Novel photoelectric automobile communication sensing architecture and method

Abstract

The invention provides a novel photoelectric automobile communication sensing architecture and method, and relates to the technical field of data transmission, and the architecture comprises a switch, a vehicle domain and an optical splitter. The switch is in communication connection with each vehicle domain through optical fibers to form a backbone network; the vehicle domains are in communication connection one by one according to a chain structure, and each vehicle domain is in communication connection with upstream and downstream nodes through two optical fiber communication links; the vehicle domain is in communication connection with each functional module through the optical splitter; the optical splitter is used for decomposing one path of optical fiber backbone network signals sent by the vehicle domain into multiple paths of optical branch signals, or combining the multiple paths of optical branch signals into one path of optical fiber backbone network signals; and the vehicle domain communicates or senses with each functional module through each path of optical branch signal. Through the integrated novel photoelectric automobile communication sensing architecture, the communication or sensing rate, the reliability and the high expandability are improved.

Description

Technical Field

[0001] The present invention relates to the field of data transmission technology, and in particular to a novel optoelectronic automobile communication perception architecture and method. Background Art

[0002] Optoelectronic vehicles are intelligent vehicles that utilize fiber optic technology extensively across various automotive systems. By integrating fiber optic communications, fiber optic sensing, optical computing, and optical energy transfer, they enable efficient, intelligent, and safe vehicle operation. Optoelectronic vehicles not only improve data transmission efficiency but also enhance the vehicle's sensing and computing capabilities, making them particularly suitable for applications such as autonomous driving and the Internet of Vehicles. As fiber optic technology matures, optoelectronic vehicles will gradually replace traditional electrical systems and become a crucial component of future intelligent transportation systems.

[0003] The importance of optoelectronic vehicles lies in their ability to leverage the low latency, large bandwidth, and high reliability of optical fiber to meet the high-precision sensing, real-time communication, and powerful computing capabilities required by intelligent connected vehicles. They effectively address the challenges of insufficient data transmission bandwidth and low sensing accuracy in traditional electrical systems, thereby improving the performance of autonomous driving, connected vehicles, and onboard intelligent control systems. The development of optoelectronic vehicles will promote the widespread adoption of green and low-carbon transportation, improve energy efficiency, reduce the risk of traffic accidents, and facilitate the realization of intelligent and automated transportation systems.

[0004] However, the current application of optical fiber communication and sensing in optoelectronic vehicles is not yet mature, and cannot be effectively expanded when faced with large amounts of sensor data. As a result, optical fiber is only partially used for communication in the vehicle, and an integrated communication network cannot be formed. This reduces the communication efficiency of optoelectronic vehicles and increases the communication complexity and cost of optoelectronic vehicles. Summary of the Invention

[0005] In order to solve the technical problem that the current optoelectronic vehicle application of optical fiber communication and sensing is still immature and cannot be effectively expanded when faced with large amounts of sensor data, resulting in only partial use of optical fiber for communication in the vehicle and failure to form an integrated communication network, thereby reducing the communication efficiency of the optoelectronic vehicle and increasing the communication complexity and communication cost of the optoelectronic vehicle, the present invention provides a new optoelectronic vehicle communication perception architecture and method.

[0006] The technical solutions provided by the embodiments of the present invention are as follows:

[0007] First aspect:

[0008] An embodiment of the present invention provides a novel optoelectronic vehicle communication perception architecture, comprising: a switch, a vehicle domain, and an optical splitter;

[0009] The switch is connected to each vehicle domain through optical fiber to form a backbone network;

[0010] Each vehicle domain is connected to each other one by one in a chain structure, and each vehicle domain is connected to the upstream and downstream nodes through two optical fiber communication links;

[0011] The vehicle domain communicates with each functional module through an optical splitter;

[0012] The optical splitter is used to decompose one optical fiber backbone network signal emitted from the vehicle domain into multiple optical branch signals, or to combine multiple optical branch signals into one optical fiber backbone network signal;

[0013] The vehicle domain communicates with each functional module through various optical branch signals.

[0014] Second aspect:

[0015] An embodiment of the present invention provides a novel optoelectronic vehicle communication perception method, which is applied to the novel optoelectronic vehicle communication perception architecture of the first aspect, including:

[0016] S1: Collect the split branch signal of any functional module through the distributed optical fiber sensor array;

[0017] S2: Separate the split optical branch signals through a wavelength selector to obtain optical branch signals of different wavelengths;

[0018] S3: Converts optical branch signals of different wavelengths into electrical signals representing real-time data of functional modules through optical detectors;

[0019] S4: Monitor and control the optoelectronic vehicle based on electrical signals, and complete communication and perception between various functional modules.

