对灯光、车门、空气悬架、拖板等设备进行控制，实现了一种总线对整车的各部件的控制，从而大大减少了车身上的线束。3. Integrate the body control into the CAN network through CAN3, and control the lights, doors, air suspension, pallets and other equipment through the CAN bus, realizing a bus to control the various components of the vehicle, thus greatly reducing the number of on-board harness.

4、采用该项技术借鉴SAE J1939制定了带有AMT的纯电动客车整车动力系统通信协议规范以及主要关键部件的通信内容和格式，满足电动车整车控制管理、故障诊断通信协议的要求。4. Use this technology to draw on SAE J1939 to formulate the pure electric bus power system communication protocol specification with AMT and the communication content and format of the main key components to meet the requirements of the electric vehicle control management and fault diagnosis communication protocol.

附图说明Description of drawings

下面结合附图和实施例对本发明作进一步说明。The present invention will be further described below in conjunction with drawings and embodiments.

图1是基于3路CAN总线的纯电动汽车控制系统网络拓扑结构；Figure 1 is the network topology of the pure electric vehicle control system based on the 3-way CAN bus;

图2是29标识符的分配；Figure 2 is the allocation of 29 identifiers;

图3是各ECU地址分配；Figure 3 is the address allocation of each ECU;

图4是各ECU输入输出信号格式定义。Figure 4 is the definition of each ECU input and output signal format.

具体实施方式Detailed ways

根据本发明的三路CAN总线设计完具有CAN接口硬件后，在软件程序设计中按照本协议规范进行通信程序设计。After the design of the three-way CAN bus according to the present invention has CAN interface hardware, the communication program design is carried out in accordance with this protocol specification in the software program design.

为了建立电动汽车整车的网络，实现电动汽车综合故障诊断功能，并为各个电控系统模块提供硬件试验平台，本发明在SAE J1939的基础上提供了一种基于三路CAN总线、依据适用于纯电动客车的通讯协议的纯电动客车通信系统。In order to establish a network of electric vehicles, realize the comprehensive fault diagnosis function of electric vehicles, and provide a hardware test platform for each electronic control system module, the present invention provides a three-way CAN bus on the basis of SAE J1939. The pure electric bus communication system of the communication protocol of the pure electric bus.

为了实现本发明的目的，本发明人首先出于下列要求：In order to realize the purpose of the present invention, the inventor at first for the following requirements:

1、通讯协议制定的原则：(1)先进性，制定的协议要尽量与国际接轨，参照国际SAEJ1939，在其基础上进行改进，并有自己的特色。原因主要是考虑到国外成熟的协议是经过实践检验的，借用它可以少走弯路。(2)指导性，制定的协议必须要考虑车辆的特性，指导整车和相关零部件相关控制技术的发展。(3)兼容性，制定的协议要适于各种车型，多种结构形式。(4)扩展性，制定的协议要便于以后升级发展，扩展的协议要兼容前面制定的协议。1. Principles for formulating the communication protocol: (1) Advanced nature. The protocol formulated should be in line with international standards as much as possible, refer to the international SAEJ1939, improve on the basis of it, and have its own characteristics. The main reason is that mature foreign agreements have been tested in practice, and borrowing them can avoid detours. (2) Guidance, the formulated agreement must consider the characteristics of the vehicle, and guide the development of related control technologies for the complete vehicle and related parts. (3) Compatibility. The protocol formulated should be suitable for various vehicle models and various structural forms. (4) Scalability, the established protocol should be easy to upgrade and develop in the future, and the extended protocol should be compatible with the previously formulated protocol.

2、网络中的ECU节点网络拓扑结构：网络拓扑结构如图1所示，CAN总线传输速率最好为250kbps和100kbps。2. ECU node network topology in the network: The network topology is shown in Figure 1, and the CAN bus transmission rate is preferably 250kbps and 100kbps.

3、通讯协议规定：电动汽车网络总线通讯协议主要参考SAEJ1939来制定，也就是在J1939的基础上制定出满足纯电动车辆控制需要的通讯协议。3. Communication protocol regulations: The electric vehicle network bus communication protocol is mainly formulated with reference to SAEJ1939, that is, a communication protocol that meets the needs of pure electric vehicle control is formulated on the basis of J1939.

基于上述的要求，本发明提供了一种基于三路CAN总线、依据适用于纯电动客车的通讯协议的纯电动客车通信系统，并实现了以下要求与效果：Based on the above-mentioned requirements, the present invention provides a pure electric bus communication system based on the three-way CAN bus, according to a communication protocol suitable for pure electric buses, and realizes the following requirements and effects:

1、物理层的规定：物理层的规定主要参考CAN2.0B和J1939的相关规定。1. Regulations on the physical layer: The regulations on the physical layer mainly refer to the relevant regulations of CAN2.0B and J1939.

