Automobile network topology based on domain centralized architecture and application method and equipment

Abstract

The invention discloses an automobile network topology based on a domain centralized architecture and an application method and equipment, and relates to the technical field of automobile design and manufacture, the automobile network topology comprises an automobile body domain controller, a power domain controller, an intelligent driving domain controller and a cabin domain controller, the CAN of the automobile network topology comprises a diagnosis CAN, a power CAN, a chassis CAN, an automobile body CAN, an information CAN and a fuel CAN, and each domain controller comprises a plurality of ECUs as child nodes. The power domain controller and the child node ECU of the power domain controller are mounted on the power CAN; the intelligent driving domain controller and the child node ECU of the intelligent driving domain controller are mounted on the chassis CAN. According to different platform vehicle model architectures of pure electricity, hybrid power and fuel oil, only topological cutting is needed, the topological structure does not need to be changed, and generalization and serialization of parts can be achieved.

Description

Technical Field

[0001] This application relates to the field of automotive design and manufacturing technology, specifically to an automotive network topology and application method and equipment based on a domain-centralized architecture. Background Technology

[0002] Currently, the common approach to automotive network topology is to apply hybrid technology to existing new energy vehicles, integrating the hybrid system with the vehicle's network topology. This ensures compatibility with existing platform products while fully leveraging the advantages of the hybrid system. However, this distributed architecture results in a large number of ECUs (Electronic Control Units), high costs, and low reliability. Furthermore, the topologies for fuel, hybrid, and electric vehicles cannot be implemented through tailoring; topology changes are required. Additionally, it prevents the implementation of over-the-air (OTA) updates and connected vehicle functionality.

[0003] Therefore, designing an electronic and electrical architecture network topology that is compatible with pure electric, hybrid, and gasoline-powered product platforms has become an urgent problem to be solved. Summary of the Invention

[0004] This application provides a vehicle network topology and application method and device based on a domain-centralized architecture. For different platform vehicle architectures such as pure electric, hybrid and fuel vehicles, it can be implemented by simply cutting the topology without changing the topology structure, and can realize the generalization and serialization of parts.

[0005] In a first aspect, embodiments of this application provide a vehicle network topology based on a domain-centralized architecture. The vehicle network topology based on a domain-centralized architecture includes a body domain controller, a powertrain domain controller, an intelligent driving domain controller, and a cockpit domain controller. The body domain controller implements a gateway function, and the CAN of the vehicle network topology includes diagnostic CAN, powertrain CAN, chassis CAN, body CAN, information CAN, and fuel CAN. Each domain controller includes multiple ECUs as sub-nodes.

[0006] In conjunction with the first aspect, in one implementation method, The power domain controller and its sub-node ECUs are mounted on the power CAN bus. The intelligent driving domain controller and its sub-node ECUs are mounted on the chassis CAN bus. The cockpit domain controller and its sub-node ECUs are mounted on the vehicle's CAN bus.

[0007] In conjunction with the first aspect, in one implementation method, The vehicle domain controller integrates some or all of the following modules: BCM body controller module, PEPS keyless entry module, AC air conditioning controller module, CGW gateway module, and TPMS tire pressure control module. The cockpit domain controller integrates some or all of the following modules: ICM instrument cluster module, IVI audio-visual entertainment module, 360-degree surround view module, DMS driver monitoring module, and AVAS low-speed alarm module. The power domain controller integrates some or all of the following modules: VCU vehicle controller module, TMS thermal management module, BMS battery management module, PDU high-voltage power distribution module, DCDC DC power supply module, and OBC on-board charger module.

[0008] In conjunction with the first aspect, in one implementation method, The diagnostic CAN achieves internal and external network isolation of the vehicle through a gateway; The power CAN is a new energy CAN, and the power domain controller is also used as the core controller of the power domain to control and coordinate other controllers. The intelligent driving domain controller connects to both the chassis CAN and the power domain controller, enabling the vehicle's power, braking, and steering control to be achieved on the same CAN channel without going through a gateway. The information CAN is a T-BOX CAN, used to realize network connectivity through a gateway. The network connectivity functions include data upload, OTA upgrade, remote monitoring, remote control, remote diagnostics, and remote calibration. The fuel CAN includes an engine controller, a transmission controller, and a shift lever controller, which are used to implement the functions of fuel vehicles. For hybrid vehicles, the power domain controller controls the engine through a gateway. The vehicle CAN bus is equipped with a vehicle domain controller and a cockpit domain controller, and also includes an electric sliding door controller and a wireless charging controller.