[0020] The beneficial effects brought about by the technical solution provided by the embodiment of the present invention include at least:

[0021] In an embodiment of the present invention, this novel optoelectronic automotive communication and sensing architecture utilizes a fiber optic backbone network and optical splitter technology to achieve efficient, low-latency communication and sensing between various functional modules in the vehicle. Unlike traditional fiber optic communication or sensing systems, this solution uses an optical splitter to decompose a single fiber optic signal into multiple branch signals or to combine multiple signals into a single backbone signal. This reduces the complexity and cost of the communication link, effectively processes large amounts of sensor data, and enables real-time monitoring and control. This improves the scalability, reliability, and efficiency of the optoelectronic automotive communication network and reduces the complexity of the communication and sensing processes. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0023] Figure 1 A schematic diagram of the structure of a novel optoelectronic vehicle communication perception architecture provided by an embodiment of the present invention;

[0024] Figure 2 A schematic diagram of a structure of light splitting and combining based on a light splitter provided in an embodiment of the present invention;

[0025] Figure 3 A schematic diagram of the structure of a time division multiple access technology provided by an embodiment of the present invention;

[0026] Figure 4 A schematic diagram of the structure of a wavelength division multiple access technology provided by an embodiment of the present invention;

[0027] Figure 5 A schematic structural diagram of an optical sensing architecture for an optoelectronic vehicle provided by an embodiment of the present invention;

[0028] Figure 6 A schematic flow chart of a novel optoelectronic vehicle communication sensing method provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0029] The technical solution of the present invention is described below in conjunction with the accompanying drawings.

[0030] In the embodiments of the present invention, words such as "exemplarily" and "for example" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as an "exemplary" in the present invention should not be interpreted as being preferred or advantageous over other embodiments or designs. Rather, the use of the word "exemplary" is intended to present concepts in a concrete manner. Furthermore, in the embodiments of the present invention, "and / or" can mean both or either of the two.

[0031] In order to make the technical problems, technical solutions and advantages to be solved by the present invention clearer, a detailed description will be given below with reference to the accompanying drawings and specific embodiments.

[0032] Reference Manual Figure 1 , showing a structural diagram of a new optoelectronic automobile communication perception architecture provided by an embodiment of the present invention.

[0033] Figure 1The figure shows a schematic diagram of the backbone network structure provided by an embodiment of the present invention. In this structure, the switch is located at the center of the network and is responsible for connecting various vehicle domains. Each vehicle domain (such as the intelligent driving domain, power domain, chassis domain, body domain and cockpit domain) is connected to the switch through an optical splitter (splitter). Each vehicle domain decomposes or merges the optical signal through the splitter, so that data can be effectively transmitted in the optical fiber network and a large amount of data transmission can be processed. This structure utilizes optical fiber communication technology and realizes efficient signal transmission through optical splitters and switches, ensuring that communication between various vehicle domains can be carried out efficiently and reliably. The backbone network design of the entire system enables signals to be transmitted efficiently and reduce interference. It also has good scalability and can support more sensors and functional modules.

[0034] It's important to note that this new optoelectronic automotive communication and perception architecture connects various vehicle domains—including the intelligent driving, powertrain, chassis, body, and cabin—through a central switch. Each vehicle domain is connected to the switch via an optical splitter, which splits or combines optical signals to enable efficient data transmission across the fiber optic network. Leveraging fiber optic communication technology, this architecture supports large-scale data transmission while minimizing interference, ensuring efficient and reliable communication between different vehicle domains. Furthermore, the system's design is highly scalable, allowing for the easy addition of additional sensors and functional modules to support the perception and communication needs of the entire vehicle.

[0035] Reference Manual Figure 2 , shows a structural schematic diagram of an optical splitting and combining path formed based on a splitter provided by an embodiment of the present invention.

[0036] Figure 2 The diagram shows the structure of optical splitting and combining based on optical splitters. As can be seen in the figure, the optical splitter divides the input optical signal into multiple sub-signals through multi-level splitting. Each level of optical splitter distributes the signal to multiple output ports, so that the original optical signal is gradually decomposed into multiple different optical paths. The left side of the figure shows the combining process of multiple optical signals. Ultimately, these different optical signals can be combined at the receiving end through an optical combiner (which aggregates the split optical signals). The 128 is marked as an example in the figure, which means that the number of branches of the optical splitter can reach 128, which can support the distribution and merging of a larger number of optical signals. This structure uses optical splitters and combiners to achieve efficient signal distribution and aggregation, and is suitable for signal transmission in optoelectronic communication architectures, especially in communications between multiple functional modules. This method of splitting and combining improves the flexibility and scalability of the system and effectively supports the parallel transmission of a large number of signals.

[0037] An embodiment of the present invention provides a novel optoelectronic automotive communication perception architecture, comprising: a switch, a vehicle domain, and an optical splitter. The switch is connected to each vehicle domain through optical fiber to form a backbone network. Each vehicle domain is connected to each other in a chain structure, and each vehicle domain is connected to the upstream and downstream nodes through two optical fiber communication links. The vehicle domain is connected to each functional module through an optical splitter. The optical splitter is used to decompose a fiber optic backbone network signal emitted by the vehicle domain into multiple optical branch signals, or to merge multiple optical branch signals into one fiber optic backbone network signal. The vehicle domain communicates with each functional module through each optical branch signal.