(1)考虑到纯电动大客车的实际低压系统的实际电压，设计的ECU满足了电源电压18～36V；(1) Considering the actual voltage of the actual low-voltage system of pure electric buses, the designed ECU meets the power supply voltage of 18-36V;

(2)考虑到总线上的电气负担，最大ECU数为20；(2) Considering the electrical burden on the bus, the maximum number of ECUs is 20;

(3)传输介质：特征阻抗为120欧姆的屏蔽双绞线STP(阻燃0.5mm)；(3) Transmission medium: shielded twisted pair STP (flame retardant 0.5mm) with a characteristic impedance of 120 ohms;

(4)每个部件均有终端电阻(120Ω)，终端电阻采用支架安装，以便调整，同时终端电阻同网络线之间通过跳线相连，以便灵活搭配；(4) Each component has a terminal resistor (120Ω), and the terminal resistor is installed on a bracket for adjustment. At the same time, the terminal resistor is connected to the network cable through a jumper for flexible matching;

(5)位时间(bit time)：即每一位占用的时间。网络上所有节点的位时间必须设置为相同值。推荐位时间为4μS，对应的传输速率为250kbit/s，网络长度为40m；(5) Bit time (bit time): that is, the time occupied by each bit. The bit times of all nodes on the network must be set to the same value. The recommended bit time is 4μS, the corresponding transmission rate is 250kbit/s, and the network length is 40m;

(6)拓扑结构：网络的接线拓扑应该是一个尽量紧凑的线形结构。ECU接入总线主干网的电缆要尽可能短。为使驻波最小化，节点不能在网络上等间距接入，接入线也不能等长，且接入线的最大长度应小于1m；(6) Topological structure: The wiring topology of the network should be a linear structure as compact as possible. The cable connecting the ECU to the bus backbone should be as short as possible. In order to minimize standing waves, nodes cannot be connected at equal intervals on the network, and access lines cannot be of equal length, and the maximum length of access lines should be less than 1m;

(7)屏蔽终端：屏蔽终端是一点接地。(7) Shield terminal: The shield terminal is grounded at one point.

(8)电缆屏蔽层在车内连续导通，建议每个部件的网络插座有屏蔽层的接头，在部件内部，屏蔽层与部件控制机箱地可靠相连。(8) The cable shielding layer is continuously conducted in the vehicle. It is recommended that the network socket of each component has a connector for the shielding layer. Inside the component, the shielding layer is reliably connected to the ground of the component control chassis.

2、数据链路层的规定：数据链路层的规定主要参考CAN2.0B和J1939的相关规定。2. Regulations of the data link layer: The regulations of the data link layer mainly refer to the relevant regulations of CAN2.0B and J1939.

(1)使用CAN扩展帧的29位标识符并进行了重新定义。图2为29标识符的分配。其中，优先级为3位，可以有8个优先级；R一般固定为0；DP现固定为0；8位的PF为报文的代码；8位的PS为目标地址或组扩展；8位的SA为发送此报文的源地址；(1) Use the 29-bit identifier of the CAN extended frame and redefine it. Figure 2 shows the allocation of 29 identifiers. Among them, the priority is 3 bits, and there can be 8 priorities; R is generally fixed at 0; DP is now fixed at 0; 8-bit PF is the code of the message; 8-bit PS is the target address or group extension; 8-bit The SA is the source address of the message;

(2)节点的编址规则：如果J1939已有定义，则尽量使用J1939已定义的地址；具有多个功能的ECU，可以使用多个地址，也可以重新定义新的地址；新定义地址，应使用208～231这段属于公路用车的预留地址；(2) Node addressing rules: If J1939 has already been defined, try to use the address defined by J1939; ECU with multiple functions can use multiple addresses, or redefine new addresses; newly defined addresses should be Use the reserved address for road vehicles from 208 to 231;

(3)采用广播和单播相接合方式进行数据传输，单播报文主要用于解决相同功能节点的控制问题，其它情况下尽量使用广播报文；(3) Data transmission is carried out by combining broadcast and unicast. Unicast messages are mainly used to solve the control problem of nodes with the same function. In other cases, try to use broadcast messages;

(4)采用数据块编码和节点编码相接合的方式进行数据通信；(4) Data communication is carried out by combining data block coding and node coding;

(5)数据帧采用CRC校验；(5) The data frame adopts CRC check;

(6)总线错误严重时具有自动关闭功能。(6) When the bus error is serious, it has an automatic shutdown function.

3、应用层的规定：应用层的规定主要参考J1939的相关规定。3. Regulations of the application layer: The regulations of the application layer mainly refer to the relevant regulations of J1939.

(1)应用层定义了协议数据单元PDU的两种格式PDU1和PDU2；(1) The application layer defines two formats PDU1 and PDU2 of the protocol data unit PDU;

(2)采用PGN对数据块(参数组)进行编号，广播方式下，ECU根据PGN来识别数据块的内容；(2) Use PGN to number the data block (parameter group), and in the broadcast mode, the ECU identifies the content of the data block according to the PGN;

(3)采用周期发送和事件驱动的方式来发送数据；(3) Use periodic sending and event-driven methods to send data;

(4)定义新的参数组时，尽量将相同功能的参数、相同或相近刷新率的参数和属于同一个子系统内的参数放在同一个参数组中；同时，新的参数组既要充分利用8个字节的数据宽度，尽量将相关的参数放在同一个组内，又要考虑扩展性，预留一部分字节或位，以便将来进行修改；(4) When defining a new parameter group, try to put parameters with the same function, parameters with the same or similar refresh rate, and parameters belonging to the same subsystem in the same parameter group; at the same time, the new parameter group must make full use of 8-byte data width, try to put related parameters in the same group, and consider scalability, reserve some bytes or bits for future modification;

