An automotive network control system

Abstract

The present application provides a vehicle network control system, including a front-end controller, a back-end controller, a driving controller and a plurality of networked sensors; the front-end controller and the back-end controller both include a computing unit and a communication unit; the front-end controller is connected to the networked sensors arranged in a first area through its communication unit; the back-end controller is connected to the networked sensors arranged in a second area through its communication unit; the front-end controller and the back-end controller are connected in communication through the communication unit; the computing unit controls the vehicle according to the information received by the communication unit of the controller to which it belongs; the front-end controller and the back-end controller are connected to the driving controller through their communication units. The present application can save the length of the wiring of the whole vehicle by setting a regionalized controller, and at the same time, the communication unit and the computing unit in the controller are separated, thereby improving the stability of the system.

Description

Technical Field

[0001] This application relates to the field of electronic and electrical architectures, and particularly to an automotive network control system. Background Art

[0002] The Electrical / Electronic Architecture (EEA) integrates various software and hardware components in an automobile, such as sensors, central processors, wiring harness topologies, and electrical / electronic distribution systems, to realize the configuration and functions of the entire vehicle, as well as the operation, power, and energy distribution. The traditional distributed electrical / electronic architecture is difficult to carry the complex functions of automobiles, greatly affecting the user experience. Taking the traditional automotive supply chain as an example, vehicle manufacturers highly rely on the ECUs (Electronic Control Units, also known as "engine control units") provided by first-tier component suppliers. However, different ECUs come from different suppliers and have different embedded software and underlying codes. Moreover, the distributed electrical / electronic architecture causes a considerable amount of redundancy at the vehicle level, and vehicle manufacturers do not have the authority to maintain and update the ECUs.

[0003] As a global important supplier in the field of electronics and electricity, Delphi took the lead in introducing the concept of "functional domain" in the automotive industry to unify the construction of the vehicle's electrical / electronic architecture. As the name implies, the functional domain is divided according to functions, namely the so-called body and convenience systems, entertainment systems, chassis and safety systems, power systems, and assisted driving systems. The biggest problem with Delphi's "functional domain" is that the components within the same domain may be distributed around the vehicle, and communication needs to be carried out through the wiring harness that constantly shuttles between the vehicles. This greatly increases the difficulty and cost of wiring harness design, and also increases the vehicle weight. More importantly, the computing power of the controllers between different domains still cannot be shared to the greatest extent.

[0004] To address the deficiencies of the Delphi solution, Tesla Motors introduced the concept of "zone", such as the middle zone, left zone, and right zone, to replace the several major functional domains defined by the traditional Delphi, namely "body and convenience systems, entertainment systems, chassis and safety systems, power systems, and assisted driving systems". For example Figure 1As shown in the figure, taking Model 3 as an example, the central domain, left domain, and right domain are respectively implemented as the Central Computing Module (CCM), Left Body Control Module (BCM LH), and Right Body Control Module (BCM RH). Among them, the Central Computing Module integrates three parts: the Advanced Driving Assistant System (ADAS), In-Vehicle Infotainment (IVI), and vehicle-to-vehicle and vehicle-to-infrastructure communication. An X86 Linux system runs on this Central Computing Module, while the Left Body Control Module and the Right Body Control Module respectively integrate the remaining three major functions of the body and convenience systems, chassis and safety systems, and powertrain systems. The design of the electronic and electrical architecture of Model 3 can basically avoid the situation where a wire harness needs to span the entire vehicle body, but it has certain requirements for computing power. It is necessary to improve the computing power of the controller of a single "zone" to meet the high requirements of the vehicle for computing power.