[0009] In conjunction with the first aspect, in one implementation, for a pure electric vehicle, the CAN network topology includes diagnostic CAN, powertrain CAN, information CAN, chassis CAN, and body CAN.

[0010] In conjunction with the first aspect, in one implementation, for a fuel-powered vehicle, the CAN network topology includes a diagnostic CAN, a fuel CAN, an information CAN, a chassis CAN, and a body CAN.

[0011] In conjunction with the first aspect, in one implementation, for hybrid vehicles, the CAN network topology includes diagnostic CAN, powertrain CAN, fuel CAN, information CAN, chassis CAN, and body CAN.

[0012] Secondly, embodiments of this application provide a method for applying an automotive network topology, implemented based on the aforementioned automotive network topology, characterized in that the method for applying the automotive network topology includes: Based on the current vehicle type: For pure electric vehicles, the current vehicle's network topology is constructed using diagnostic CAN, powertrain CAN, information CAN, chassis CAN, and body CAN. If it is a gasoline-powered vehicle, the network topology of the current vehicle is constructed by using the diagnostic CAN, fuel CAN, information CAN, chassis CAN, and body CAN. For hybrid vehicles, the current vehicle's network topology is constructed using the diagnostic CAN, powertrain CAN, fuel CAN, information CAN, chassis CAN, and body CAN.

[0013] In conjunction with the second aspect, in one implementation method, The hybrid vehicle includes a body domain controller, a power domain controller, an intelligent driving domain controller, and a cockpit domain controller; The fuel-powered vehicle includes a body domain controller, a power domain controller, an intelligent driving domain controller, and a cockpit domain controller; The pure electric vehicle includes a body domain controller, an intelligent driving domain controller, and a cockpit domain controller.

[0014] Thirdly, embodiments of this application provide an application device for automotive network topology, the application device for automotive network topology including a processor, a memory, and an application program for automotive network topology stored in the memory and executable by the processor, wherein when the application program for automotive network topology is executed by the processor, the steps of the above-described application method for automotive network topology are implemented.

[0015] The beneficial effects of the technical solutions provided in this application include: By integrating multiple distributed controllers using a domain controller, the number of controllers increases, the number of ECUs decreases, the overall vehicle cost decreases, and the overall vehicle reliability is improved. Furthermore, topology conversion between fuel, hybrid, and electric vehicles can be achieved directly through customization. A single topology structure can meet the needs of pure electric, fuel, and hybrid vehicle models, resulting in high versatility. At the same time, over-the-air (OTA) updates, remote control, remote diagnostics, remote flashing, and remote data acquisition can be achieved through a remote information processor. This can significantly reduce the number of controllers, lower the overall vehicle cost, improve vehicle performance, and shorten the development cycle. For different platform vehicle architectures of pure electric, hybrid, and fuel vehicles, only topology customization is required, without changing the topology structure, enabling the standardization and serialization of components. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the automotive network topology based on a domain-centralized architecture, as described in this application. Figure 2 This is a network topology diagram for a pure electric vehicle. Figure 3 This is a network topology diagram for gasoline-powered vehicles. Figure 4 This is a network topology diagram for a hybrid vehicle. Figure 5 This is a schematic diagram of the hardware structure of the application equipment for automotive network topology. Detailed Implementation

[0017] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present application.

[0018] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0019] Firstly, this application provides a vehicle network topology based on a domain-centralized architecture. It integrates multiple distributed controllers using a domain controller, which increases controller functionality, reduces the number of ECUs, lowers overall vehicle costs, and improves overall vehicle reliability. Furthermore, it directly enables topology conversion between fuel, hybrid, and electric vehicle models through tailoring. One topology structure meets the needs of pure electric, fuel, and hybrid vehicle models, exhibiting high versatility. At the same time, it can realize network connectivity functions such as OTA, remote control, remote diagnostics, remote flashing, and remote data acquisition through a remote information processor.