[0038] Switches are used to forward data packets or optical signals between different vehicle domains and other communication units, thus performing signal exchange. Vehicle domains refer to the different functional areas within a vehicle, such as the intelligent driving domain, power domain, and chassis domain, each responsible for a specific function. Optical splitters are used to decompose a single fiber optic signal into multiple signals or combine multiple signals into a single fiber optic signal. The fiber optic communication network at the core of the fiber optic backbone carries data transmission throughout the vehicle. Optical branch signals are decomposed by the optical splitter, and each optical branch signal is transmitted via optical fiber to different functional modules.

[0039] Specifically, this new optoelectronic vehicle communication perception architecture establishes an efficient and flexible in-vehicle communication system by adopting a combination of switches, splitters and optical fiber backbone networks. The switch connects each vehicle domain through multiple parallel optical fibers (two can be used) to form a stable backbone network, and connects each vehicle domain through a chain structure, ensuring the redundancy and reliability of communication. In the event of a single-line failure, the backup line can be synchronously enabled to improve the fault tolerance of the communication system. The optical splitter decomposes the optical signal into multiple optical branch signals, or merges multiple signals into one optical fiber backbone network signal to achieve flexible signal scheduling and distribution. Through this architecture, the vehicle can communicate efficiently with different functional modules through each optical branch signal, significantly improving the efficiency of data transmission and reducing the bandwidth and latency issues of traditional cables and wireless networks. This architecture improves the scalability, reliability and cost-effectiveness of the in-vehicle communication system.

[0040] In an embodiment of the present invention, this novel optoelectronic automotive communication and perception architecture utilizes a fiber optic backbone network and optical splitter technology to achieve efficient, low-latency communication between various functional modules in the vehicle. Unlike traditional fiber optic communication systems, this solution uses an optical splitter to decompose a single fiber optic signal into multiple branch signals, or to combine multiple signals into a single backbone signal. This reduces the complexity and cost of the communication link, effectively processes large amounts of sensor data, and enables real-time monitoring and control. This improves the scalability, reliability, and efficiency of the optoelectronic automotive communication network while reducing communication complexity.

[0041] In one possible implementation, the vehicle domain includes: an intelligent driving domain, a control domain, a chassis domain, a power domain, a body domain, and a cockpit domain.

[0042] The intelligent driving domain is primarily responsible for the autonomous driving system, encompassing sensor data processing, vehicle perception, decision-making, and path planning, ensuring the vehicle can operate autonomously without human intervention. The control domain manages and coordinates the entire vehicle's control system, handling interactions between different subsystems (such as the powertrain and chassis), ensuring the proper functioning of each functional module, and performing fault diagnosis and emergency response. The chassis domain encompasses the vehicle's chassis system, including the control and monitoring of components such as the suspension, steering, brakes, and tires, ensuring vehicle stability and comfort. The power domain, associated with the vehicle's powertrain, is primarily responsible for the management and control of the battery, engine, motor, and charging system, providing the necessary propulsion power and ensuring safe and efficient operation of the powertrain. The body domain encompasses various vehicle body systems, such as doors, windows, seats, power windows, and lights, ensuring comfort, convenience, and exterior vehicle safety. The cabin domain primarily encompasses the vehicle's interior and cockpit functions, including seat adjustment, air conditioning, infotainment, and driver assistance systems, ensuring a comfortable riding experience and driving environment.

[0043] These vehicle domains are interconnected through different communication systems (fiber optic networks) to ensure that each system works together efficiently, thereby improving the intelligence, reliability and safety of the entire vehicle.

[0044] In a possible implementation, the functional modules include: a temperature monitoring module, a stress monitoring module, a rotation speed monitoring module, and a task execution module.

[0045] Functional modules are independent units within the vehicle that perform specific tasks. Each module is responsible for monitoring and executing specific functions. The temperature monitoring module monitors real-time temperature changes in various vehicle components or systems, such as the engine, power battery, and control system. This helps promptly detect overheating and other problems, ensuring the safe operation of vehicle systems. The stress monitoring module monitors the stress and strain experienced by the vehicle structure and key components (such as the chassis and body) during use. This module can detect potential fatigue damage or structural problems, facilitating timely maintenance or repair. The speed monitoring module monitors speed changes in internal vehicle components such as the engine, motor, and wheels. It helps ensure the proper operation of the powertrain, prevents damage caused by excessively high or low speeds, and optimizes vehicle performance. The task execution module is responsible for executing specific operational tasks, such as controlling certain vehicle movements, adjusting system states, or performing other specific functions. It typically works in conjunction with other modules to respond to monitoring data and execute corresponding tasks (such as adjusting speed or activating the cooling system).

[0046] These functional modules exchange real-time data with different systems of the vehicle through fiber-optic communication or other means, ensuring that each monitoring and execution task can be responded to and processed in a timely manner, effectively improving the intelligence, safety and reliability of the vehicle.