[0005] However, neither the "functional domain" electronic and electrical architecture of Delphi, representing traditional automakers, nor the "zone" electronic and electrical architecture of Tesla, representing new forces, has achieved the networked deployment of the vehicle architecture. In their electronic and electrical architectures, only a small part of the architecture uses Ethernet for communication, and the Ethernet used has the disadvantages of few ports and small scale, resulting in a lack of communication quality assurance and certain limitations. Based on this, both of the above two electronic and electrical architectures have the following deficiencies:

[0006] The in-vehicle camera terminal has not been networked. The video data provided by the camera occupies more than 80% of the bandwidth of the in-vehicle communication network, and the processing of video data occupies more than 85% of the in-vehicle computing power. In the existing electronic and electrical architectures, coaxial cables are generally used for camera terminals, and data communication is achieved based on manufacturer-private protocol chips. The problems of this coaxial cable solution are as follows: the communication method is a private standard, and manufacturers cannot interoperate; the camera can only be connected point-to-point to the domain controller, resulting in the need for all cameras around the vehicle body to be connected to the central controller, causing a large cable length; the video data of the camera can only be provided to one domain controller and cannot be shared with other controllers, resulting in an increase in cost.

[0007] There is a lack of device redundancy design to ensure system functional safety. For example, in Tesla's "zone" solution, the Central Computing Module uses a serial circuit to share visual data, and the serial processing method increases the probability of system failure. Once the system fails, due to the lack of device redundancy, the Central Computing Module can no longer share visual data through the serial circuit, posing a certain safety hazard. Summary of the Invention

[0008] In view of this, the main object of the present application is to provide an automotive network control system. By setting up regionalized controllers, each of which is connected to the sensors within its regional scope, the length of the vehicle wiring can be saved. At the same time, the communication unit and the computing unit in the controller are separated, ensuring the independence of communication and computing and improving the stability of the system.

[0009] In a first aspect, the present application provides an automotive network control system, including a front-end controller, a rear-end controller, a driving controller, and a plurality of networked sensors;

[0010] Both the front-end controller and the rear-end controller include a computing unit and a communication unit;

[0011] The front-end controller is connected to the networked sensors disposed within the first regional scope through its communication unit;

[0012] The rear-end controller is connected to the networked sensors disposed within the second regional scope through its communication unit;

[0013] The front-end controller and the rear-end controller are communicatively connected through the communication unit;

[0014] The computing unit controls the vehicle according to the information received by the communication unit of its affiliated controller;

[0015] The front-end controller and the rear-end controller are connected to the driving controller through their communication units.

[0016] As described above, by setting up the front-end controller, the rear-end controller, and the driving controller to respectively undertake the regional access of the vehicle, each of which is connected to the sensors within its region, the length of the vehicle wiring is saved. And the communication unit and the computing unit in the controller are separated, ensuring the independence of communication and computing and improving the stability of the system. Among them, the front-end controller and the rear-end controller can also achieve information interaction through the communication unit to form control redundancy. Since the present application adopts a functionally integrated regionalized controller, it can be applied to different vehicle models and reduce the development cost of proprietary equipment for different vehicle models.

[0017] Optionally, the communication unit includes a Time-Sensitive Networking (TSN) switch module;

[0018] The networked sensors include an Ethernet camera supporting TSN.

[0019] As described above, by using a Time-Sensitive Network (TSN) switching module for communication, it supports the synchronous transmission of data from multiple sensors, reduces the computing latency of the computing unit. At the same time, this TSN switching module can also realize the real-time sharing of the information it receives, achieving information synchronization between the front-end controller and the back-end controller. Also, by using an Ethernet camera that supports the Time-Sensitive Network, it can not only achieve the openness of the communication protocol but also realize the synchronous imaging of multiple Ethernet cameras, reducing the latency of the computing unit for calculating video stream data.

[0020] Optionally, the communication units of the front-end controller and the back-end controller include CAN interfaces; the CAN interfaces of each communication unit of the front-end controller or the back-end controller are connected to the driving controller through a dual-redundant CAN bus.

[0021] As described above, the use of a dual-redundant CAN bus can achieve the reliability and stability when the front-end controller and the back-end controller communicate with the driving controller respectively.

[0022] Optionally, the communication units of the front-end controller and the back-end controller are connected to each other in a dual-link redundant manner.

[0023] Optionally, the communication units of the front-end controller and the back-end controller are connected to each other through a dual-redundant 10 Gigabit Ethernet.

[0024] As described above, the front-end controller and the back-end controller communicate with each other through a dual-redundant 10 Gigabit Ethernet to form network redundancy, ensuring the fast transmission of information, and the communication has higher reliability and lower latency characteristics.