[0020] In one embodiment, reference is made to Figure 1 , Figure 1 This is a schematic diagram of the automotive network topology based on a domain-centralized architecture, as described in this application. Figure 1 As shown, the automotive network topology based on a domain-centralized architecture includes a body domain controller, a powertrain domain controller, a driving domain controller, and a cockpit domain controller. The body domain controller implements gateway functions, and the CAN bus of the automotive network topology includes diagnostic CAN, powertrain CAN, chassis CAN, body CAN, information CAN, and fuel CAN. Each domain controller includes multiple ECUs as child nodes. CAN stands for Controller Area Network.

[0021] Specifically, the automotive network topology scheme of this application includes four domain controllers: body domain controller, powertrain domain controller, intelligent driving domain controller, and cockpit domain controller. Among them, the body domain controller implements the gateway function and has a total of six CAN channels: Diagnostic CAN (DLCCAN), Powertrain CAN (PCAN), Chassis CAN (CCAN), Body CAN (BCAN), Information CAN (ACAN), and Fuel CAN (FCAN). ECU1 to ECUn are the sub-nodes of each domain controller.

[0022] In this application, the power domain controller and its sub-node ECUs are mounted on the power CAN bus; the intelligent driving domain controller and its sub-node ECUs are mounted on the chassis CAN bus; the cockpit domain controller and its sub-node ECUs are mounted on the body CAN bus. The T-BOX (telematics processor) is mounted on the information CAN bus.

[0023] Specifically, the power CAN bus is equipped with a power domain controller and multiple ECUs, the chassis CAN bus is equipped with an intelligent driving domain controller and multiple ECUs, the information CAN bus is equipped with a T-BOX, the fuel CAN bus is equipped with an engine controller and multiple ECUs, and the body CAN bus is equipped with a cockpit domain controller and multiple ECUs.

[0024] In this application, the body domain controller integrates some or all of the following modules: BCM body controller module, PEPS keyless entry module, AC air conditioning controller module, CGW gateway module, and TPMS tire pressure control module; the cockpit domain controller integrates some or all of the following modules: ICM instrument cluster module, IVI audio-visual entertainment module, 360 surround view module, DMS driver monitoring module, and AVAS low-speed alarm module; and the powertrain domain controller integrates some or all of the following modules: VCU vehicle controller module, TMS thermal management module, BMS battery management module, PDU high-voltage power distribution module, DCDC DC power supply module, and OBC on-board charger module.

[0025] Specifically, the integration type and quantity of the specific modules in each domain controller can be determined according to the overall vehicle configuration. The integration principle is to integrate as many standard and optional configurations as possible. The number and quantity of ECU1~ECUn sub-nodes vary depending on the vehicle model.

[0026] In this application, the diagnostic CAN achieves internal and external network isolation of the vehicle through a gateway; the power CAN is a new energy CAN, and the power domain controller is also used as the core controller of the power domain to control and coordinate other controllers; the intelligent driving domain controller connects the chassis CAN and the power domain controller, and can realize the power, braking and steering control of the vehicle on the same CAN without going through a gateway; the information CAN is a T-BOX CAN, used to realize the networking function through a gateway, and the networking function includes data upload, OTA upgrade, remote monitoring, remote control, remote diagnostics and remote calibration; the fuel CAN includes an engine controller, a transmission controller and a shift lever controller, used to realize the functions of fuel vehicles. For hybrid vehicles, the power domain controller realizes the control of the engine through a gateway; the body CAN is equipped with a body domain controller and a cockpit domain controller, and the body CAN also includes an electric sliding door controller and a wireless charging controller.

[0027] Specifically, the diagnostic CAN achieves isolation between the vehicle interior and exterior via a gateway (i.e., the body domain controller), meeting information security regulations. The powertrain CAN is a new energy CAN; in addition to integrating the aforementioned functional modules, the powertrain domain controller also serves as the core controller of the powertrain domain, controlling and coordinating other functional modules. The intelligent driving domain controller connects both the chassis CAN and the powertrain domain controller, enabling power, braking, and steering control of the vehicle on the same CAN bus without requiring a gateway.

[0028] The information CAN is a T-BOX CAN, which, through a gateway, enables connected functions such as data upload, OTA upgrades, remote monitoring, remote control, remote diagnostics, and remote calibration. The fuel CAN includes controllers for the engine, transmission, and gear shift lever, used to implement functions for gasoline vehicles. For hybrid vehicles, the power domain controller can control the engine through a gateway. The body CAN houses the body domain controller and cockpit domain controller, and also includes controllers for features such as electric sliding door controllers and wireless charging.

