Vehicle network system

Abstract

The invention relates to a vehicle network system which comprises a first control chip which is connected with a first type of sensor and a first type of actuator and is used for acquiring first type of data collected by the first type of sensor and controlling the first type of actuator to execute a first type of function according to the first type of data; the second control chip is respectively connected with the second-class sensor and the second-class actuator, and is used for acquiring second-class data acquired by the second-class sensor and controlling the second-class actuator to execute a second-class function according to the second-class data; and the first control chip is connected with the second control chip, so that the first control chip and the second control chip perform data interaction. And by arranging the two control chips, the number of the control chips is reduced, the cost is saved, the wiring complexity is reduced, and the communication rate is further improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, in particular to a vehicle network system. BACKGROUND

[0002] Vehicle electrical / electronic architecture (E / E architecture) is a core part in modern automobile design, which defines the connection relationship between various electronic control units (ECUs), sensors, actuators and other electronic devices inside the vehicle. In the related art, the E / E architecture includes a distributed E / E architecture and a domain centralized E / E architecture. In the distributed E / E architecture, each functional module has an independent control unit to be responsible for a specific task, such as engine management, brake system, door control, etc. In the domain centralized E / E architecture, the whole vehicle is divided into multiple domains, each domain corresponds to different functions, such as power domain, chassis domain, body domain, autonomous driving domain, etc. Each domain sets a corresponding control unit, and different domains exchange data through a domain bus for collaborative control.

[0003] In the related art, the vehicle E / E architecture needs to set a corresponding control unit for different functions, but setting a control unit for each function has high design cost, complex wiring and low communication rate. SUMMARY

[0004] Therefore, it is necessary to provide a vehicle network system to solve the above technical problems.

[0005] The present application provides a vehicle network system, which comprises a first control chip, a second control chip, a first type of sensor and a first type of actuator corresponding to a first type of function, and a second type of sensor and a second type of actuator corresponding to a second type of function; the second type of function includes a function corresponding to whole vehicle motion control decision; the first type of function includes the rest of the functions in the vehicle except the second type of function; the first control chip is connected with the first type of sensor and the first type of actuator respectively, for acquiring first type of data collected by the first type of sensor, and controlling the first type of actuator to execute the first type of function according to the first type of data; the second control chip is connected with the second type of sensor and the second type of actuator respectively, for acquiring second type of data collected by the second type of sensor, and controlling the second type of actuator to execute the second type of function according to the second type of data; the first control chip is connected with the second control chip, so that the first control chip and the second control chip interact with each other.

[0006] In one of the embodiments, the first type of functions include vehicle control functions, cabin functions, and intelligent driving functions; and the second type of functions include power functions, chassis functions, thermal management functions, and energy management functions.

[0007] In one of the embodiments, the vehicle network system further includes a plurality of edge components; the first type of sensors include monitoring sensors corresponding to the first type of actuators; the first control chip is sequentially connected with the plurality of edge components to form a first data loop; each of the edge components is arranged at a position close to a corresponding first type of actuator at a vehicle end; the edge component is connected with the corresponding first type of actuator and the corresponding monitoring sensor at the corresponding position; the edge component is configured to acquire monitoring data of the monitoring sensor and transmit the monitoring data to the first control chip; and receive a control instruction of the first control chip for the first type of actuator and control the first type of actuator based on the control instruction.

[0008] In one of the embodiments, the first type of sensors further include environmental perception sensors; the first control chip is sequentially connected with the plurality of environmental perception sensors to form a second data loop; the first control chip is further configured to acquire environmental perception data transmitted by the environmental perception sensors and the monitoring data transmitted by the edge components, and generate a control instruction of the first type of actuators according to the environmental perception data and the monitoring data.

[0009] In one of the embodiments, an artificial intelligence model and application software corresponding to the first type of functions are deployed in the first control chip; when the first control chip acquires the environmental perception data and the monitoring data, the first control chip calls the application software of the corresponding function based on the artificial intelligence model, and generates the control instruction of the first type of actuators according to the environmental perception data and the monitoring data.

[0010] In one of the embodiments, the first data loop is at least one of an Ethernet data loop, an optical fiber data loop, and a CAN bus loop; and the second data loop is at least one of an Ethernet data loop, an optical fiber data loop, and a CAN bus loop.

[0011] In one of the embodiments, the first control chip and the second control chip perform data interaction through at least one of an Ethernet data link, a CANFD data link, and an optical fiber data link.

[0012] In one of the embodiments, the edge component is provided with a plurality of types of interfaces, and the plurality of types of interfaces are used to adapt to a plurality of types of first type of actuators and corresponding monitoring sensors.

[0013] In one of the embodiments, the edge component includes a protocol conversion chip, a driving chip and a sampling chip; the protocol conversion chip is connected to the first data circuit; the protocol conversion chip is connected to the driving chip and the sampling chip respectively; the driving chip is connected to the first type of actuator; the sampling chip is connected to the monitoring sensor; the sampling chip collects monitoring data of the monitoring sensor and transmits the monitoring data to the protocol conversion chip; the protocol conversion chip transmits the monitoring data to the first control chip; the protocol conversion chip receives the control instruction of the first control chip for the first type of actuator and transmits the control instruction to the driving chip; the driving chip controls the first type of actuator based on the control instruction.

[0014] In one of the embodiments, the protocol conversion chip converts the monitoring data of the first protocol type into monitoring data of a second protocol type and transmits the monitoring data of the second protocol type to the first control chip; the protocol conversion chip converts the control instruction of the second protocol type into a control instruction of a first protocol type and transmits the control instruction of the first protocol type to the driving chip.

[0015] In one of the embodiments, the first protocol type is a bus protocol or an input / output interface protocol;

[0016] The second protocol type is at least one of an Ethernet protocol, a fiber protocol and a CAN bus protocol.