(5)修改J1939已定义的参数组时，不要对已定义的字节或位的定义进行修改；新增加的参数要与参数组中原有的参数相关，不要为了节省PGN的数量而将不相关的参数加入到已定义的PGN中；对于功能相近的ECU，可以在已定义的PGN中利用未定义部分来增加识别位，判断出ECU的功能，充分利用原来已定义的参数。(5) When modifying the parameter group defined by J1939, do not modify the definition of the defined byte or bit; the newly added parameters should be related to the original parameters in the parameter group, and do not make irrelevant parameters in order to save the number of PGN Add the parameters of the ECU to the defined PGN; for ECUs with similar functions, you can use the undefined part in the defined PGN to increase the identification bit, judge the function of the ECU, and make full use of the originally defined parameters.

4、ECU源地址分配4. ECU source address allocation

图3是纯电动汽车可能用到的ECU节点名称和分配的地址。其中整车控制器地址为新分配的地址，而电机控制器、电子节气门控制器、驾驶室显示器、ABS控制器和动力电池管理系统为原SAE J1939定义并已经分配了地址。Figure 3 shows the ECU node names and assigned addresses that may be used in pure electric vehicles. Among them, the vehicle controller address is the newly assigned address, while the motor controller, electronic throttle controller, cab display, ABS controller and power battery management system are defined by the original SAE J1939 and have been assigned addresses.

5、数据格式定义5. Data format definition

图4是纯电动客车各个ECU输入输出信号格式定义。Figure 4 is the definition of the input and output signal formats of each ECU of a pure electric bus.

6、各ECU参数组定义如下：6. Each ECU parameter group is defined as follows:

整车控制器#1：PVCU1参数组定义(两字节数据低字节在前，高字节在后；同一字节中高位在前；低位在后；本字节紧跟DLC后输出)参见表1。Vehicle controller #1: PVCU1 parameter group definition (low byte of two-byte data comes first, high byte follows; in the same byte, high byte comes first; low byte follows; this byte is output immediately after DLC) see Table 1.

表1 Table 1

整车控制器#1：PVCU2参数组定义，参见表2。Vehicle controller #1: PVCU2 parameter group definition, see Table 2.

表2 Table 2

电机控制器1#：MC1参数组定义，参见表3。Motor controller 1#: MC1 parameter group definition, see Table 3.

表3 table 3

电机控制器1#：MC2参数组定义，参见表4。Motor controller 1#: MC2 parameter group definition, see Table 4.

表4 Table 4

变速器ETC1参数组定义，参见表5。Refer to Table 5 for the definition of transmission ETC1 parameter group.

表5 table 5

变速器ETC2参数组定义，参见表6。Refer to Table 6 for the definition of transmission ETC2 parameter group.

表6Table 6

电池管理系统BMSC1_0参数组定义，参见表7。For the definition of the battery management system BMSC1_0 parameter group, see Table 7.

表7Table 7

电池管理系统BMSC1_1参数组定义，参见表8。Refer to Table 8 for the definition of the battery management system BMSC1_1 parameter group.

表8Table 8

电池管理系统BMSC2_DISPLAY_V1参数组定义，参见表9。For the definition of the battery management system BMSC2_DISPLAY_V1 parameter group, see Table 9.

表9Table 9

电池管理系统BMSC2_DISPLAY_V2参数组定义，参见表10。For the definition of the battery management system BMSC2_DISPLAY_V2 parameter group, see Table 10.

表10Table 10

电池管理系统BMSC2_DISPLAY_V25参数组定义，参见表11。For the definition of the battery management system BMSC2_DISPLAY_V25 parameter group, see Table 11.

表11Table 11

电池管理系统BMSC2_DISPLAY_T1参数组定义，参见表12。For the definition of BMSC2_DISPLAY_T1 parameter group of the battery management system, see Table 12.

表12Table 12

电池管理系统BMSC2_DISPLAY_T2参数组定义，参见表13。For the definition of the BMSC2_DISPLAY_T2 parameter group of the battery management system, see Table 13.

表13Table 13

电池管理系统BMSC2_Broadcast1参数组定义，参见表14。For the definition of the BMSC2_Broadcast1 parameter group of the battery management system, see Table 14.

表14Table 14

电池管理系统BMSC2_Broadcast2参数组定义，参见表15。For the definition of the BMSC2_Broadcast2 parameter group of the battery management system, see Table 15.

表15Table 15

电池管理系统BMSC2_CHARGE_1参数组定义，参见表16。For the definition of BMSC2_CHARGE_1 parameter group of the battery management system, see Table 16.

表16Table 16

电池管理系统BMSC2_CHARGE_2参数组定义，参见表17。For the definition of the BMSC2_CHARGE_2 parameter group of the battery management system, see Table 17.

表17Table 17

电池管理系统BMSC2_CHARGE_3参数组定义，参见表18。For the definition of BMSC2_CHARGE_3 parameter group of the battery management system, see Table 18.