[0025] Optionally, the communication units of the front-end controller and the back-end controller are connected to the networked sensors through Gigabit Ethernet.

[0026] As described above, the data collected by the networked sensors can be quickly transmitted to the connected controller through Gigabit Ethernet.

[0027] Optionally, the front-end controller and the back-end controller share the received information and some or all of the calculation results of the computing unit through the communication unit.

[0028] As described above, the communication units of the front-end controller and the back-end controller can share the received information with each other, and at the same time, some or all of the calculation results of the computing unit can also be shared with each other through the communication unit.

[0029] Optionally, the computing unit of the front-end controller and the computing unit of the back-end controller are redundant to each other.

[0030] Optionally, when a failure occurs in the computing unit of the front-end controller, the communication unit sends the information it receives to the communication unit of the back-end controller. The computing unit of the back-end controller takes over all or part of the functions of the computing unit of the front-end controller and prompts for the failure.

[0031] When a failure occurs in the computing unit of the back-end controller, the communication unit sends the information it receives to the communication unit of the front-end controller. The computing unit of the front-end controller takes over all or part of the functions of the computing unit of the back-end controller and prompts for the failure.

[0032] As described above, the front-end controller and the back-end controller can achieve mutual redundancy. When a failure occurs in the computing unit of any one of the controllers, due to the separate setting of the computing unit and the communication unit, the communication unit is not affected by this failure at this time. It can send the information it receives to the communication unit of the other controller, and the computing unit in the other controller takes over the calculation and control of the failed computing unit and gives a prompt. Thus, it is ensured that when a failure occurs, it will not have a major impact on the safety of the vehicle, and the safety and reliability of the system are guaranteed.

[0033] Optionally,

[0034] The driving controller is used to execute the safety control of the power, chassis and stability of the vehicle.

[0035] The front-end controller is used to calculate and execute the cockpit control and body control of the vehicle.

[0036] The back-end controller is used to calculate and execute the autonomous driving control of the vehicle.

[0037] As described above, based on the sensors and vehicle components connected to each controller, different control function configurations can be carried out. Among them, the driving controller is placed in the middle of the vehicle to execute the safety control of the power, chassis and stability of the vehicle, the front-end controller is placed in the front of the vehicle to execute the cockpit control and body control of the vehicle, and the back-end controller is placed in the rear of the vehicle to execute the autonomous driving control of the vehicle.

[0038] Optionally, when a failure occurs in the computing unit of the back-end controller and the computing unit of the front-end controller takes over the autonomous driving function of the computing unit of the back-end controller, according to the computing power, the full autonomous driving control is degraded to an emergency assisted driving control, and a prompt for manual driving is issued.

[0039] As described above, considering cost control, the computing unit of the front-end controller has relatively less computing power compared to that of the back-end controller. Therefore, when a failure occurs in the computing unit of the back-end controller, the computing unit of the front-end controller takes over its control function and performs control degradation according to its computing power to ensure basic safety control. For example, when the computing unit of the front-end controller takes over the autonomous driving control, it degrades the full autonomous driving control to emergency assisted driving control according to its computing power, executes basic obstacle avoidance, deceleration, etc. controls, and at the same time reminds the vehicle owner to switch to manual driving to ensure driving safety.

[0040] These and other aspects of the present application will become more clearly understood in the following description of the (one or more) embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Figure 1 is a framework diagram of an existing electronic and electrical architecture based on zone;

[0042] Figure 2 is a module diagram of an automotive network control system provided by an embodiment of the present application;

[0043] Figure 3 is a schematic diagram of an automotive network control architecture provided by an embodiment of the present application.