[0017] In one of the embodiments, the edge component further includes an interface matching circuit; the interface matching circuit is connected to the protocol conversion chip, the driving chip and the sampling chip respectively; the interface matching circuit is used for receiving the monitoring data transmitted by the sampling chip, filtering and amplifying the monitoring data and then transmitting the monitoring data to the protocol conversion chip; and receiving the control instruction transmitted by the protocol conversion chip, filtering and amplifying the control instruction and then transmitting the control instruction to the driving chip.

[0018] In one of the embodiments, the first control chip is connected to the cloud and is used for transmitting first type of data collected by the first type of sensor and second type of data collected by the second type of sensor to the cloud to make the cloud perform fault diagnosis.

[0019] In one of the embodiments, the first control chip is further used for obtaining an OTA upgrade task pushed by the cloud and performing OTA upgrade based on the OTA upgrade task.

[0020] The vehicle network system comprises a first control chip, a second control chip, a first type of sensor corresponding to a first type of function and a first type of actuator, a second type of sensor corresponding to a second type of function and a second type of actuator. The first control chip is connected with the first type of sensor and the first type of actuator respectively, used for acquiring first type of data collected by the first type of sensor, and controlling the first type of actuator to execute the first type of function according to the first type of data. The second control chip is connected with the second type of sensor and the second type of actuator respectively, used for acquiring second type of data collected by the second type of sensor, and controlling the second type of actuator to execute the second type of function according to the second type of data. The first control chip is connected with the second control chip, so that the first control chip and the second control chip interact with each other. By setting two control chips, the number of control units is reduced, the cost is saved, the wiring complexity is reduced, and the communication rate is further improved. BRIEF DESCRIPTION OF DRAWINGS

[0021] Figure 1 FIG. 1 is a structural schematic diagram of a vehicle network system in an embodiment;

[0022] Figure 2 FIG. 2 is a structural schematic diagram of a vehicle network system in another embodiment;

[0023] Figure 3 FIG. 3 is a structural schematic diagram of an edge component in an embodiment. DETAILED DESCRIPTION

[0024] In order to make the purpose, technical scheme and advantages of the present application clearer, the present application will be further described in detail below with reference to the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and do not limit the present application.

[0025] Vehicle electrical / electronic architecture (E / E architecture) is a core part of modern automobile design, which defines the connection relationship between various electronic control units (ECUs), sensors, actuators and other electronic devices inside the vehicle. In the related art, the electrical / electronic architecture includes distributed electrical / electronic architecture and domain centralized electrical / electronic architecture.

[0026] The distributed electronic and electrical architecture is an early form of vehicle electronic and electrical architecture. In the distributed electronic and electrical architecture, the vehicle electronic and electrical system is composed of multiple independent control units, each of which controls a specific vehicle function. For example, the engine control unit is responsible for controlling the working state of the engine, and the brake control unit is responsible for controlling the working state of the brake system. The control units exchange data through a control bus. The distributed electronic and electrical architecture has high reliability, good safety, and simple system design, but as the vehicle becomes more electronic and intelligent, the distributed electronic and electrical architecture has been unable to meet the needs of vehicle system integration and control.

[0027] In the domain centralized electronic and electrical architecture, the vehicle electronic and electrical system is divided into different domains, each of which is responsible for controlling a specific function of the vehicle. For example, the vehicle body control domain is responsible for controlling the vehicle body function, and the driver information domain is responsible for controlling the vehicle information display system. Different domains exchange data through a domain bus, and each domain cooperates to form a relatively independent subsystem. The domain centralized electronic and electrical architecture can improve the integration and efficiency of the vehicle electronic and electrical system, reduce the number of control units compared to the distributed electronic and electrical architecture, simplify system design and maintenance, and improve system reliability.

[0028] Based on the above, whether it is a distributed electronic and electrical architecture or a domain centralized electronic and electrical architecture, a corresponding control unit is set up for different functions, but each function sets up a control unit, which has high design cost, complex wiring, and low communication rate.

[0029] The vehicle network system provided by the present application further integrates control units on the basis of the domain centralized electronic and electrical architecture. The vehicle electronic and electrical system is integrated into a control chip for control. The control chip controls multiple vehicle functions at the same time to form a highly integrated system. For example, multiple sensors on the vehicle are connected to a control chip, which can simultaneously control the data acquisition and processing of these sensors to achieve efficient data sharing. In the vehicle network system, the software and hardware can be modularly designed to realize rapid software upgrade and maintenance, and improve the scalability and upgradability of the vehicle software and hardware.

[0030] In one embodiment, as shown in Figure 1 a vehicle network system is provided, which includes a first control chip 100, a second control chip 200, a first type of sensor 110 corresponding to a first type of function and a first type of actuator 120, and a second type of sensor 210 corresponding to a second type of function and a second type of actuator 220. The second type of function includes a function corresponding to the whole vehicle motion control decision; the first type of function includes the rest of the functions in the vehicle except the second type of function.

[0031] Compared with the domain centralized electronic and electrical architecture, the vehicle network system integrates the control units of all control domains in the domain centralized electronic and electrical architecture into a first control chip 100, the first control chip 100 integrates the distributed computing power of each control domain, so as to complete the function control corresponding to all control domains before through one control chip. The second control chip 200 can realize the second type of function, that is, realize the function corresponding to the whole vehicle motion control decision, wherein the whole vehicle motion control decision includes XYZ three-axis direction control, for Z direction, that is, for the control of chassis suspension, for Y direction, that is, for the control of steering, for X direction, that is, for the control of brake. It can also include data analysis and logic processing and decision of power drive control, etc. By using the second control chip 200 to control the vehicle engine, motor and other motion power related functions separately, the real-time performance and accuracy of the related functions are ensured. The first control chip can realize the first type of function, that is, realize the remaining functions in the vehicle except the second type of function, the remaining functions except the second type of function include: cabin function, intelligent driving function, Internet of Vehicles function, vehicle body function and air conditioning function, etc. The first type of function is not limited in the embodiment, all functions that the vehicle can realize, except the second type of function, are the first type of function.