表18Table 18

电池管理系统BMSC2_CHARGE_4参数组定义，参见表19。For the definition of BMSC2_CHARGE_4 parameter group of the battery management system, see Table 19.

表19Table 19

电池管理系统BMSC2_CHARGE_5参数组定义，参见表20。For the definition of BMSC2_CHARGE_5 parameter group of the battery management system, see Table 20.

表20Table 20

电池管理系统BMSC2_CHARGE_6参数组定义，参见表21。For the definition of BMSC2_CHARGE_6 parameter group of the battery management system, see Table 21.

表21Table 21

电动助力转向系统(EPS)参数组定义，参见表22。For the definition of electric power steering system (EPS) parameter group, see Table 22.

表22Table 22

故障代码对应表

注：逻辑1表示事件为真；逻辑0表示事件为假。Note: Alogic 1 indicates that the event is true; alogic 0 indicates that the event is false.

如图1所示，基于三路CAN总线的纯电动汽车控制系统包括：As shown in Figure 1, the pure electric vehicle control system based on the three-way CAN bus includes:

整车控制器：负责整车各个子控制器(网络上的其他节点)的协调工作，它相当于人体的大脑，其他子控制器(比如电动机控制器、AMT)要做的工作都受他的控制。Vehicle controller: Responsible for the coordination of each sub-controller (other nodes on the network) of the vehicle. It is equivalent to the brain of the human body. The work to be done by other sub-controllers (such as motor controllers, AMT) is controlled by him. control.

电机控制器：接受整车控制器的命令，对电机实现控制，并向整车控制器实时报告电机的状态。Motor controller: accept the command of the vehicle controller, control the motor, and report the status of the motor to the vehicle controller in real time.

AMT：根据司机的命令及电机状态和车速实现变速箱的自动换档功能。通过总线接收电机的状态信息，同时将变速箱的状态信息和车速通过总线发送给电机控制器、整车控制器、仪表。AMT: Realize the automatic shifting function of the gearbox according to the driver's command, the state of the motor and the speed of the vehicle. Receive the status information of the motor through the bus, and at the same time send the status information and vehicle speed of the gearbox to the motor controller, vehicle controller, and instrument through the bus.

ABS：防止在汽车刹车时发生侧滑。通过总线将自己的状态信息发送到整车控制器和仪表。ABS: Prevents skidding when the car brakes. Send its own status information to the vehicle controller and instrumentation through the bus.

EPS电动助力转向系统：在司机转方向盘时通过电机来为司机提供助力。通过总线将自己的状态发送到整车控制器和仪表。EPS electric power steering system: When the driver turns the steering wheel, the motor is used to provide assistance to the driver. Send its own status to the vehicle controller and instrumentation through the bus.

车身中央控制模块：采集整车车身低压用电部分(例如车等)的状态并对其控制。通过CAN3采集整车车身低压用电部分(例如车等)的状态并对其控制，通过CAN1向整车控制器发送整车低压用电设备部分的故障信息并接受整车控制器的控制。Body central control module: collect and control the state of the low-voltage power consumption parts of the vehicle body (such as the car, etc.). Collect and control the state of the low-voltage electrical parts of the vehicle body (such as vehicles, etc.) through CAN3, and send the fault information of the low-voltage electrical equipment part of the vehicle to the vehicle controller through CAN1 and accept the control of the vehicle controller.

蓄电池管理系统：采集电动汽车用动力电池各个单体的数据进行处理并通过CAN1发送给整车控制器通过CAN2发送给仪表。Battery management system: Collect the data of each single unit of the power battery for electric vehicles for processing and send it to the vehicle controller through CAN1 and send it to the instrument through CAN2.

驾驶室显示系统：显示整车各部分的状态信息和故障信息、并实现后门监视视频和倒车视频的自动切换功能。通过3路CAN总线接收需要显示的信息，同时根据接收到的信息实现监视视频的自动切换，例如在后门没有打开得情况下，当档位在前进挡且车速小于5Km/h时仪表显示屏自动切换到后门视频，以观看是否有下车乘客，并延时一定的时间后自动切换回显示主界面；在后门打开的那一刻仪表显示屏自动切换到后门视频，一直到后门关闭并且自动延时一定时间后关闭以查看后门乘客是否安全。Cab display system: display the status information and fault information of each part of the vehicle, and realize the automatic switching function of the rear door monitoring video and the reversing video. Receive the information to be displayed through the 3-way CAN bus, and realize the automatic switching of the monitoring video according to the received information. For example, when the rear door is not opened, when the gear is in the forward gear and the vehicle speed is less than 5Km/h Switch to the rear door video to see if there are passengers getting off, and automatically switch back to the main display interface after a certain time delay; the moment the rear door is opened, the instrument display automatically switches to the rear door video, until the rear door is closed and automatically delayed Close after a certain amount of time to see if the rear door passengers are safe.

充电机控制系统：控制充电电压和电流。通过总线接收充电电池的实时信息并根据电池的状态控制充电模式。Charger control system: control charging voltage and current. Receive real-time information of the rechargeable battery through the bus and control the charging mode according to the state of the battery.