[0047] Reference Manual Figure 3 , which shows a structural diagram of a time division multiple access technology provided by the present invention.

[0048] Figure 3 A schematic diagram of the Time Division Multiple Access (TDMA) architecture is presented. The diagram shows a total communication cycle (main line), which is divided into multiple (128) subcycles or time slots. Each time slot is used to transmit a different signal or data packet, allowing multiple signals to be transmitted simultaneously on the same channel without interfering with each other. By assigning each signal a specific time slot, this technology ensures efficient data transmission, avoids conflicts between signals, and enables the parallel transmission of multiple signals.

[0049] In one possible implementation, the novel optoelectronic vehicle communication perception architecture uses time division multiple access technology. Each optical branch signal is transmitted within a corresponding sub-cycle. The sub-cycle size is specifically:

[0050] T sp =T bp / n

[0051] Among them, T sp Indicates the sub-period size, T bp Represents the size of the basic cycle, and n represents the total number of sub-cycles.

[0052] Among them, time division multiple access (TDMA) is a communication technology that divides the transmission channel into multiple time slices according to time. Each user transmits data within a specified time slice, thereby enabling multiple users to share the same transmission channel without interfering with each other. The basic cycle is an overall communication cycle, representing the time interval between two reference messages in the entire system, and can also be regarded as a complete communication cycle of the system. The basic cycle is divided into multiple small time slices (sub-cycles). Each sub-cycle is used to transmit an optical signal to ensure that each signal does not conflict with other signals. Each optical branch signal completes data transmission within the corresponding sub-cycle. For example, if the system divides a basic cycle into 128 sub-cycles, each optical signal will be transmitted within one of the sub-cycles.

[0053] It's important to note that TDMA technology divides a long communication cycle (basic cycle) into multiple smaller time slices (sub-cycles), with each signal transmitting within its assigned time slice. This time-sharing approach allows multiple signals to share the same transmission medium (such as optical fiber) without conflict, thereby improving communication efficiency. For example, if there are 128 sub-cycles, the transmission time of each sub-cycle is 1 / 128 of the basic cycle, with optical signal 1, optical signal 2, and so on, taking turns transmitting within these sub-cycles. This prevents interference caused by the simultaneous transmission of multiple signals, ensuring orderly and efficient data transmission.

[0054] Reference Manual Figure 4 , which shows a structural diagram of a wavelength division multiple access technology provided by the present invention.

[0055] Figure 4 The diagram shows the structure of wavelength division multiple access (WDMA). In this technology, an optical signal is divided into multiple optical wavelength signals (λ1, λ2, λ3, ..., λ 128 ) and then transmitted simultaneously through different transmission channels. These signals are modulated and transmitted at different wavelengths, enabling multiple signals to be transmitted in parallel on the same optical fiber, increasing transmission bandwidth and system capacity. At the receiving end, an optical combiner (right) combines the received signals of different wavelengths to ensure that each signal is correctly demodulated and processed. This technology significantly improves the bandwidth utilization of optical fibers, allowing multiple signals to efficiently share optical fiber channels.

[0056] In one possible implementation, the novel optoelectronic vehicle communication perception architecture uses wavelength division multiple access technology. Each optical branch signal is modulated and transmitted using a corresponding optical wavelength in a corresponding transmission channel. The number of transmission channels is specifically:

[0057]

[0058] Where N represents the number of transmission channels, Δλ total represents the total bandwidth, and Δλ represents the wavelength interval.

[0059] Among them, Wavelength Division Multiple Access (WDMA) is a multiplexing technology mainly used in fiber optic communication systems. It distributes different signals to different optical wavelengths for parallel transmission, thereby transmitting multiple signals simultaneously in the same optical fiber, greatly improving the transmission bandwidth and capacity of the optical fiber. The wavelength of light refers to the fluctuation period of the optical signal, usually expressed in nanometers (nm). By changing the wavelength of light, multiple signals can be transmitted in parallel in the same optical fiber. The wavelength selector is used to separate signals of multiple optical wavelengths at the receiving end. It can be a device such as a grating or a filter, through which signals of a specific wavelength can be extracted. The signal is loaded onto the optical wavelength through modulation (such as amplitude modulation, frequency modulation or phase modulation) and converted into an optical signal for transmission.

[0060] It should be noted that WDMA technology distributes multiple optical signals onto different wavelengths, enabling efficient, parallel transmission of multiple signals over the same optical fiber, significantly improving fiber bandwidth utilization and communication capabilities. This makes WDMA a crucial technology in modern fiber-optic communication systems, particularly suitable for applications requiring high capacity and low latency.

[0061] In one possible implementation, the novel optoelectronic vehicle communication perception architecture further includes: multiple wavelength selectors. These wavelength selectors are disposed between the switch and each vehicle domain. Wavelength selectors are disposed between functional modules within each vehicle domain. These wavelength selectors are used to separate optical branch signals of different wavelengths received by each vehicle domain.