[0032] The first type of function is all the control functions integrated by the first control chip 100. For example, the first type of function includes vehicle control functions, cabin functions, and intelligent driving functions. More specifically, the vehicle control functions include power mode management, air conditioning control, door and door lock control, window and sunroof control, seat and rearview mirror control, charging port cover control, light control, wiper control, body accessory control, and other body control functions. The cabin functions include information display and interaction, auxiliary driving safety, comfort and convenience functions, entertainment and interconnection, personalization and intelligent services, environmental perception and detection, intelligent interaction functions, and other cabin control functions. The intelligent driving functions include active safety functions, driving assistance functions, parking assistance functions, advanced automatic driving functions, environmental perception and decision-making, vehicle network and cooperative driving, and other intelligent driving control functions. The first type of function can also include power control logic and algorithm backup, chassis control logic and algorithm backup, vehicle anomaly diagnosis, big data processing, and OTA upgrade functions. The first type of sensor 110 and the first type of actuator 120 corresponding to the first type of function include all sensors and actuators corresponding to the first type of function. For example, when the first type of function is window and sunroof control, the first type of sensor 110 can be a sensor for detecting the window switch and a sensor for detecting the window opening size, and the first type of actuator 120 can be the window or the sunroof. When the first type of function is light control, the first type of sensor 110 can be a sensor for detecting the opening and closing of the headlight, a light sensor, etc., and the first type of actuator 120 can be the vehicle light. When the first type of function is charging port cover control, the first type of sensor 110 can be a sensor for detecting the opening and closing of the charging port cover, and the first actuator can be the charging port cover. It can be understood that the first type of actuator 120 corresponding to some of the first type of functions does not need to be provided with the corresponding first type of sensor 110. For example, when the first type of function is information display and interaction, only the user's operation needs to be obtained, and the corresponding display component control can be completed based on the operation.

[0033] The second type of functions are functions related to the motion power of the vehicle, which are integrated into the second control chip 200. For example, the second type of functions include: power functions, chassis functions, thermal management functions, and energy management functions. More specifically, the power functions include: engine control, motor control, transmission control, and other power control functions. The chassis functions include: brake control, steering control, suspension control, and other chassis control functions. The thermal management functions include: engine cooling and temperature control, battery thermal management, motor and electrical control system cooling, intake and exhaust heat management, and other thermal management control functions. The energy management functions include: charging and discharging control, brake energy recovery, intelligent power compensation, vehicle energy management, and other functions. The second type of sensors 210 and the second type of actuators 220 corresponding to the second type of functions include all sensors and actuators corresponding to the second type of functions. The second type of sensors 210 include all sensors related to the engine, motor, battery, and chassis. For example, the sensors related to the power functions can include: crankshaft position sensor, camshaft position sensor, air flow meter, throttle position sensor, oxygen sensor, knock sensor, and temperature sensor, etc. The sensors related to the chassis functions include: wheel speed sensor, steering angle sensor, acceleration sensor, gyroscope, suspension height sensor, and brake pressure sensor, etc. The sensors related to the thermal management functions include: coolant temperature sensor, oil temperature sensor, intake temperature sensor, ambient temperature sensor, evaporator outlet temperature sensor, and battery temperature sensor, etc. The sensors related to the energy management functions include: voltage sensor, current sensor, SOC estimator, SOH monitor, power sensor, and energy recovery system sensor, etc. The second type of actuators 220 include all actuators related to the engine, motor, battery, and chassis. For example, the actuators related to the power functions can include: throttle actuator, fuel injector, ignition coil, variable valve timing actuator, and turbocharger actuator, etc. The actuators related to the chassis functions include: brake caliper, electric power steering motor, active suspension actuator, differential lock actuator, and four-wheel steering actuator, etc. The actuators related to the thermal management functions include: cooling fan actuator, thermostat, heater core valve, air conditioning compressor clutch, and battery cooling system pump, etc. The actuators related to the energy management functions include: generator regulator, inverter, battery management system, energy recovery system actuator, and power distribution module, etc.

[0034] The first control chip 100 is connected with the first type of sensor 110 and the first type of actuator 120 respectively, used to obtain the first type of data collected by the first type of sensor 110, and control the first type of actuator 120 to execute the first type of function according to the first type of data. All the first type of sensors 110 are directly connected with the first control chip 100, and all the first type of actuators 120 are also directly connected with the first control chip 100. That is, the first control chip 100 can obtain the first type of data collected by all the first type of sensors 110, generate the control instruction corresponding to the first type of actuator 120 by comprehensively synthesizing all the first type of data, and send the control instruction to the corresponding first type of actuator 120, so as to control the first type of actuator 120 to execute the first type of function. For example, when the first type of function is air conditioner control, the sensor data of the sensors corresponding to the opening and closing of the air conditioner, the temperature sensor in the vehicle, the temperature sensor outside the vehicle, the evaporator outlet temperature sensor, the humidity sensor, the light intensity sensor, the air quality sensor, the air conditioner wind speed sensor and the refrigerant pressure sensor can be collected, and the control instruction for the air conditioner is generated according to the sensor data, and the control instruction for the air conditioner is sent to the air conditioner, so as to complete the air conditioner control.