调度控制系统：根据整车各部件的状态和电池的信息决定该汽车是否可以进行正常德载客运行。Scheduling control system: According to the status of each component of the vehicle and the information of the battery, it is determined whether the vehicle can carry out normal passenger-carrying operation.

图2为表示在SAE J1939协议中29位标识符的分配。图2中使用CAN扩展帧的29位标识符并进行了重新定义，以下为29标识符的分配表：其中，优先级为3位，可以有8个优先级；R一般固定为0；DP现固定为0；8位的PF为报文的代码；8位的PS为目标地址或组扩展；8位的SA为发送此报文的源地址；更进一步地，PRIORITY代表优先权，用于优化报文经总线传输的等待时间。R是保留位，由SAE保留，将来使用。DP表示数据页，用于区别参数组，参数组号首先填满第零页，然后再向第一页分配，目前均设置为0。PF表示协议数据单元格式，是一个8位场，它定义了两种协议数据格式：格式1和格式2，也用于决定向数据场分配参数组号。PS是协议数据单元特性，是一个8位场，根据协议数据单元格式定义，本场可能是目标地址或组扩展。如果协议数据单元格式场的值低于240，那么协议数据单元特性场是目标地址。如果协议数据单元格式场的值在240和255之间，那么协议数据单元特性场包括一个组扩展值。SA代表源地址，长度是8位。网络中的一个设备应该有一个给定的源地址。Figure 2 shows the allocation of 29-bit identifiers in the SAE J1939 protocol. In Figure 2, the 29-bit identifier of the CAN extended frame is used and redefined. The following is the allocation table of the 29 identifiers: Among them, the priority is 3 bits, and there can be 8 priorities; R is generally fixed at 0; DP is now Fixed to 0; 8-bit PF is the code of the message; 8-bit PS is the target address or group extension; 8-bit SA is the source address for sending this message; further, PRIORITY represents the priority and is used for optimization The waiting time for a message to be transmitted via the bus. R is a reserved bit, reserved by SAE for future use. DP represents a data page, which is used to distinguish parameter groups. The parameter group number first fills up the zeroth page, and then allocates it to the first page. Currently, it is set to 0. PF stands for protocol data unit format, which is an 8-bit field that defines two protocol data formats:format 1 andformat 2, and is also used to determine the allocation of parameter group numbers to data fields. PS is the characteristic of the protocol data unit, which is an 8-bit field. According to the format definition of the protocol data unit, this field may be the target address or group extension. If the value of the PDU Format field is lower than 240, then the PDU Characteristics field is the Destination Address. If the value of the PDU Format field is between 240 and 255, then the PDU Characteristics field includes a group extension value. SA represents the source address, and the length is 8 bits. A device in the network should have a given source address.

图3定义了CAN网络中各节点的SA、PF；Figure 3 defines the SA and PF of each node in the CAN network;

图4定义了本协议中各个参数的比例因子，量程及偏移量，信息的打包和解包都需要按着表中的规定进行。Figure 4 defines the scale factor, range and offset of each parameter in this protocol, and the packaging and unpacking of information need to be carried out according to the regulations in the table.

由上述看出：本发明与现有技术相比增加了两路CAN，其中一路为高速CAN(CAN2)，专门用于动力电池单体数据的传输；在没有增加CAN2之前所有的信息都通过CAN1传输，CAN1负载率为50％，增加CAN2以后CAN1负载率降低到20％左右，因此负载率大大降低。另一路CAN(CAN3)为低速CAN，主要用来实现车身各部分的信息采集及控制，通过将车身控制通过CAN3融入CAN网络，通过CAN总线对灯光、车门、空气悬架、拖板等设备进行控制，大大减少了车身上的线束。From the above, it can be seen that compared with the prior art, the present invention adds two channels of CAN, one of which is a high-speed CAN (CAN2), which is specially used for the transmission of power battery monomer data; before CAN2 is not added, all information passes through CAN1 For transmission, the load rate of CAN1 is 50%, and after adding CAN2, the load rate of CAN1 is reduced to about 20%, so the load rate is greatly reduced. The other CAN (CAN3) is a low-speed CAN, which is mainly used to realize the information collection and control of various parts of the body. By integrating the body control into the CAN network through CAN3, the lights, doors, air suspensions, pallets and other equipment can be controlled through the CAN bus. control, greatly reducing the wiring harness on the body.

本发明将CAN1变成动力控制系统专用总线，使得CAN1负载率降低，减少了信息冲突出现的几率，使总线上的“塞车”现象出现的可能大大降低，提高了通信的实时性，实时性提高，行车安全性也就相应得提高了。The present invention turns CAN1 into a dedicated bus for the power control system, so that the load rate of CAN1 is reduced, the probability of information conflicts is reduced, the possibility of "traffic jam" on the bus is greatly reduced, and the real-time performance of communication is improved. , driving safety will be improved accordingly.