[0044] DESCRIPTION OF THE REFERENCE NUMERALS

[0045] Automotive network control system 1000; Front-end controller 1100; Back-end controller 1200; Driving controller 1300; Computing units 1101, 1201; Communication units 1102, 1202; Networked sensors 1401-1404;

[0046] Automotive network control architecture 2000; Front-end controller 2100; Back-end controller 2200; Driving controller 2300; Computing units 2101, 2201; TSN switching modules 2102, 2202; Networked cameras 2401-2405; Lockstep microprocessor 2301. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0047] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the following will clearly and completely describe the technical solutions in the embodiments of this application with reference to the accompanying drawings in the embodiments of this application. Obviously, the described embodiments are only a part rather than all of the embodiments of this application. The components of the embodiments of this application described and illustrated in the accompanying drawings here can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of this application that is required to be protected, but merely represents the selected embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative efforts fall within the scope of protection of this application.

[0048] The terms "first", "second", "third", etc. or terms such as module A, module B, module C, etc. in the description and claims are only used to distinguish similar objects and do not represent a specific order for the objects. Understandably, the specific order or sequence can be interchanged under permitted circumstances so that the embodiments of this application described here can be implemented in an order other than that illustrated or described here.

[0049] In the following description, the reference numerals of the steps involved, such as S110, S120, etc., do not necessarily mean that the steps will be executed in this order. Under permitted circumstances, the order of the front and back steps can be interchanged, or the steps can be executed simultaneously.

[0050] The term "comprising" used in the description and claims should not be construed as limited to the content listed thereafter; it does not exclude other elements or steps. Therefore, it should be interpreted as specifying the existence of the mentioned features, wholes, steps, or components, but does not exclude the existence or addition of one or more other features, wholes, steps, or components and their groups. Therefore, the expression "a device comprising device A and B" should not be limited to a device consisting only of components A and B.

[0051] The "one embodiment" or "embodiment" mentioned in this specification means that the specific features, structures, or characteristics described in combination with the embodiment are included in at least one embodiment of this application. Therefore, the phrases "in one embodiment" or "in an embodiment" that appear throughout this specification do not necessarily all refer to the same embodiment, but may refer to the same embodiment. In addition, in one or more embodiments, the various specific features, structures, or characteristics can be combined in any appropriate manner, as will be apparent to those of ordinary skill in the art from this disclosure.

[0052] Based on the prior art, the present application proposes an automotive network control system that adopts an Ethernet communication architecture based on time-sensitive characteristics to achieve real-time transmission of data and control instructions. By setting multiple controllers to access different sensors, regionalized control is realized, reducing the cable length required for wiring. The controllers can also achieve computing power and device redundancy through the Ethernet communication architecture to ensure the reliability of the system.

[0053] The following will describe the embodiments of the present application in detail with reference to the accompanying drawings.

[0054] As Figure 2 shown is a module diagram of an automotive network control system provided by an embodiment of the present application. The automotive network control system 1000 includes a front-end controller 1100, a rear-end controller 1200, a driving controller 1300, and a number of networked sensors 1401 - 1404.

[0055] Both the front-end controller 1100 and the rear-end controller 1200 include a computing unit 1101, 1201 and a communication unit 1102, 1202.

[0056] The front-end controller 1100 is connected to the networked sensors 1401, 1402 disposed within the first area range through its communication unit 1102.

[0057] The rear-end controller 1200 is connected to the networked sensors 1403, 1404 disposed within the second area range through its communication unit 1202.

[0058] The front-end controller 1100 and the rear-end controller 1200 are communicatively connected through the communication units 1102, 1202.

[0059] The computing units 1101, 1201 perform vehicle control based on the information received by the communication units 1102, 1202 of their respective controllers.

[0060] The front-end controller 1100 and the rear-end controller 1200 are connected to the driving controller 1300 through their communication units 1102, 1202.

[0061] In the embodiments of the present application, the communication units 1102, 1202 may specifically adopt a time-sensitive network (TSN) switch module.

[0062] Among them, the TSN switching modules of the communication unit 1102 and the communication unit 1202 can respectively connect the networked sensors 1401-1402 through Gigabit Ethernet. The TSN switching modules of the communication unit 1102 and the communication unit 1202 can be interconnected through dual-redundant 10 Gigabit Ethernet to ensure that the collected data information and the calculated control information can be quickly transmitted between the dual-redundant 10 Gigabit Ethernet. Moreover, computing power sharing and redundancy can be achieved through the dual-redundant 10 Gigabit Ethernet to ensure the stability and reliability of communication. The communication unit 1102 and the communication unit 1202 also include CAN interfaces and can connect various sensors supporting CAN bus communication through their CAN interfaces to achieve compatibility support for various sensors in existing vehicles. At the same time, the communication unit 1102 and the communication unit 1202 are also respectively connected to the driving controller 1300 through dual-redundant CAN buses.