[0035] The second control chip 200 is connected with the second type of sensor 210 and the second type of actuator 220 respectively, used to obtain the second type of data collected by the second type of sensor 210, and control the second type of actuator 220 to execute the second type of function according to the second type of data. All the second type of sensors 210 are directly connected with the second control chip 200, and all the second type of actuators 220 are also directly connected with the second control chip 200. That is, the second control chip 200 can obtain the second type of data collected by all the second type of sensors 210, generate the control instruction corresponding to the second type of actuator 220 by comprehensively synthesizing all the second type of data, and send the control instruction to the corresponding second type of actuator 220, so as to control the second type of actuator 220 to execute the second type of function. For example, when the second type of function is brake control, the sensor data of the wheel speed sensor, the acceleration sensor, the gyroscope and the brake pedal opening degree sensor can be collected, and the control instruction for the vehicle brake is generated according to the sensor data, and the control instruction for the vehicle brake is sent to the brake caliper, so as to complete the brake control.

[0036] The first control chip 100 is connected with the second control chip 200 to enable the first control chip 100 and the second control chip 200 to interact with each other. Specifically, the first control chip 100 can send the first type of data collected by the first control chip 100 to the second control chip 200, so that the second control chip 200 generates a control instruction according to the first type of data and the second type of data. The second control chip 200 can also send the second type of data collected by the second control chip 200 to the first control chip 100, so that the first control chip 100 generates a control instruction according to the first type of data and the second type of data. It can be understood that the first control chip 100 can also send its own key data stream and control stream to the second control chip 200 for backup in the second control chip 200; the second control chip 200 can also send its own key data stream and control stream to the first control chip 100 for backup in the first control chip 100.

[0037] The vehicle network system of the embodiment includes a first control chip 100, a second control chip 200, a first type of sensor 110 corresponding to a first type of function and a first type of actuator 120, a second type of sensor 210 corresponding to a second type of function and a second type of actuator 220. The first control chip 100 is connected with the first type of sensor 110 and the first type of actuator 120 respectively, for acquiring the first type of data collected by the first type of sensor 110 and controlling the first type of actuator 120 to execute the first type of function according to the first type of data. The second control chip 200 is connected with the second type of sensor 210 and the second type of actuator 220 respectively, for acquiring the second type of data collected by the second type of sensor 210 and controlling the second type of actuator 220 to execute the second type of function according to the second type of data. The first control chip 100 is connected with the second control chip 200 to enable the first control chip 100 and the second control chip 200 to interact with each other. By setting two control chips, the number of control chips is reduced, the cost is saved, the wiring complexity is reduced, and the communication rate is further improved.

[0038] In one of the embodiments, the first control chip 100 includes an MCU and an SOC, wherein the MCU is responsible for real-time logical operation, and the SOC is responsible for picture processing and voice analysis. The first control chip 100 can also include an AI chip with large computing power, thereby supporting the deployment of the first control chip 100 on an artificial intelligence large model.

[0039] In one of the embodiments, the second control chip 200 can adopt a standard chip to ensure high real-time performance and high reliability of the whole vehicle motion power function.

[0040] In one of the embodiments, as Figure 2As shown, the vehicle network system further comprises a plurality of edge components 300, which are respectively arranged at positions close to the corresponding first type actuators 120 at the vehicle end as distributed nodes. For example, the first type actuators 120 include vehicle windows, vehicle doors, headlamps, air conditioners, rearview mirrors, and windscreen wipers, etc. The plurality of edge components 300 are respectively arranged at corresponding positions of the vehicle windows, the vehicle doors, the headlamps, the air conditioners, the rearview mirrors, and the windscreen wipers. In this embodiment, the edge components 300 do not need to have data computing and data analysis functions, and all data computing and data analysis functions are performed in the first control chip 100, and the edge components 300 only need to have a data forwarding function.

[0041] The first type sensors 110 include monitoring sensors 112 corresponding to the first type actuators 120. The monitoring sensors 112 can be sensors for detecting the working state of the first type actuators 120.

[0042] The first control chip 100 and the plurality of edge components 300 are sequentially connected to form a first data loop. The first control chip 100 is sequentially connected to each edge component 300, thereby forming a ring-shaped first data loop. It can be understood that the edge components 300 can also be divided into different device groups, and the first control chip 100 is sequentially connected to each edge component 300 in each device group, thereby forming a ring-shaped first data loop, that is, a plurality of first data loops are formed according to the number of device groups. Among them, the first data loop can complete the networking of the edge components 300 and the first control chip 100 in the form of a daisy chain topology, thereby facilitating the increase or decrease of the edge components 300.

[0043] Each edge component 300 is connected with the first type actuator 120 and the corresponding monitoring sensor 112 at the corresponding position respectively. For example, if the first type actuator 120 is a window, the corresponding monitoring sensor 112 is a sensor for detecting the opening and closing of the window, a sensor for detecting the opening position of the window, etc.; if the first type actuator 120 is a door, the corresponding monitoring sensor 112 is a sensor for detecting the opening and closing of the door, a sensor for detecting the opening position of the door, etc.; if the first type actuator 120 is an air conditioner, the corresponding monitoring sensor 112 includes an air conditioner temperature sensor and an air conditioner opening sensor, etc.; if the first type actuator 120 is a rearview mirror, the corresponding monitoring sensor 112 includes a rain sensor and a rearview mirror flip angle sensor, etc.; if the first type actuator 120 is a wiper, the corresponding monitoring sensor 112 includes a rain sensor and a wiper opening sensor, etc. For example, the edge component 300 arranged at the corresponding position of the window is connected with the window, a sensor for detecting the opening and closing of the window, and a sensor for detecting the opening position of the window; the edge component 300 arranged at the corresponding position of the door is connected with the door, a sensor for detecting the opening and closing of the door, and a sensor for detecting the opening position of the door; the edge component 300 arranged at the corresponding position of the air conditioner is connected with the air conditioner, an air conditioner temperature sensor, and an air conditioner opening sensor. The edge component 300 is arranged at the corresponding position of the first type actuator 120, that is, it is designed according to the principle of proximity in the vehicle.