[0029] See Figure 2 As shown, for pure electric vehicles, the CAN network topology includes diagnostic CAN, powertrain CAN, information CAN, chassis CAN, and body CAN. That is, for pure electric vehicles, it is implemented by tailoring five CAN channels: diagnostic CAN, powertrain CAN, information CAN, chassis CAN, and body CAN.

[0030] See Figure 3 As shown, for gasoline-powered vehicles, the CAN network topology includes diagnostic CAN, fuel CAN, information CAN, chassis CAN, and body CAN. That is, for gasoline-powered vehicles, it is implemented by tailoring five CAN channels: diagnostic CAN, fuel CAN, information CAN, chassis CAN, and body CAN.

[0031] See Figure 4 As shown, for hybrid vehicles, the CAN network topology includes diagnostic CAN, powertrain CAN, fuel CAN, information CAN, chassis CAN, and body CAN. That is, for hybrid vehicles, it is implemented by tailoring six CAN channels: diagnostic CAN, powertrain CAN, fuel CAN, information CAN, chassis CAN, and body CAN. Therefore, through the domain-centralized architecture-based automotive network topology design described in this application, a single topology and communication matrix can simultaneously meet the requirements of three vehicle types, achieving generalization and standardization.

[0032] The vehicle network topology based on a domain-centralized architecture in this application embodiment integrates multiple distributed controllers using a domain controller. This increases controller functionality, reduces the number of ECUs, lowers overall vehicle costs, and improves overall vehicle reliability. Furthermore, it directly achieves topology conversion between fuel, hybrid, and electric vehicle models through customization. A single topology structure meets the needs of pure electric, fuel, and hybrid vehicle models, demonstrating high versatility. Simultaneously, it enables network connectivity functions such as OTA, remote control, remote diagnostics, remote flashing, and remote data acquisition through a remote information processor. This significantly reduces the number of controllers, lowers overall vehicle costs, improves vehicle performance, and shortens the development cycle. For different platform vehicle architectures of pure electric, hybrid, and fuel vehicles, only topology customization is required without changing the overall topology structure, enabling component standardization and serialization.

[0033] Secondly, this application also provides an application method for an automotive network topology, implemented based on the aforementioned automotive network topology. This automotive network topology includes a body domain controller, a powertrain domain controller, a driving domain controller, and a cockpit domain controller. The body domain controller implements a gateway function, and the CAN bus of the automotive network topology includes diagnostic CAN, powertrain CAN, chassis CAN, body CAN, information CAN, and fuel CAN. Each domain controller includes multiple ECUs as child nodes.

[0034] The powertrain domain controller and its sub-node ECUs are mounted on the powertrain CAN bus; the intelligent driving domain controller and its sub-node ECUs are mounted on the chassis CAN bus; the cockpit domain controller and its sub-node ECUs are mounted on the body CAN bus. The body domain controller integrates some or all of the following modules: BCM body controller module, PEPS keyless entry module, AC air conditioning controller module, CGW gateway module, and TPMS tire pressure control module; the cockpit domain controller integrates some or all of the following modules: ICM instrument cluster module, IVI audio-visual entertainment module, 360-degree surround view module, DMS driver monitoring module, and AVAS low-speed alarm module; the powertrain domain controller integrates some or all of the following modules: VCU vehicle controller module, TMS thermal management module, BMS battery management module, PDU high-voltage power distribution module, DCDC DC power supply module, and OBC on-board charger module.

[0035] The diagnostic CAN achieves network isolation between the vehicle's internal and external networks through a gateway. The powertrain CAN is a new energy CAN, and the powertrain domain controller also serves as the core controller of the powertrain domain, controlling and coordinating other controllers. The intelligent driving domain controller connects both the chassis CAN and the powertrain domain controller, enabling power, braking, and steering control of the vehicle on the same CAN bus without needing a gateway. The information CAN is a T-BOX CAN, used to achieve network connectivity functions through a gateway, including data upload, OTA upgrades, remote monitoring, remote control, remote diagnostics, and remote calibration. The fuel CAN includes an engine controller, transmission controller, and shift lever controller, used to implement functions for fuel-powered vehicles. For hybrid vehicles, the powertrain domain controller controls the engine through a gateway. The body CAN is equipped with a body domain controller and a cockpit domain controller, and also includes an electric sliding door controller and a wireless charging controller. For pure electric vehicles, the CAN network topology includes diagnostic CAN, powertrain CAN, information CAN, chassis CAN, and body CAN. For fuel-powered vehicles, the CAN network topology includes diagnostic CAN, fuel CAN, information CAN, chassis CAN, and body CAN. For hybrid vehicles, the CAN network topology includes diagnostic CAN, powertrain CAN, fuel CAN, information CAN, chassis CAN, and body CAN.