[0063] Among them, the networked sensors 1401-1404 can be various sensors commonly used in vehicles, such as cameras, radars, etc. Through networked design, they can transmit the collected data to the TSN switching modules of the communication unit 1102 and the communication unit 1202 through Gigabit Ethernet. Further, an Ethernet camera supporting the time-sensitive network can be adopted to support multiple Ethernet cameras to perform synchronous shooting and synchronously transmit video stream data to the computing unit, reducing the computing delay of the computing unit.

[0064] In this embodiment, the front-end controller 1100, the back-end controller 1200, and the driving controller 1300 can implement different computing and control functions and have the ability of regional access. By connecting the sensors and control components close to them, the corresponding control functions can be respectively implemented, and at the same time, the cable length required for wiring can be reduced. For example, the driving controller 1300 can be used to execute the control of the power, chassis, and stability of the vehicle; the front-end controller 1100 can be used to calculate and execute the cockpit control and body control of the vehicle and provide emergency assisted driving control when the back-end controller 1200 fails; the back-end controller 1200 can be used to calculate and execute the autonomous driving control of the vehicle. At the same time, the back-end controller 1200 can also meet the requirements of calculating and executing the cockpit control and body control of the vehicle. Under normal circumstances, the cockpit control and body control are calculated and executed by the front-end controller 1100. When the front-end controller 1100 fails, part or all of the control of the cockpit control and body control can be switched to be provided by the back-end controller 1200 at this time.

[0065] Among them, the front-end controller 1100 and the back-end controller 1200 can achieve network redundancy through dual-redundant 10 Gigabit Ethernet. The TSN switching module is used for data sharing and sharing of calculation results. When any one of the two controllers fails, the other takes over the calculation and control of the failed controller and prompts the failure. For example, when the calculation unit of the front-end controller fails, the communication unit sends the information it receives to the communication unit of the back-end controller. The calculation unit of the back-end controller takes over part or all of the control of the cockpit control and body control and prompts the failure; when the calculation unit of the back-end controller fails, the communication unit sends the information it receives to the communication unit of the front-end controller. The calculation unit of the front-end controller takes over the autonomous driving control, and the control is degraded to emergency assisted driving control, performing basic obstacle avoidance, deceleration and other controls, and at the same time reminding the car owner of the control degradation and failure to switch to manual driving in time to ensure driving safety.

[0066] Such as Figure 3 As shown in the figure, it is a schematic diagram of an automotive network control architecture provided by an embodiment of the present application. The automotive network control architecture 2000 includes a front-end controller 2100 arranged at the front end inside the vehicle body, a back-end controller 2200 at the back end inside the vehicle body, and a driving controller 2300 at the middle position inside the vehicle body; the front-end controller 2100, the back-end controller 2200 and the driving controller 2300 form a ring network topology. Specifically, the front-end controller 2100 and the back-end controller 2200 are connected to each other through dual-redundant 10 Gigabit Ethernet, and the front-end controller 2100 and the back-end controller 2200 are respectively connected to the driving controller 2300 through dual-redundant CAN buses;

[0067] The front-end controller 2100 and the back-end controller 2200 can be connected to the time-sensitive network-enabled network cameras 2401-2405 or other networked sensors around the vehicle body through Gigabit Ethernet, and can also be connected to various sensors or control components that support CAN bus communication through CAN buses, so as to achieve compatibility with all sensors and control components required for the vehicle.