[0062] A wavelength selector is a device used to select and separate optical signals of different wavelengths. In fiber-optic communication systems, a wavelength selector can separate or select optical signals of different wavelengths (i.e., different channels). It typically includes a grating, filter, or other optical device to separate the different optical signals by wavelength for demodulation or processing.

[0063] It should be noted that wavelength selectors are installed between the switch and the vehicle domain, as well as between functional modules within the vehicle domain. Specifically, the wavelength selector performs wavelength separation on the received optical branch signals, distinguishing the different wavelengths received by each vehicle domain. This is critical to ensuring that each functional module can correctly receive and process data from signals of different wavelengths. The wavelength selector separates signals of different wavelengths transmitted on the same optical fiber, ensuring that each signal is correctly decoded and processed. This allows different signals to be transmitted in parallel on the same optical fiber without interference. Each signal is modulated using a different wavelength, maximizing the utilization of the optical fiber's bandwidth.

[0064] By setting up multiple wavelength selectors, each domain of the vehicle can effectively process optical signals from other domains, and each functional module can receive and process specific signals through the wavelength selector. This design enables the communication architecture of the optoelectronic vehicle to not only support the parallel transmission of multiple signals, but also ensure the flexibility and efficiency of signal transmission.

[0065] Furthermore, the use of multiple wavelength selectors enhances the scalability of the new optoelectronic vehicle communication and perception architecture. When additional functional modules or vehicle domains are needed, only the corresponding optical wavelengths and wavelength selectors need to be added, without significantly altering the existing system architecture. This enables the optoelectronic vehicle communication network to have excellent scalability, adapting to the future addition of more sensors, functional modules, and communication needs. By incorporating multiple wavelength selectors into the optoelectronic vehicle communication architecture, optical signals of different wavelengths can be effectively separated, ensuring efficient data transmission between the vehicle's various functional modules. This design improves the system's communication efficiency, reduces interference, and provides excellent scalability.

[0066] In one possible implementation, the wavelength selector includes a grating and a filter.

[0067] Among them, the grating is an optical element, usually composed of regularly arranged small stripes or grooves, which can diffract and separate different lights according to the wavelength (color) of the light. The grating can separate light signals of different wavelengths, helping the system to extract signals of specific wavelengths from composite light signals, and is widely used in spectral analysis and wavelength selection. A filter is an electronic or optical component used to selectively allow light signals of certain wavelengths to pass through while blocking light signals of other wavelengths. Optical filters control the transmission of signals according to the wavelength range of light, and can be used to filter out unwanted wavelengths to ensure that only the required wavelength signals pass through.

[0068] It is understood that wavelength selectors can be implemented as gratings or filters, which use different optical principles to separate and filter optical signals of different wavelengths, ensuring that each signal is correctly received and decoded. This enables optoelectronic vehicle systems to efficiently process and transmit multiple parallel signals.

[0069] In one possible implementation, the novel optoelectronic vehicle communication perception architecture further includes: multiple photodetectors. The photodetectors are disposed between each switch and each vehicle domain. Photodetectors are disposed between functional modules within each vehicle domain. The photodetectors are configured to convert optical branch signals received by each vehicle domain into electrical signals.

[0070] Among them, a photodetector is an electronic device used to convert optical signals into electrical signals. In fiber-optic communication systems, photodetectors are generally used to receive optical signals transmitted through optical fibers and convert them into electrical signals that can be further processed and analyzed. Common photodetectors include photodiodes, photomultiplier tubes, etc., which convert light energy into current or voltage signals through the photoelectric effect. By setting up multiple photodetectors, the optical branch signals received in the vehicle domain can be converted into electrical signals, so that each functional module can process and analyze this data to ensure effective communication and control of the system. This design optimizes the signal transmission and processing process, and improves communication efficiency and accuracy.

[0071] In one possible implementation, the novel optoelectronic automotive communication and perception architecture further includes: a plurality of fiber optic sensors. The fiber optic sensors are located in each functional module. The fiber optic sensors form a distributed fiber optic sensor array, which is used to connect the functional modules.

[0072] Among them, a fiber optic sensor is a sensor that uses optical fiber as a sensing medium. It detects physical quantities (such as temperature, pressure, stress, vibration, etc.) based on changes in the optical properties of the optical fiber (such as light intensity, wavelength, phase, etc.). Fiber optic sensors have the advantages of being resistant to electromagnetic interference, having long transmission distances, and being small in size, and are widely used in industrial, medical, and environmental monitoring fields. A distributed fiber optic sensor array is a combination of a group of fiber optic sensors that, by deploying sensing units at different locations along the optical fiber, can monitor physical quantities within the entire length of the optical fiber in real time. This array structure can provide high-precision monitoring of a large area and can detect various changes along the optical fiber in real time.