[0044] The edge component 300 is used to acquire the monitoring data of the monitoring sensor 112 and transmit the monitoring data to the first control chip 100, and receive the control instruction of the first control chip 100 for the first type actuator 120 and control the first type actuator 120 based on the control instruction. It can be understood that the edge component 300 does not perform any data calculation and data analysis, and only needs to complete data forwarding. The edge component 300 acquires the monitoring data of the connected monitoring sensor 112 and transmits the monitoring data to the first control chip 100. The edge component 300 receives the control instruction of the first control chip 100 for the first type actuator 120 and transmits the control instruction to the first type actuator 120, so that the first type actuator 120 executes the control instruction.

[0045] The first type of sensor 110 further includes an environment perception sensor 111. The environment perception sensor 111 can be a sensing device for collecting environment information, such as a camera, a millimeter wave radar, an ultrasonic sensor, and the like. The first control chip 100 is sequentially connected to the plurality of environment perception sensors 111 to form a second data loop. The first control chip 100 is sequentially connected to each of the environment perception sensors 111, thereby forming a ring-shaped second data loop. It can be understood that the environment perception sensors 111 can also be divided into different sensor groups, and the first control chip 100 is sequentially connected to each of the environment perception sensors 111 in each sensor group, thereby forming a ring-shaped second data loop, that is, a plurality of second data loops are formed according to the number of sensor groups.

[0046] All data calculations and data analyses for the first type of actuator 120 are completed in the first control chip 100. The first control chip 100 is also used to obtain environment perception data transmitted by the environment perception sensor 111 and monitoring data transmitted by the edge component 300, and generate control instructions for the first type of actuator 120 according to the environment perception data and the monitoring data. Specifically, the first type of actuator 120 is a wiper, and the corresponding rain sensor data, wiper opening sensor data, image data collected by the camera, and radar data collected by the millimeter wave radar are obtained, and the rain sensor data, wiper opening sensor data, image data, and radar data are integrated to generate control instructions for the wiper, and the control instructions are transmitted to the wiper to control the operation of the wiper.

[0047] The edge component 300 collects monitoring data corresponding to the monitoring sensor 112 and transmits the monitoring data to the first control chip 100. The first control chip 100 obtains the monitoring data of the monitoring sensor and the environment perception data of the environment perception sensor 111, generates control instructions, and transmits the control instructions to the edge component 300 to control the first type of actuator 120 according to the control instructions. Through the cooperation of the edge component 300 and the first control chip 100, the overall response speed of the system is improved, and the overall wiring cost is reduced. Based on the edge component 300, the RCP technology is applied to the whole vehicle, compared with the traditional architecture, the edge component 300 replaces the CAN chip and MCU in the traditional architecture, reducing the number of CAN chips and MUC, and further reducing the cost.

[0048] In one of the embodiments, the first control chip 100 is deployed with an artificial intelligence model and application software corresponding to the first type of functions. When the first control chip 100 obtains the environment perception data and the monitoring data, the first control chip 100 calls the application software of the corresponding function based on the artificial intelligence model, and generates the control instruction of the first type of actuator 120 according to the environment perception data and the monitoring data. Compared with the domain centralized electronic and electrical architecture, the vehicle network system deploys all the functions performed by all the control domains in the domain centralized electronic and electrical architecture in the first control chip 100. The application software can be a function control program designed in a modular manner, and each function can be deployed in the first control chip 100 by using an independent software package. For example, the application software can include vehicle door control software, air conditioner control software, or path planning software, etc. The artificial intelligence model is also deployed in the first control chip 100. The artificial intelligence model can include a large language model, a deep learning model, a decision tree model, etc. that have been trained. When the vehicle needs to be controlled by the first type of actuator 120, the application software of the corresponding function is called by the artificial intelligence model, and the application software generates the control instruction of the first type of actuator 120 according to the environment perception data and the monitoring data.

[0049] By deploying the artificial intelligence model and the application software corresponding to the first type of functions in the first control chip 100, the accuracy and efficiency of data analysis and data calculation can be improved, the control delay can be further reduced, and the control accuracy can be improved.

[0050] In the embodiments of the present application, the function logic of the whole vehicle is moved up to the AI brain, i.e., the first control chip 100. The AI brain is used as the core to integrate the computing power of each domain in the traditional architecture, to plan the whole domain perception, to make perception and decision for the whole scene by the AI model in the AI brain, to improve the network bandwidth of the first data loop and the second data loop, to coordinate the motion cerebellum and the edge component 300, and to enable the whole vehicle with the unified AI brain as the core. The motion cerebellum is the second control chip 200. The motion cerebellum plans the motion control of the XYZ three axes of the vehicle, and is connected with the AI brain and the motion power system.

[0051] In one embodiment, the first data circuit is at least one of an Ethernet data circuit, a fiber data circuit, and a CAN bus circuit. Preferably, the first data circuit can be an Ethernet data circuit, i.e., the first control chip 100 is connected to the plurality of edge components 300 through the Ethernet data circuit. The first control chip 100 acquires the monitoring data collected by the edge components 300 through the Ethernet protocol, and sends control instructions to the edge components 300 through the Ethernet protocol. For example, the Ethernet data circuit can be a 10M bandwidth Ethernet data circuit. The edge components 300 are integrated with internal integrated PHY, MAC, and TSN protocols, and can be directly connected to a 10M Ethernet and support multi-node time synchronization after networking.

[0052] In one embodiment, the second data circuit is at least one of an Ethernet data circuit, a fiber data circuit, and a CAN bus circuit. Preferably, the second data circuit can be a fiber data circuit, i.e., the first control chip 100 is connected to the plurality of environment perception sensors 111 through the fiber data circuit. The first control chip 100 collects the environment perception data corresponding to the environment perception sensors 111 through the fiber data circuit. For example, the fiber data circuit can be a 25G or 50G bandwidth fiber data circuit.