与已公开专利相比，此专利的区别之处为：1、增加了网络中的控制节点；2、通过增加CAN2使动力系统控制总线的负载率大大降低，将CAN1变成动力控制系统专用总线，确保了控制的实时性，提高了电动汽车的行车安全性；3、将车身控制通过CAN3融入CAN网络，通过CAN总线对灯光、车门、空气悬架、拖板等设备进行控制，大大减少了车身上的线束。Compared with the published patent, the difference of this patent is: 1. Increase the control nodes in the network; 2. By adding CAN2, the load rate of the power system control bus is greatly reduced, and CAN1 becomes a power control system dedicated bus , which ensures the real-time control and improves the driving safety of electric vehicles; 3. The body control is integrated into the CAN network through CAN3, and the lights, doors, air suspensions, trailers and other equipment are controlled through the CAN bus, which greatly reduces Wiring harness on body.

下面通过附图说明本发明的流程：Illustrate flow process of the present invention below by accompanying drawing:

图1是基于3路CAN总线的纯电动汽车控制系统网络拓扑结构。Figure 1 is a pure electric vehicle control system network topology based on 3 CAN buses.

图1中整车控制器负责整车各个子控制器(网络上的其他节点)的协调工作，它相当于人体的大脑，其他子控制器(比如电动机控制器、AMT)要做的工作都受他的控制。电机控制器接受整车控制器的命令，对电机实现控制，并向整车控制器实时报告电机的状态。AMT根据司机的命令及电机状态和车速实现变速箱的自动换档功能。通过总线接收电机的状态信息，同时将变速箱的状态信息和车速通过总线发送给电机控制器、整车控制器、仪表。ABS防止在汽车刹车时发生侧滑。通过总线将自己的状态信息发送到整车控制器和仪表。EPS电动助力转向系统，在司机转方向盘时通过电机来为司机提供助力。通过总线将自己的状态发送到整车控制器和仪表。车身中央控制模块采集整车车身低压用电部分(例如车等)的状态并对其控制。通过CAN3采集整车车身低压用电部分(例如车等)的状态并对其控制，通过CAN1向整车控制器发送整车低压用电设备部分的故障信息并接受整车控制器的控制。蓄电池管理系统采集电动汽车用动力电池各个单体的数据进行处理并通过CAN1发送给整车控制器通过CAN2发送给仪表。驾驶室显示系统显示整车各部分的状态信息和故障信息、并实现后门监视视频和倒车视频的自动切换功能。通过3路CAN总线接收需要显示的信息，同时根据接收到的信息实现监视视频的自动切换，例如在后门没有打开的情况下，当档位在前进挡且车速小于5Km/h时仪表显示屏自动切换到后门视频，以观看是否有下车乘客，并延时一定的时间后自动切换回显示主界面；在后门打开的那一刻仪表显示屏自动切换到后门视频，一直到后门关闭并且自动延时一定时间后关闭以查看后门乘客是否安全。充电机控制系统控制充电电压和电流。通过总线接收充电电池的实时信息并根据电池的状态控制充电模式。调度控制系统根据整车各部件的状态和电池的信息决定该汽车是否可以进行正常的载客运行。In Figure 1, the vehicle controller is responsible for the coordination of each sub-controller (other nodes on the network) of the vehicle. It is equivalent to the brain of the human body, and the work to be done by other sub-controllers (such as the motor controller, AMT) is subject to his control. The motor controller accepts the command of the vehicle controller, controls the motor, and reports the state of the motor to the vehicle controller in real time. AMT realizes the automatic shifting function of the gearbox according to the driver's command, the state of the motor and the speed of the vehicle. Receive the status information of the motor through the bus, and at the same time send the status information and vehicle speed of the gearbox to the motor controller, vehicle controller, and instrument through the bus. ABS prevents the car from skidding when braking. Send its own status information to the vehicle controller and instrumentation through the bus. The EPS electric power steering system provides assistance to the driver through the motor when the driver turns the steering wheel. Send its own status to the vehicle controller and instrumentation through the bus. The central control module of the vehicle body collects and controls the status of the low-voltage power consumption parts of the vehicle body (such as the vehicle, etc.). Collect and control the state of the low-voltage electrical parts of the vehicle body (such as vehicles, etc.) through CAN3, and send the fault information of the low-voltage electrical equipment part of the vehicle to the vehicle controller through CAN1 and accept the control of the vehicle controller. The battery management system collects the data of each single unit of the power battery for electric vehicles for processing and sends it to the vehicle controller through CAN1 and sends it to the instrument through CAN2. The cab display system displays the status information and fault information of each part of the vehicle, and realizes the automatic switching function of the rear door monitoring video and the reversing video. Receive the information to be displayed through the 3-way CAN bus, and realize the automatic switching of the monitoring video according to the received information. For example, when the rear door is not opened, when the gear is in the forward gear and the vehicle speed is less than 5Km/h Switch to the rear door video to see if there are passengers getting off, and automatically switch back to the main display interface after a certain time delay; the moment the rear door is opened, the instrument display automatically switches to the rear door video, until the rear door is closed and automatically delayed Close after a certain amount of time to see if the rear door passengers are safe. The charger control system controls the charging voltage and current. Receive real-time information of the rechargeable battery through the bus and control the charging mode according to the state of the battery. The dispatching control system determines whether the vehicle can carry out normal passenger-carrying operation according to the status of each component of the vehicle and the information of the battery.