[0073] It's important to note that the new optoelectronic automotive communication and perception architecture deploys multiple fiber optic sensors, forming a distributed fiber optic sensor array that enables extensive monitoring and data collection across various functional modules. This array effectively connects and monitors key components of the entire vehicle system, detecting environmental or equipment changes in real time, and improving system safety and responsiveness.

[0074] Specifically, this new optoelectronic vehicle communication perception architecture forms an efficient, flexible and high-bandwidth vehicle communication system by combining optical fiber communication technology, optical splitters, wavelength selectors, optical fiber sensors and other components. The switch connects various vehicle domains through optical fibers to ensure efficient transmission of data between different functional areas of the vehicle. Through the optical splitter, the optical signal is decomposed into multiple optical branch signals, allowing each functional module to exchange data simultaneously without signal conflicts. The wavelength selector separates optical signals of different wavelengths to ensure that each functional module receives a specific signal, thereby improving the flexibility and scalability of the system. The optical fiber sensor array provides comprehensive environmental monitoring capabilities and detects the physical parameters of various parts of the vehicle in real time. Overall, this architecture reduces communication complexity, improves reliability and scalability, and can adapt to the needs of more sensors and functional modules in the future, effectively improving the intelligence level and communication efficiency of optoelectronic vehicles.

[0075] Further, Figure 5 A schematic structural diagram of an optical sensing architecture for an optoelectronic vehicle provided by an embodiment of the present invention.

[0076] exist Figure 5 In the displayed integrated vehicle-mounted fiber optic sensing-communication fiber optic network, in addition to the optical fiber used for communication information transmission, there are also optical fiber resources reserved for sensing. The optical sensing architecture collects and transmits sensor information based on this. With optical fiber sensors as the main sensor components, in the chassis domain, such as reducers, suspension systems, braking systems, axle systems, wheel systems, tire systems, steering systems, etc. (due to the complexity of the vehicle-mounted systems, only a few systems are listed here, but the layout of optical fiber sensors will traverse all physical space areas in the chassis domain), optical fiber sensors are deployed to comprehensively monitor the temperature, stress / strain, pressure / pressure, vibration, speed, acceleration and other information of each subsystem in the chassis domain, so as to achieve refined and real-time perception of chassis functions, integrity, working status and safety. The connection relationship between each part is as follows: Figure 5 shown.

[0077] In the power domain, such as the battery system, motor system, charging system, power system, etc. (due to the complexity of the on-board system, only several power domain systems are listed here, but the layout of fiber optic sensors will traverse the entire physical space area of ​​the power domain), fiber optic sensors are deployed to comprehensively monitor the voltage / current, stress / strain, temperature, pressure / pressure, vibration, gas, acoustic signals, speed and other information of each subsystem in the power domain, so as to achieve refined and real-time perception of the function, integrity, working status and safety of each subsystem in the power domain.

[0078] In the vehicle body domain, a fiber optic sensor array is arranged on the vehicle body to monitor the vibration, stress / strain, and temperature of the vehicle body, thereby monitoring the structural integrity of the vehicle body.

[0079] In the cockpit domain, optical fiber arrays are deployed in subsystems such as seats, air conditioning, and displays (due to the complexity of on-board systems, only several cockpit domain systems are listed here, but the layout of optical fiber sensors will traverse the entire physical space area of ​​the cockpit domain) to monitor the cabin environment pressure / pressure, temperature, speed, vibration, voltage / current and other information to realize the monitoring of the cabin environment.

[0080] In the control domain, the voltage / current, temperature and other signals of the mainboards, accessories and controller environments of the control system-related components, vehicle controllers, motor controllers, battery management systems and other subsystems (due to the complexity of the on-board systems, only several systems in the control domain are listed here, but the layout of fiber optic sensors will traverse the entire physical space area of ​​the control domain) are monitored to ensure the normal operation of the control domain-related components.

[0081] Current fiber-optic sensing provides global monitoring of currently achievable vehicle technology levels. In the future, as technology advances and optical (quantum) computers and optical transmission mature in vehicles, fiber-optic sensing technology will enable real-time distributed fiber-optic sensing of the control domain, centered on optical (quantum) computing, and the drive domain, characterized by optical transmission.

[0082] Furthermore, within the cockpit domain of the optoelectronic vehicle architecture, optical display technology is also being applied, with its capabilities exceeding those of traditional ambient lighting and projection displays. Modern optical display technology incorporates more intelligent and interactive features, becoming a crucial component of the cockpit domain. For example, it can dynamically interact with users through optical signals, providing customized information displays and warnings for drivers and passengers.

[0083] Typical system examples of optical display technology applications in optoelectronic vehicles include, but are not limited to, the integrated design of AR-HUD systems and in-vehicle projection systems. Due to the wide variety of components involved in optical display technology and the complexity and diversity of its specific implementations, a comprehensive description of all possible modules and configurations is impossible. Therefore, this article uses a representative configuration example to outline the core components, distribution, and organizational logic of an optical display system. This approach aims to provide universal support for future optical display system configurations without restricting specific implementations.