[0053] In one of the embodiments, the first control chip 100 and the second control chip 200 interact with each other through at least one of an Ethernet data link, a CANFD data link, and an optical fiber data link. Preferably, the first control chip 100 and the second control chip 200 interact with each other through an Ethernet data link and a CANFD data link respectively, wherein the Ethernet communication protocol can be a high-speed communication protocol based on the IEEE 802.3 standard, which is suitable for transmitting large-capacity non-real-time data; for example, backup data between the first control chip 100 and the second control chip 200. The CANFD communication protocol can be an extended version of the CAN protocol, which is suitable for transmitting control instructions with real-time requirements. For example, when the first control chip 100 and the second control chip 200 need to be cooperatively controlled, the control instructions can be transmitted through CANFD; the second control chip 200 can transmit the state data of the power system to the first control chip 100 through CANFD. The Ethernet data link and the CANFD data link are isolated from each other at the physical layer to avoid electromagnetic interference and bandwidth competition. When the first control chip 100 and the second control chip 200 interact with each other, real-time control instructions are transmitted through the CANFD channel first, and non-real-time or large-capacity data are transmitted through the Ethernet. For example, when the intelligent driving system detects an obstacle, the first control chip 100 immediately sends a brake instruction to the second control chip 200 through CANFD, and transmits obstacle image data to the second control chip 200 through Ethernet at the same time. At the same time, the Ethernet data link and the CANFD data link are set to be redundant to each other, thereby ensuring the data interaction between the first control chip 100 and the second control chip 200.

[0054] In one of the embodiments, the edge component 300 is provided with multiple types of interfaces for adapting multiple types of first-type actuators 120 and corresponding monitoring sensors 112. The edge component 300 is correspondingly provided with multiple types of interfaces, and different types of interfaces correspond to different types of first-type actuators 120 and monitoring sensors 112 respectively. For example, the transmission interfaces corresponding to air conditioners, windows, and wipers can be different, and therefore different types of interfaces need to be set to connect corresponding air conditioners, windows, or wipers.

[0055] The embodiments of the present application can multiplex the edge component 300 at multiple vehicle end positions by setting multiple types of interfaces on the edge component 300, so as to adapt different actuators and sensors, further saving manufacturing costs, improving the adaptability of configuration changes, and saving power driving harness length.

[0056] In one of the embodiments, as Figure 3As shown, the edge component 300 includes a protocol conversion chip 310, a driving chip 330, and a sampling chip 340. The protocol conversion chip 310 is connected to the first data circuit; the protocol conversion chip 310 is connected to the driving chip 330 and the sampling chip 340 respectively; the driving chip 330 is connected to the first type of actuator 120; the sampling chip 340 is connected to the monitoring sensor 112. Among them, the protocol conversion chip 310 is the communication hub of the edge component 300, which is used to realize signal format conversion between the first data circuit and the first type of actuator 120 or the monitoring sensor 112. The driving chip 330 is used to drive the first type of actuator 120 according to the control instruction. The sampling chip 340 is used to acquire the monitoring data of the monitoring sensor 112.

[0057] The sampling chip 340 collects the monitoring data of the monitoring sensor 112 and transmits the monitoring data to the protocol conversion chip 310, and the protocol conversion chip 310 transmits the monitoring data to the first control chip 100. In actual work, the edge component 300, the sampling chip 340 acquires the monitoring data of the monitoring sensor 112 connected thereto and transmits the monitoring data to the protocol conversion chip 310. The protocol conversion chip 310 receives the monitoring data and transmits the monitoring data to the first control chip 100.

[0058] The protocol conversion chip 310 receives the control instruction of the first control chip 100 for the first type of actuator 120 and transmits the control instruction to the driving chip 330, and the driving chip 330 controls the first type of actuator 120 based on the control instruction. In actual work, the edge component 300, the protocol conversion chip 310 receives the control instruction of the first control chip 100 for the first type of actuator 120 and transmits the control instruction to the driving chip 330. The driving chip 330 receives the control instruction and controls the first type of actuator 120 based on the control instruction.

[0059] When the protocol conversion chip 310 receives the monitoring data and transmits the monitoring data to the first control chip 100, protocol conversion is required. The protocol conversion chip 310 converts the monitoring data of the first protocol type into the monitoring data of the second protocol type, and transmits the monitoring data of the second protocol type to the first control chip 100. The monitoring data received by the protocol conversion chip 310 is data of the first protocol type, in order to make the protocol type of the monitoring data be able to be transmitted to the first control chip 100 through the first data circuit, it is necessary to convert the monitoring data of the first protocol type into the monitoring data of the second protocol type, the second protocol type can be adapted to the first data circuit. When the first data circuit is at least one of an Ethernet data circuit, an optical fiber data circuit and a CAN bus circuit, the first protocol type is a bus protocol or an input / output interface protocol. The second protocol type is at least one of an Ethernet protocol, an optical fiber protocol and a CAN bus protocol.

[0060] The protocol conversion chip 310 receives the control instruction of the first control chip 100 for the first type of actuator 120, and needs to perform protocol conversion when transmitting the control instruction to the drive chip 330. The protocol conversion chip 310 converts the control instruction of the second protocol type into the control instruction of the first protocol type, and transmits the control instruction of the first protocol type to the drive chip 330, so that the drive chip 330 controls the first type of actuator 120 based on the control instruction. The protocol conversion chip 310 receives the control instruction of the first control chip 100 for the first type of actuator 120 from the first data loop. At this time, the received control instruction is a control instruction of a second protocol type matched with the first data loop, in order to be able to transmit the control instruction to the first type of actuator 120, it is necessary to convert the control instruction of the second protocol type into the control instruction of the first protocol type, which can be transmitted to the drive chip 330. When the first data loop is at least one of an Ethernet data loop, a fiber data loop and a CAN bus loop, the first protocol type is a bus protocol or an input / output interface protocol. The second protocol type is at least one of an Ethernet protocol, a fiber protocol and a CAN bus protocol. The protocol conversion mode can be any protocol conversion mode in the prior art, and the embodiment is not limited.