[0036] In one embodiment, the method for applying the vehicle network topology of this application includes: Based on the current vehicle type: For pure electric vehicles, the current vehicle's network topology is constructed using diagnostic CAN, powertrain CAN, information CAN, chassis CAN, and body CAN. If it is a gasoline-powered vehicle, the network topology of the current vehicle is constructed by using the diagnostic CAN, fuel CAN, information CAN, chassis CAN, and body CAN. For hybrid vehicles, the current vehicle's network topology is constructed using the diagnostic CAN, powertrain CAN, fuel CAN, information CAN, chassis CAN, and body CAN.

[0037] Specifically, for pure electric vehicles, the network topology consists of five CAN buses: diagnostic CAN, powertrain CAN, information CAN, chassis CAN, and body CAN. For gasoline vehicles, the network topology consists of five CAN buses: diagnostic CAN, fuel CAN, information CAN, chassis CAN, and body CAN. For hybrid vehicles, the network topology consists of six CAN buses: diagnostic CAN, powertrain CAN, fuel CAN, information CAN, chassis CAN, and body CAN.

[0038] In this application, hybrid vehicles include a body domain controller, a power domain controller, an intelligent driving domain controller, and a cockpit domain controller; gasoline vehicles include a body domain controller, a power domain controller, an intelligent driving domain controller, and a cockpit domain controller; and pure electric vehicles include a body domain controller, an intelligent driving domain controller, and a cockpit domain controller.

[0039] Thirdly, embodiments of this application provide an application device for automotive network topology. The application device for automotive network topology can be a personal computer (PC), a laptop computer, a server, or other devices with data processing capabilities.

[0040] Reference Figure 5 , Figure 5 This is a schematic diagram of the hardware structure of the application device for the automotive network topology involved in the embodiments of this application. In the embodiments of this application, the application device for the automotive network topology may include a processor, memory, communication interface, and communication bus.

[0041] The communication bus can be of any type and is used to interconnect the processor, memory, and communication interface.

[0042] Communication interfaces include input / output (I / O) interfaces, physical interfaces, and logical interfaces used for interconnecting internal devices of application equipment to implement automotive network topologies, as well as interfaces used for interconnecting application equipment implementing automotive network topologies with other devices (such as other computing devices or user equipment). Physical interfaces can be Ethernet interfaces, fiber optic interfaces, ATM interfaces, etc.; user equipment can be displays, keyboards, etc.

[0043] Memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0044] The processor can be a general-purpose processor, which can call the application program of the vehicle network topology stored in the memory and execute the application method of the vehicle network topology provided in the embodiments of this application. For example, the general-purpose processor can be a central processing unit (CPU). The method executed when the application program of the vehicle network topology is called can be referred to the various embodiments of the application method of the vehicle network topology of this application, which will not be repeated here.

[0045] Those skilled in the art will understand that Figure 5 The hardware structure shown does not constitute a limitation of this application and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0046] The terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus. The terms "first," "second," and "third," etc., are used to distinguish different objects, etc., and do not indicate a sequence, nor do they limit "first," "second," and "third" to different types.

[0047] In the description of the embodiments of this application, terms such as "exemplary," "for example," or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplary," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a concrete manner.

[0048] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0049] In some processes described in the embodiments of this application, multiple operations or steps are included in a specific order. However, it should be understood that these operations or steps may not be executed in the order they appear in the embodiments of this application, or they may be executed in parallel. The sequence number of the operation is only used to distinguish different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed sequentially or in parallel, and these operations or steps may be combined.

[0050] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device to execute the methods described in the various embodiments of this application.

[0051] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A vehicle network topology based on a domain-centralized architecture, characterized in that, The vehicle network topology based on a domain-centralized architecture includes a body domain controller, a powertrain domain controller, a driving domain controller, and a cockpit domain controller. The body domain controller implements the gateway function, and the CAN of the vehicle network topology includes diagnostic CAN, powertrain CAN, chassis CAN, body CAN, information CAN, and fuel CAN. Each domain controller includes multiple ECUs as sub-nodes.