[0084] The core components of the optical display system include the AR-HUD system and the in-car projection system. The AR-HUD system realizes augmented reality projection of key driving information (such as vehicle speed, navigation path, and hazard warnings), presenting the information directly in the driver's field of vision to reduce attention distraction. The in-car projection system projects information in specific areas of the car (such as the center console, doors, or the ground) to enhance the driving and riding experience. The distribution of the optical display system integrates the central control system, AR-HUD system, and in-car projection system, which are connected to the cockpit domain controller through optical fiber. Within the cockpit domain, these systems are interconnected through electrical signals to achieve functional collaboration and data sharing. The above functions are all completed through an integrated sensory network.

[0085] Reference Manual Figure 6 , which shows a flow chart of a novel optoelectronic automobile communication perception method provided by the present invention.

[0086] The present invention also provides a novel photoelectric automobile communication sensing method, comprising:

[0087] S1: Collect the split branch signal of any functional module through the distributed optical fiber sensor array.

[0088] Specifically, a distributed fiber optic sensor array collects optical signals in real time at various functional modules within the vehicle. This array accurately monitors and acquires physical data from various modules within the vehicle, such as temperature, stress, and vibration, providing a reliable data source for subsequent data processing and control.

[0089] S2: The optical branch signals are separated by a wavelength selector to obtain optical branch signals of different wavelengths.

[0090] It's important to note that the wavelength selector processes the optical branch signals collected from the distributed fiber optic sensor array, separating them into multiple distinct optical signal channels based on wavelength. Each optical signal corresponds to a specific wavelength, ensuring that different data streams can be transmitted in parallel without interfering with each other.

[0091] S3: The optical branch signals of different wavelengths are converted into electrical signals representing the real-time data of the functional modules through the optical detector.

[0092] It should be noted that the photodetector converts the optical branch signals of different wavelengths, separated by the wavelength selector, into electrical signals. These electrical signals represent real-time data from each functional module, such as physical quantities such as temperature and stress, providing usable electronic signals for subsequent data processing and analysis.

[0093] S4: Monitor and control the optoelectronic vehicle based on electrical signals, and complete communication and perception between various functional modules.

[0094] Specifically, a distributed fiber optic sensor array first collects the optical branch signals from the functional modules. These optical signals originate from different functional modules in the vehicle, such as temperature, stress, and vibration sensor data. The distributed fiber optic sensor array can monitor and transmit relevant data at different locations throughout the vehicle. The collected optical signals are then processed by a wavelength selector, which separates optical signals of different wavelengths. Each wavelength corresponds to a different data stream, ensuring that the system can distinguish and correctly process multiple signals. The separated optical branch signals of different wavelengths are then converted into electrical signals by a photodetector. The photodetector converts the optical signals into electrical signals that can be processed and analyzed. These electrical signals represent the real-time data from the functional modules. Finally, based on the resulting electrical signals, the optoelectronic vehicle can perform real-time monitoring and control, ensuring effective communication between the various functional modules. Using these electrical signals, the vehicle system can perform status analysis and feedback control on each module within the vehicle, ensuring coordinated system operation.

[0095] For example, in the control domain current monitoring process, a fiber optic sensor is installed near the controller current path, ensuring that the fiber is parallel to the current path to accurately measure magnetic field changes. The fiber optic sensor is connected to a light source and a photodetector to ensure stable optical signal transmission. The sensor is calibrated and calibrated using a known current value. When the controller is turned on, the sensor detects the magnetic field changes generated by the current and converts them into optical signals. The photodetector converts the optical signals into electrical signals. The signal processing circuit extracts the current information and records the current data using a data acquisition system, thus implementing control domain current monitoring. Another example is the control domain temperature monitoring process. The fiber optic sensor is installed in the area where the temperature is to be measured, ensuring good contact between the sensor and the object to be measured. Alternatively, the sensor can be embedded in the measured environment as needed. A fiber Bragg grating (FBG) sensor is used here. The fiber optic sensor is connected to a light source and a photodetector. The sensor is calibrated and calibrated using a known temperature value. When the controller is turned on, temperature changes will cause the wavelength of the optical signal to shift. The photodetector converts the optical signal into an electrical signal. The signal processing circuit extracts the temperature information and records the current data using a data acquisition system, thus implementing control domain temperature monitoring.

[0096] Based on the new optoelectronic vehicle communication perception architecture, this solution uses fiber optic sensing and wavelength division multiple access technology to achieve efficient data transmission and real-time monitoring between various functional modules in the vehicle, ensuring efficient, low-latency communication and precise control of the optoelectronic vehicle system.