[0061] In one embodiment, the protocol conversion chip 310 can be an E2B (Ethernet To Bus) type chip. The protocol message content of Ethernet is converted into a plurality of standard bus protocols or IO interface protocols by hardware, and transmitted to sensors or actuators. No coding is required in the protocol conversion chip 310, and the configuration is changed by adjusting the internal registers.

[0062] In one embodiment, the edge component 300 further includes an interface matching circuit 320. The interface matching circuit 320 is connected with the protocol conversion chip 310, the drive chip 330 and the sampling chip 340 respectively. The interface matching circuit 320 is an intermediate link for signal conditioning and level adaptation, which can include filter circuit, impedance matching circuit, isolation circuit and amplification circuit, etc. The specific circuit in the interface matching circuit 320 can be set according to actual use requirements.

[0063] The interface matching circuit 320 is configured to receive the monitoring data transmitted by the sampling chip 340, filter and amplify the monitoring data, and then transmit the monitoring data to the protocol conversion chip 310; and receive the control instruction transmitted by the protocol conversion chip 310, filter and amplify the control instruction, and then transmit the control instruction to the drive chip 330.

[0064] When the sampling chip 340 needs to transmit the collected monitoring data to the protocol conversion chip 310, the sampling chip 340 first transmits the monitoring data to the interface matching circuit 320, filters and amplifies the monitoring data through the interface matching circuit 320, and then transmits the filtered and amplified monitoring data to the protocol conversion chip 310. When the protocol conversion chip 310 needs to transmit a control instruction to the driving chip 330, the protocol conversion chip 310 first transmits the control instruction to the interface matching circuit 320, filters and amplifies the control instruction through the interface matching circuit 320, and then transmits the filtered and amplified control instruction to the driving chip 330.

[0065] In one of the embodiments, the first control chip 100 is connected to the cloud, and is configured to transmit the first type of data collected by the first type of sensor 110 and the second type of data collected by the second type of sensor 210 to the cloud, so that the cloud performs fault diagnosis. The first control chip 100 uploads all sensor data to the cloud, and the cloud collects the sensor data uploaded by the vehicle to monitor the running state of the vehicle in real time. For example, the battery level, engine temperature, and driving mileage of the vehicle can be monitored. The cloud can also perform big data analysis on the sensor data to predict potential fault risks of the vehicle, so as to notify the vehicle owner or the after-sales center in advance. When the cloud detects an abnormality of the vehicle, the vehicle can be remotely diagnosed to determine the cause of the abnormality. After obtaining the first type of data and the second type of data, the first control chip 100 can also diagnose the vehicle. For example, the first control chip 100 monitors the abnormality of various types of sensor data of the vehicle in real time, records the fault code when an abnormality is detected, and prompts the driver through the instrument panel or the vehicle information system. At the same time, the first control chip 100 can upload the abnormality detected by the vehicle to the cloud for confirmation and analysis of the abnormality.

[0066] The embodiment gradually replaces the localized diagnostic equipment by combining cloud diagnosis and vehicle-side diagnosis, reduces the fault detection cost, and improves the flexibility of fault detection. When the cloud detects a fault risk, the vehicle owner and the after-sales center are notified in advance, which can improve the response speed of the after-sales center. During fault detection, the artificial intelligence model deployed in the first control chip 100 can be used, and the user can ask questions about faults through the vehicle voice and receive the fault reply output by the artificial intelligence model, so as to realize the full-process self-diagnosis of faults and the user question answering.

[0067] In one of the embodiments, the first control chip 100 is connected with the cloud, used to obtain the OTA upgrade task pushed by the cloud, and perform OTA upgrade based on the OTA upgrade task. When performing OTA upgrade, the cloud generates the OTA upgrade task, the first control chip 100 receives the OTA upgrade task transmitted by the cloud, and the first control chip 100 downloads the corresponding installation package according to the OTA upgrade task. After downloading, the user is prompted to click installation, and after receiving the user click installation instruction, installation is started in a secure environment, and the installation result is reported to the cloud in real time. The OTA upgrade task includes the URL address of the upgrade installation package, and the first control chip 100 downloads the corresponding installation package through the URL address. When performing upgrade package installation, the installation is realized in a non-sensing manner through AB partition writing and automatic installation at night, and software self-recovery is realized through automatic rollback of installation failure. The installation progress can be pushed to the user's mobile phone APP in real time to realize real-time monitoring of installation upgrade. Through high and low voltage grouping writing, the data security is ensured, and the power anxiety during upgrade is eliminated. All application software in the first control chip 100 can realize remote upgrade. And in the process of installation package transmission, bidirectional encryption authentication and software upgrade system compliance authentication are adopted, thereby improving the security of OTA upgrade.

[0068] In the embodiments of the present application, on the basis of the traditional vehicle electronic and electrical architecture, the fusion integration of the control unit is realized, and the number of control units is greatly reduced. All computing power is concentrated, and the vehicle end and the cloud end closely cooperate, and the data transmission bandwidth is greatly improved. The application software of the whole vehicle is centrally arranged in the first control chip, which simplifies the complex cooperation of the whole vehicle software, improves the communication rate of the vehicle end, and reduces the communication delay. Due to the reduction of the control unit and the concentration of the application software, the number of whole vehicle cable connections is greatly reduced, further reducing the cost of the whole vehicle. Through the connection of the edge component and the first control chip, the domain controller in the traditional architecture is eliminated, the complexity of the overall design is reduced, and the installation and arrangement are facilitated, the wire harness is reduced, and the cost is reduced. By concentrating all data to the first control chip, data islands are eliminated, and the first control chip is facilitated to complete the fusion of all data. The first control chip to the actuator only needs the edge component to perform one layer of protocol conversion, reducing the delay of data transmission.