图1中整车控制器负责整车的控制工作，整车控制器通过CAN1、CAN2、CAN3将整车各个部件的信息接收过来，然后运用数据融合处理算法对信息进行分析处理，并根据处理结果制定汽车下一刻的运行控制策略，以数字信号的形式通过CAN总线发送到相应的子控制器，比如电机控制器，子控制器根据收到的命令通过执行机构执行。In Figure 1, the vehicle controller is responsible for the control of the vehicle. The vehicle controller receives the information of each component of the vehicle through CAN1, CAN2, and CAN3, and then uses the data fusion processing algorithm to analyze and process the information, and according to the processing results Formulate the operation control strategy for the next moment of the car, and send it to the corresponding sub-controller, such as the motor controller, in the form of digital signals through the CAN bus, and the sub-controller executes through the actuator according to the received command.

图1中电机控制器的工作方式基本上和整车控制器一样，只不过接收的信息比整车控制器少，它只从CAN1上接收自己需要的信息，同时将自己的状态信息发送到CAN1上，供需要的控制器从总线上接收。其它节点的工作方式和电机控制器一样。The working method of the motor controller in Figure 1 is basically the same as that of the vehicle controller, except that it receives less information than the vehicle controller. It only receives the information it needs from CAN1, and at the same time sends its own status information to CAN1 on, for the required controller to receive from the bus. The other nodes work in the same way as the motor controller.

图1中每个控制器有一个ID，它相当于人们的身份证号，它们向CAN总线上发送信息的同时，也把自己的ID附在上面，同时每一个CAN控制器里都有一个报文验收滤波器，通过设置它就可以从CAN总线上接收自己需要的信息和屏蔽自己不需要的信息。Each controller in Figure 1 has an ID, which is equivalent to people’s ID number. When they send information to the CAN bus, they also attach their own ID to it. At the same time, each CAN controller has a report Text acceptance filter, by setting it, you can receive the information you need from the CAN bus and shield the information you don't need.

下面以电机控制器为例说明信息的流程：The following takes the motor controller as an example to illustrate the flow of information:

首先电机控制器通过各种传感器得到电机的状态信息(比如：电机的转速、转矩等)，然后按照通讯协议规定的方式将电机的状态信息写到某个数据字节的某个位置，然后通过CAN控制器将报文(ID+数据字节)发送到CAN1总线上，总线上的每个控制器都可以接收电机控制器发送的报文，但是因为某些控制器不需要电机的信息，因此它们可以通过自己的CAN控制器里的验收滤波器将其屏蔽掉而不接收，而对于需要电机信息的控制器，他们就可以通过设置自己的报文验收滤波器接收电机控制器发送的报文(信息)。同时电机控制器也可以从CAN总线上接收自己需要的报文。图1箭头代表了信息流程，单箭头代表只从CAN总线上接收报文，而不向CAN总线上发送报文；双箭头代表既可以从总线上接收报文也可以向总线上发送报文。First, the motor controller obtains the state information of the motor (such as: motor speed, torque, etc.) Send the message (ID+data byte) to the CAN1 bus through the CAN controller, and each controller on the bus can receive the message sent by the motor controller, but because some controllers do not need the information of the motor, so They can block it without receiving it through the acceptance filter in their own CAN controller, and for the controllers that need motor information, they can receive the message sent by the motor controller by setting their own message acceptance filter (information). At the same time, the motor controller can also receive the messages it needs from the CAN bus. The arrows in Figure 1 represent the information flow. The single arrow represents only receiving messages from the CAN bus, but does not send messages to the CAN bus; the double arrows represent both receiving messages from the bus and sending messages to the bus.

如图1所示，整车控制器通过总线CAN1与电机控制器、AMT、ABS、EPS电动助力转向相连，整车控制器通过总线CAN1接收上述控制器传来的控制信息，这些控制信息包括电机控制器1#：MC2参数、电机控制器1#：MC2参数、变速器ETC1参数、变速器ETC2参数、电动助力转向系统(EPS)参数及ABS控制参数，并向上述控制器传递动力控制命令信息，这些控制命令信息包括整车控制器#1：PVCU1参数、整车控制器#1：PVCU2参数，同时，蓄电池管理系统通过总线CAN2与畜电池相连并通过总线CAN1与整车控制器相连，蓄电池这理系统接收通过总线CAN2传来的蓄电池电压信息、电池管理系统BMSC1_0参数及电池管理系统BMSC1_1参数，并通过总线CAN1向整车控制器传送。As shown in Figure 1, the vehicle controller is connected to the motor controller, AMT, ABS, and EPS electric power steering through the bus CAN1, and the vehicle controller receives the control information from the above-mentioned controllers through the bus CAN1.Controller 1#: MC2 parameters,motor controller 1#: MC2 parameters, transmission ETC1 parameters, transmission ETC2 parameters, electric power steering system (EPS) parameters and ABS control parameters, and transmit power control command information to the above controllers, these The control command information includes vehicle controller #1: PVCU1 parameters, vehicle controller #1: PVCU2 parameters, at the same time, the battery management system is connected to the animal battery through the bus CAN2 and connected to the vehicle controller through the bus CAN1, the battery management system The system receives the battery voltage information, battery management system BMSC1_0 parameters and battery management system BMSC1_1 parameters transmitted through the bus CAN2, and transmits them to the vehicle controller through the bus CAN1.