[0097] The beneficial effects brought about by the technical solution provided by the embodiment of the present invention include at least:

[0098] In an embodiment of the present invention, this novel optoelectronic automotive communication and perception architecture utilizes a fiber optic backbone network and optical splitter technology to achieve efficient, low-latency communication between various functional modules in the vehicle. Unlike traditional fiber optic communication systems, this solution uses an optical splitter to decompose a single fiber optic signal into multiple branch signals, or to combine multiple signals into a single backbone signal. This reduces the complexity and cost of the communication link, effectively processes large amounts of sensor data, and enables real-time monitoring and control. This improves the scalability, reliability, and efficiency of the optoelectronic automotive communication network while reducing communication complexity.

[0099] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any modifications or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present invention should be included in the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be based on the scope of protection of the claims.

[0100] There are a few points to note:

[0101] (1) The drawings of the embodiments of the present invention only relate to the structures related to the embodiments of the present invention. Other structures may refer to conventional designs.

[0102] (2) For the sake of clarity, the thickness of regions in the drawings used to describe embodiments of the present invention are exaggerated or reduced, i.e., these drawings are not drawn to scale. It is understood that when an element such as a film, a region, or a substrate is referred to as being "on" or "under" another element, the element may be "directly" on or "under" the other element or intervening elements may be present.

[0103] (3) In the absence of conflict, the embodiments of the present invention and the features therein may be combined with each other to form new embodiments.

[0104] The above are only specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto. The protection scope of the present invention shall be based on the protection scope of the claims.

Claims

1. A novel optoelectronic vehicle communication perception architecture, characterized by: include: switches, vehicle domains, and optical splitters; The switch is connected to each of the vehicle domains for communication / sensing via optical fibers to form a backbone network; Each of the vehicle domains is connected to each other by communication / sensing in a chain structure, and each of the vehicle domains is connected to the upstream and downstream nodes by two optical fiber communication links; The vehicle domain is in communication / sensor connection with each functional module via the optical splitter; The optical splitter is used to decompose one optical fiber backbone network signal emitted by the vehicle domain into multiple optical branch signals, or to combine multiple optical branch signals into one optical fiber backbone network signal; The vehicle domain communicates / sensing with each of the functional modules through each of the optical branch signals.

2. The novel optoelectronic vehicle communication perception architecture according to claim 1 is characterized in that: The vehicle domain includes: intelligent driving domain, control domain, chassis domain, power domain, body domain and cockpit domain.

3. The novel optoelectronic vehicle communication perception architecture according to claim 1 is characterized in that: The functional modules include: a temperature monitoring module, a stress monitoring module, a speed monitoring module and a task execution module.

4. The novel optoelectronic vehicle communication perception architecture according to claim 1 is characterized in that: The novel optoelectronic vehicle communication perception architecture adopts time division multiple access technology. Each optical branch signal is transmitted within a corresponding sub-cycle. The size of the sub-cycle is specifically: T sp =T bp / n; Among them, T sp Indicates the sub-period size, T bp Represents the size of the basic cycle, and n represents the total number of sub-cycles.

5. The novel optoelectronic vehicle communication perception architecture according to claim 1 is characterized in that: The novel optoelectronic vehicle communication perception architecture adopts wavelength division multiple access technology. Each optical branch signal is modulated and transmitted using a corresponding optical wavelength in a corresponding transmission channel. The number of transmission channels is specifically: Where N represents the number of transmission channels, Δλ total represents the total bandwidth, and Δλ represents the wavelength interval.

6. The novel optoelectronic vehicle communication perception architecture according to claim 1 is characterized in that: The novel optoelectronic vehicle communication perception architecture further includes: a plurality of wavelength selectors; The wavelength selector is arranged between the switch and each of the vehicle domains; The wavelength selector is provided between the functional modules in each vehicle domain; The wavelength selector is used to separate optical branch signals of different wavelengths received by each of the vehicle domains.

7. The novel optoelectronic vehicle communication perception architecture according to claim 6 is characterized in that: The wavelength selector includes a grating and a filter.

8. The novel optoelectronic vehicle communication perception architecture according to claim 1 is characterized in that: The novel optoelectronic vehicle communication perception architecture further includes: a plurality of light detectors; The optical detector is arranged between each of the switches and each of the vehicle domains; The light detector is provided between each functional module in the vehicle domain; The optical detector is used to convert the optical branch signals received by each of the vehicle domains into electrical signals.

9. The novel optoelectronic vehicle communication perception architecture according to claim 1 is characterized in that: The novel optoelectronic vehicle communication perception architecture further includes: a plurality of optical fiber sensors; The optical fiber sensors are respectively located in each of the functional modules; The optical fiber sensors form a distributed optical fiber sensor array, wherein the distributed optical fiber sensor array is used to connect the functional modules.

10. A novel photoelectric vehicle communication sensing method, characterized in that the method include: S1: collecting the split branch signal of any of the functional modules through a distributed optical fiber sensor array; S2: Separating the optical branch signals through a wavelength selector to obtain optical branch signals of different wavelengths; S3: converting the optical branch signals of different wavelengths into electrical signals representing real-time data of the functional modules through a photodetector; S4: monitoring and controlling the optoelectronic vehicle according to the electrical signal, and completing communication and perception between the functional modules.

Images