[0069] The technical features of the above embodiments can be combined in any manner. In order to make the description concise, not all possible combinations of the technical features in the above embodiments are described, but as long as the combinations of the technical features do not exist, they should be considered as the scope of the present application.

[0070] The above embodiments only express several implementation ways of the present application, and the description is specific and detailed, but it should not be understood as a limitation to the patent scope of the present application. It should be pointed out that for ordinary skilled in the art, without departing from the concept of the present application, several modifications and improvements can be made, which all belong to the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the appended claims.

Claims

1. A vehicle network system characterized by comprising: The vehicle network system comprises: a first control chip, a second control chip, a first type of sensor corresponding to a first type of function and a first type of actuator, a second type of sensor corresponding to a second type of function and a second type of actuator; the second type of function comprises a function corresponding to a whole vehicle motion control decision; the first type of function comprises a function other than the second type of function in the vehicle; The first control chip is connected with the first type of sensor and the first type of actuator respectively, for acquiring first type of data collected by the first type of sensor, and controlling the first type of actuator to execute the first type of function according to the first type of data; The second control chip is connected with the second type of sensor and the second type of actuator respectively, for acquiring second type of data collected by the second type of sensor, and controlling the second type of actuator to execute the second type of function according to the second type of data; The first control chip is connected with the second control chip, so that the first control chip and the second control chip interact with each other.

2. The vehicle network system according to claim 1, wherein the first type of function comprises: vehicle control function, cabin function and intelligent driving function; and the second type of function comprises: power function, chassis function, thermal management function and energy management function. The vehicle network system further comprises: a plurality of edge components; the first type of sensor comprises a monitoring sensor corresponding to the first type of actuator; The first control chip is connected with a plurality of edge components in sequence to form a first data loop; 3. The vehicle network system of claim 1, wherein, Each edge component is arranged at a position close to the corresponding first type of actuator at a vehicle end; the edge component is connected with the first type of actuator at the corresponding position and the corresponding monitoring sensor; the edge component is used for acquiring monitoring data of the monitoring sensor, transmitting the monitoring data to the first control chip, receiving a control instruction of the first control chip for the first type of actuator, and controlling the first type of actuator based on the control instruction. The first type of sensor further comprises an environment perception sensor; The first control chip is connected with a plurality of environment perception sensors in sequence to form a second data loop; 4. The vehicle network system of claim 3, wherein, The first control chip is further used for acquiring environment perception data transmitted by the environment perception sensor and the monitoring data transmitted by the edge component, and generating a control instruction of the first type of actuator according to the environment perception data and the monitoring data.

5. The vehicle network system according to claim 4, wherein an artificial intelligence model and application software corresponding to the first type of function are deployed in the first control chip; when the first control chip acquires the environment perception data and the monitoring data, the first control chip calls the application software of the corresponding function based on the artificial intelligence model, and generates the control instruction of the first type of actuator according to the environment perception data and the monitoring data.

6. The vehicle network system according to claim 4, wherein the first data loop is at least one of an Ethernet data loop, an optical fiber data loop and a CAN bus loop. ​ ​ ​ ​ The second data circuit is at least one of an Ethernet data circuit, a fiber data circuit, and a CAN bus circuit.

7. The vehicle network system of claim 1, wherein, The first control chip and the second control chip exchange data through at least one of an Ethernet data link, a CANFD data link, and a fiber data link.

8. The vehicle network system of claim 3, wherein, The edge component is provided with multiple types of interfaces for adapting multiple types of first-class actuators and corresponding monitoring sensors.

9. The vehicle network system of claim 3, wherein, The edge component includes a protocol conversion chip, a driving chip, and a sampling chip; The protocol conversion chip is connected to the first data circuit; the protocol conversion chip is connected to the driving chip and the sampling chip, respectively; the driving chip is connected to the first-class actuator; the sampling chip is connected to the monitoring sensor; The sampling chip collects monitoring data of the monitoring sensor and transmits the monitoring data to the protocol conversion chip, and the protocol conversion chip transmits the monitoring data to the first control chip; The protocol conversion chip receives control instructions for the first-class actuator from the first control chip and transmits the control instructions to the driving chip, and the driving chip controls the first-class actuator based on the control instructions.

10. The vehicle network system of claim 9, wherein, The protocol conversion chip converts the monitoring data of the first protocol type into monitoring data of a second protocol type and transmits the monitoring data of the second protocol type to the first control chip; The protocol conversion chip converts the control instructions of the second protocol type into control instructions of a first protocol type and transmits the control instructions of the first protocol type to the driving chip.

11. The vehicle network system of claim 10, wherein, The first protocol type is a bus protocol or an input / output interface protocol; The second protocol type is at least one of an Ethernet protocol, a fiber protocol, and a CAN bus protocol.

12. The vehicle network system of claim 9, wherein, The edge component further includes an interface matching circuit; the interface matching circuit is connected to the protocol conversion chip, the driving chip, and the sampling chip, respectively; The interface matching circuit receives the monitoring data transmitted by the sampling chip, filters and amplifies the monitoring data, and transmits the monitoring data to the protocol conversion chip; and receives the control instructions transmitted by the protocol conversion chip, filters and amplifies the control instructions, and transmits the control instructions to the driving chip.

13. The vehicle network system of claim 1, wherein, The first control chip is connected to the cloud, for transmitting first-class data collected by the first-class sensor and second-class data collected by the second-class sensor to the cloud, so that the cloud performs fault diagnosis.

14. The vehicle network system of claim 13, wherein, The first control chip is further configured to acquire an OTA upgrade task pushed by the cloud, and perform OTA upgrade based on the OTA upgrade task.

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