[0068] In this embodiment, the front-end controller 2100 includes a computing unit 2101 and a TSN switching module 2102. The computing unit 2101 can adopt a multi-core processor (MPSOC) supporting 3D rendering. The TSN switching module 2102 is provided with an Ethernet interface and a CAN interface to achieve regional access based on the front end of the vehicle body. By adopting a separate computing unit 2101 and TSN switching module 2102, communication and computing can be ensured not to affect each other. When the computing unit 2101 fails, the communication of the TSN switching module 2102 can still be normal. At the same time, the TSN switching module 2102 can share the received video data, other sensor data, and computing results for processing by the back-end controller 2200;

[0069] Similarly, the back-end controller 2200 also includes a computing unit 2201 and a TSN switching module 2202. The computing unit 2201 can adopt a multi-core processor (MPSOC) supporting AI acceleration. The TSN switching module 2202 is also provided with an Ethernet interface and a CAN interface to achieve regional access based on the rear end of the vehicle body. By adopting a separate computing unit 2201 and TSN switching module 2202, communication and computing can be ensured not to affect each other. When the computing unit 2201 fails, the communication of the TSN switching module 2202 can still be normal. At the same time, the TSN switching module 2202 can share the received video data, other sensor data, and computing results for processing by the front-end controller 2100;

[0070] The driving controller 2300 includes a lockstep microprocessor 2301. At the same time, the driving controller 2300 also has a CAN interface and a LIN interface to achieve regional access based on the middle part of the vehicle body.

[0071] In this embodiment, the front-end controller 2100, back-end controller 2200, and driving controller 2300 can be functionally configured according to the functional areas of the vehicle. For example, the front-end controller 2100 can be configured to implement vehicle cockpit control and body control, and provide emergency assisted driving control when the back-end controller 2200 fails; the back-end controller 2200 can be configured to implement vehicle autonomous driving control, and provide partial or all control of cockpit control and body control when the front-end controller 2100 fails; the driving controller 2300 can be configured to implement control of vehicle power, chassis, or stability. Taking the transmission and processing process of data collected by the network cameras 2401-2405 around the vehicle body as an example, specifically,

[0072] The network cameras 2401-2403 located at the front end of the vehicle body can be connected to the TSN switching module 2102 of the front-end controller 2100 through Gigabit Ethernet. The network cameras 2404-2405 located at the rear end of the vehicle body can be connected to the TSN switching module 2202 of the rear-end controller 2200 through Gigabit Ethernet. The TSN switching module 2102 and the TSN switching module 2202 can multicast and share the received video data through dual-redundant 10 Gigabit Ethernet and send it to the computing unit 2101 and the computing unit 2012 for calculation;

[0073] Based on the received video data of the network cameras, the computing unit 2101 in the front-end controller 2100 can perform calculations to generate surround video images and reverse images for cockpit control and vehicle body control, and share them with the rear-end controller 2200 through the TSN switching module 2102. The computing unit 2201 in the rear-end controller 2200 can perform calculations based on the video data of the network cameras and the images calculated and generated by the front-end controller 2100 to achieve AI vision analysis and surround data fusion for autonomous driving control;

[0074] Among them, the computing unit 2101 of the front-end controller 2100 only needs the video data of four cameras to calculate and generate surround video images and reverse images. The computing unit of the rear-end controller 2200 needs the video data of five cameras for visual AI analysis and surround data fusion. Therefore, by interacting and sharing the video data through the TSN switching module 2102 and the TSN switching module 2202, the layout cost of the cameras can be saved.

[0075] The driving controller 2300 can receive the data of sensors related to vehicle power, chassis or stability connected to it, and share it with the front-end controller 2100 or the rear-end controller 2200 through a dual-redundant CAN bus. At the same time, it can also perform relevant controls on vehicle power, chassis or stability according to the control instructions of the front-end controller 2100 or the rear-end controller 2200.

[0076] In addition, the computing unit 2101 of the front-end controller 2100 and the computing unit 2201 of the back-end controller 2200 can also be redundant to each other. When any one of the computing units fails, the other computing unit can take over the computing and control of the failed computing unit and prompt the failure. For example, when the computing unit 2101 of the front-end controller 2100 fails, it will not cause the vehicle to be uncontrollable. Its cockpit control and body control will be taken over by the computing unit 2201 of the back-end controller 2200, and an alarm sound will be issued to prompt the vehicle owner that maintenance is required. When the computing unit 2201 of the back-end controller 2200 fails, its autonomous driving control will be taken over by the computing unit 2101 of the front-end controller 2100 and the function will be degraded to emergency assisted driving control, performing basic obstacle avoidance, deceleration, etc. control, prompting the vehicle owner to switch to manual driving, and issuing an alarm sound to prompt the vehicle owner that maintenance is required.