2. The automotive network topology based on a domain-centralized architecture as described in claim 1, characterized in that: The power domain controller and its sub-node ECUs are mounted on the power CAN bus. The intelligent driving domain controller and its sub-node ECUs are mounted on the chassis CAN bus. The cockpit domain controller and its sub-node ECUs are mounted on the vehicle's CAN bus.

3. The automotive network topology based on a domain-centralized architecture as described in claim 1, characterized in that: The vehicle domain controller integrates some or all of the following modules: BCM body controller module, PEPS keyless entry module, AC air conditioning controller module, CGW gateway module, and TPMS tire pressure control module. The cockpit domain controller integrates some or all of the following modules: ICM instrument cluster module, IVI audio-visual entertainment module, 360-degree surround view module, DMS driver monitoring module, and AVAS low-speed alarm module. The power domain controller integrates some or all of the following modules: VCU vehicle controller module, TMS thermal management module, BMS battery management module, PDU high-voltage power distribution module, DCDC DC power supply module, and OBC on-board charger module.

4. The automotive network topology based on a domain-centralized architecture as described in claim 1, characterized in that: The diagnostic CAN achieves internal and external network isolation of the vehicle through a gateway; The power CAN is a new energy CAN, and the power domain controller is also used as the core controller of the power domain to control and coordinate other controllers. The intelligent driving domain controller connects to both the chassis CAN and the power domain controller, enabling the vehicle's power, braking, and steering control to be achieved on the same CAN channel without going through a gateway. The information CAN is a T-BOX CAN, used to realize network connectivity through a gateway. The network connectivity functions include data upload, OTA upgrade, remote monitoring, remote control, remote diagnostics, and remote calibration. The fuel CAN includes an engine controller, a transmission controller, and a shift lever controller, which are used to implement the functions of fuel vehicles. For hybrid vehicles, the power domain controller controls the engine through a gateway. The vehicle CAN bus is equipped with a vehicle domain controller and a cockpit domain controller, and also includes an electric sliding door controller and a wireless charging controller.

5. The automotive network topology based on a domain-centralized architecture as described in claim 1, characterized in that: For pure electric vehicles, the CAN network topology includes diagnostic CAN, powertrain CAN, information CAN, chassis CAN, and body CAN.

6. The automotive network topology based on a domain-centralized architecture as described in claim 1, characterized in that: For gasoline-powered vehicles, the CAN network topology includes diagnostic CAN, fuel CAN, information CAN, chassis CAN, and body CAN.

7. The automotive network topology based on a domain-centralized architecture as described in claim 1, characterized in that: For hybrid vehicles, the CAN network topology includes diagnostic CAN, powertrain CAN, fuel CAN, information CAN, chassis CAN, and body CAN.

8. A method for applying an automotive network topology, implemented based on the automotive network topology according to any one of claims 1 to 7, characterized in that, The application methods of the aforementioned automotive network topology include: Based on the current vehicle type: For pure electric vehicles, the current vehicle's network topology is constructed using diagnostic CAN, powertrain CAN, information CAN, chassis CAN, and body CAN. If it is a gasoline-powered vehicle, the network topology of the current vehicle is constructed by using the diagnostic CAN, fuel CAN, information CAN, chassis CAN, and body CAN. For hybrid vehicles, the current vehicle's network topology is constructed using the diagnostic CAN, powertrain CAN, fuel CAN, information CAN, chassis CAN, and body CAN.

9. The application method of an automotive network topology as described in claim 8, characterized in that: The hybrid vehicle includes a body domain controller, a power domain controller, an intelligent driving domain controller, and a cockpit domain controller; The fuel-powered vehicle includes a body domain controller, a power domain controller, an intelligent driving domain controller, and a cockpit domain controller; The pure electric vehicle includes a body domain controller, an intelligent driving domain controller, and a cockpit domain controller.

10. An application device for automotive network topology, characterized in that, The application device for the vehicle network topology includes a processor, a memory, and an application program for the vehicle network topology stored in the memory and executable by the processor, wherein when the application program for the vehicle network topology is executed by the processor, it implements the steps of the application method for the vehicle network topology as described in claim 8 or 9.

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