如图1所示，充电机控制系统通过总线CAN2与蓄电池相连并通过总线CAN1与整车控制器相连，充电机控制系统通过总线CAN1及总线CAN2实现与整车控制器之间的充电控制信息传递，这些信息包括整车控制器#1：PVCU1参数、电池管理系统BMSC1_0参数、电池管理系统BMSC1_1参数、电池管理系统BMSC2_Broadcast1参数、电池管理系统BMSC2_Broadcast2参数、电池管理系统BMSC2_CHARGE_1至BMSC2_CHARGE_6参数。车身中央控制模块通过总线CAN1与整车控制器相连并通过总线CAN3与各车身控制节点的传感器相连，车身中央控制模块接收总线CAN3传来的各车身控制节点的车身信息，并通过总线CAN1与整车控制器传递车身控制信息及车身控制命令。As shown in Figure 1, the charger control system is connected to the battery through the bus CAN2 and connected to the vehicle controller through the bus CAN1. The charger control system realizes the transmission of charging control information with the vehicle controller through the bus CAN1 and the bus CAN2. , These information include vehicle controller #1: PVCU1 parameters, battery management system BMSC1_0 parameters, battery management system BMSC1_1 parameters, battery management system BMSC2_Broadcast1 parameters, battery management system BMSC2_Broadcast2 parameters, battery management system BMSC2_CHARGE_1 to BMSC2_CHARGE_6 parameters. The central control module of the vehicle body is connected with the vehicle controller through the bus CAN1 and connected with the sensors of each vehicle body control node through the bus CAN3. The vehicle controller transmits vehicle body control information and vehicle body control commands.

如图1所示，驾驶室显示系统与总线CAN1、总线CAN2及总线CAN3连接，驾驶室显示系统接收通过总线CAN1、CAN2及CAN3传来的数据信息并显示，这些信息包括整车控制器#1：PVCU1参数、整车控制器#1：PVCU2参数、电机控制器1#：MC1参数、电机控制器1#：MC2参数、变速器ETC1参数、变速器ETC2参数、电池管理系统BMSC1_0参数、电池管理系统BMSC1_1参数、电池管理系统BMSC2_DISPLAY_V1参数、电池管理系统BMSC2_DISPLAY_V2参数、电池管理系统BMSC2_DISPLAY_V25参数、电池管理系统BMSC2_DISPLAY_T1参数、电池管理系统BMSC2_DISPLAY_T2参数，从而实现显示整车各部分的状态信息和故障信息、并实现后门监视视频和倒车视频的自动切换功能。As shown in Figure 1, the cab display system is connected to bus CAN1, bus CAN2, and bus CAN3. The cab display system receives and displays data information transmitted through bus CAN1, CAN2, and CAN3. These information include vehicle controller #1 : PVCU1 parameter, vehicle controller #1: PVCU2 parameter,motor controller 1#: MC1 parameter,motor controller 1#: MC2 parameter, transmission ETC1 parameter, transmission ETC2 parameter, battery management system BMSC1_0 parameter, battery management system BMSC1_1 Parameters, battery management system BMSC2_DISPLAY_V1 parameters, battery management system BMSC2_DISPLAY_V2 parameters, battery management system BMSC2_DISPLAY_V25 parameters, battery management system BMSC2_DISPLAY_T1 parameters, battery management system BMSC2_DISPLAY_T2 parameters, so as to realize the display of status information and fault information of each part of the vehicle, and realize back door monitoring Automatic switching function of video and reversing video.

电动客车在充电过程中，整车控制器根据充电机控制系统通过总线CAN1不断发来的电池管理系统BMSC1_0参数及电池管理系统BMSC1_1参数中的请求充电信息，控制充电机控制系统将外部电源向蓄电池充电，充电结束时，整车控制器根据充电机控制系统通过总线CAN1发来的电池管理系统BMSC1_0参数及电池管理系统BMSC1_1参数中的充电结束信息，控制充电控制器结束外部电源向蓄电池充电。During the charging process of the electric bus, the vehicle controller controls the charger control system to transfer the external power to the battery according to the battery management system BMSC1_0 parameters and the battery management system BMSC1_1 parameters continuously sent by the charger control system through the bus CAN1. Charging, at the end of charging, the vehicle controller controls the charging controller to end the external power supply to charge the battery according to the battery management system BMSC1_0 parameters sent by the charger control system through the bus CAN1 and the charging end information in the battery management system BMSC1_1 parameters.

本发明通过上面的实施例进行举例说明，但是，本发明并不限于这里所描述的特殊实例和实施方案。任何本领域中的技术人员很容易在不脱离分发明精神和范围的情况下进行进一步的改进和完善，因此分发明只受到本发明权利要求的内容和范围的限制，其意图涵盖所有包括在由附录权利要求所限定的本发明精神和范围内的备选方案和等同方案。The present invention is illustrated by the above examples, however, the invention is not limited to the particular examples and embodiments described herein. Any person skilled in the art can easily make further improvement and perfection without departing from the spirit and scope of the invention, so the invention is only limited by the content and scope of the claims of the present invention, and it is intended to cover all Alternatives and equivalents within the spirit and scope of the invention as defined by the appended claims.