[0077] In summary, the automotive network control system or automotive network control architecture provided by the embodiments of the present application has the following advantages compared with the existing electronic and electrical architecture:

[0078] By adopting the most open Ethernet architecture, it supports the network transmission of cameras, and the video data has high reliability and low latency characteristics;

[0079] It is beneficial for different vehicle models to adopt a unified architecture, reducing the development of proprietary equipment;

[0080] It provides end-to-end time-sensitive characteristics and is relatively independent (time division independent), ensuring the real-time and reliability of data processing;

[0081] It adopts a dual-redundant 10 Gigabit Ethernet network redundancy, supports device redundancy, and allows the system to be used in a degraded mode;

[0082] The front-end controller or the back-end controller separates data communication and data processing, improving the reliability of the system. At the same time, the controller can equally access various sensors, acting as a regional controller, effectively reducing the total cable length.

[0083] Note that the above is only the preferred embodiment of the present application and the technical principles applied. Those skilled in the art will understand that the present application is not limited to the specific embodiments described here. Various obvious changes, re-adjustments, and substitutions can be made by those skilled in the art without departing from the protection scope of the present application. Therefore, although the present application has been described in more detail through the above embodiments, the present application is not limited to the above embodiments. Without departing from the concept of the present application, more other equivalent embodiments can be included, all of which belong to the protection scope of the present application.

Claims

1. An automotive network control system, characterized in that, It includes a front-end controller, a back-end controller, a driving controller and several networked sensors; The front-end controller and the back-end controller both include a computing unit and a communication unit; The front-end controller is connected to the networked sensors arranged within the first area through its communication unit; The back-end controller is connected to the networked sensors deployed within the second area through its communication unit; The communication units of the front-end controller and the back-end controller are connected to each other via dual redundant 10 Gigabit Ethernet; The computing unit performs vehicle control based on information received by the communication unit of the controller to which it belongs; The front-end controller and the rear-end controller are connected to the travel controller via their communication units; The front-end controller and the back-end controller share the received information and part or all of the calculation results of the calculation unit through the communication unit, and the calculation unit of the front-end controller and the calculation unit of the back-end controller are redundant with each other.

2. The system according to claim 1, wherein The communication unit includes a time-sensitive network TSN switching module; The networked sensor includes an Ethernet camera supporting TSN.

3. The system according to claim 1, characterized in that The communication units of the front-end controller and the back-end controller include CAN interfaces; the CAN interfaces of the communication units of the front-end controller or the back-end controller are connected to the driving controller via a dual redundant CAN bus.

4. The system according to claim 1, wherein The communication units of the front-end controller and the back-end controller are connected to the networked sensors via Gigabit Ethernet.

5. The system according to claim 1, characterized in that When the computing unit of the front-end controller fails, the communication unit sends the received information to the communication unit of the back-end controller, and the computing unit of the back-end controller takes over all or part of the functions of the computing unit of the front-end controller and prompts the failure; When the computing unit of the back-end controller fails, the communication unit sends the received information to the communication unit of the front-end controller, and the computing unit of the front-end controller takes over all or part of the functions of the computing unit of the back-end controller and prompts the failure.

6. The system according to any one of claims 1 to 5, characterized in that: The driving controller is used to perform safety control on the power, chassis and stability of the vehicle; The front-end controller is used to calculate and execute cockpit control and body control of the vehicle; The back-end controller is used to calculate and execute automatic driving control of the vehicle.

7. The system according to claim 6, wherein When the computing unit of the back-end controller fails and the computing unit of the front-end controller takes over the automatic driving function of the computing unit of the back-end controller, the fully automatic driving control is downgraded to emergency assisted driving control according to the computing power, and a prompt for manual driving is issued.

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