Method and system for transmission distance extension of on-board 10base-t1s spur

Abstract

The application relates to the field of vehicle-mounted 10BASE-T1S design, and discloses a transmission distance prolonging method and system for a vehicle-mounted 10BASE-T1S branch line, the method comprising the following steps: acquiring node priorities respectively corresponding to a plurality of vehicle-mounted nodes; according to the node priorities, the plurality of vehicle-mounted nodes are included in a plurality of vehicle-mounted node groups; a first 10BASE-T1S bus and a branch line with a branch line length within 10 cm are arranged for a first vehicle-mounted node group with the highest node priority; a second 10BASE-T1S bus and a branch line with a branch line length within 10 cm are arranged for the remaining vehicle-mounted node groups; and the second 10BASE-T1S bus is connected to the first 10BASE-T1S bus through a switch with a PLCA coordination function. The application can avoid the application of the 10BASE-T1S standard limited by the branch line length of the 10BASE-T1S standard.

Description

Technical Field

[0001] This application relates to the field of automotive 10BASE-T1S design technology, and more specifically, to a method and system for extending the transmission distance of automotive 10BASE-T1S branches. Background Technology

[0002] As the core of next-generation automotive network architecture, automotive Ethernet technology is evolving towards higher bandwidth, lower cost, and more flexible topology. The 10BASE-T1S specification, defined by the IEEE 802.3cg standard, supports 10Mbps full-duplex communication over a single pair of twisted-pair cables and innovatively introduces multi-branch access technology. This allows multiple automotive electronic control units to be connected on the same bus segment via a passive bus, significantly reducing wiring harness weight and connector costs. This lays a solid foundation for building region-oriented vehicle electronic and electrical architectures and has become a crucial solution for standardizing and intelligentizing automotive sensor and actuator networks.

[0003] In current applications, the 10BASE-T1S standard imposes extremely stringent restrictions on the length of branch lines from device nodes to the backbone bus to ensure signal integrity and avoid communication conflicts. These restrictions typically limit the length to no more than 10 centimeters. This limitation severely restricts the flexibility and scalability of in-vehicle network layouts, requiring electronic control units to be physically installed close to the communication backbone. This makes it impossible to flexibly place them according to optimization requirements such as mechanical layout, thermal management, or electromagnetic compatibility, severely limiting the widespread application potential of the 10BASE-T1S standard in scenarios requiring distributed wiring, such as vehicle body area control. Summary of the Invention

[0004] The purpose of this application is to provide a method and system for extending the transmission distance of a vehicle-mounted 10BASE-T1S branch line, which solves the technical problem that the branch line length of the 10BASE-T1S standard limits the application of the 10BASE-T1S standard, and achieves the technical effect of avoiding the limitation of the branch line length of the 10BASE-T1S standard on the application of the 10BASE-T1S standard.

[0005] This application provides a method for extending the transmission distance of a vehicle-mounted 10BASE-T1S branch line. The method includes: obtaining the node priority corresponding to multiple vehicle-mounted nodes, where the node priority characterizes the importance of the vehicle-mounted nodes; according to the node priority, incorporating the multiple vehicle-mounted nodes into multiple vehicle-mounted node groups, with different node priorities in different vehicle-mounted node groups; deploying a first 10BASE-T1S bus and branch line with a branch line length of less than 10cm for the first vehicle-mounted node group with the highest node priority, and deploying a second 10BASE-T1S bus and branch line with a branch line length of less than 10cm for the remaining vehicle-mounted node groups; and connecting the second 10BASE-T1S bus to the first 10BASE-T1S bus through a switch with PLCA coordination function.

[0006] In one possible implementation, the method further includes: obtaining the node priority of the newly accessed vehicle node; obtaining the actual number of nodes and the maximum number of nodes on the 10BASE-T1S bus corresponding to each vehicle node group, wherein the actual number of nodes is the number of vehicle nodes actually carried by the 10BASE-T1S bus, and the maximum number of nodes is the maximum number of vehicle nodes that the 10BASE-T1S bus can carry; determining the ratio of the actual number of nodes to the maximum number of nodes corresponding to each 10BASE-T1S bus as the node carrying factor corresponding to each 10BASE-T1S bus; and determining the target vehicle node corresponding to the node priority of the newly accessed vehicle node. When the node carrying factor of the target vehicle node group is less than the preset node carrying factor, the newly connected vehicle node is connected to the target 10BASE-T1S bus corresponding to the target vehicle node group; when the node carrying factor of the target vehicle node group is greater than or equal to the preset node carrying factor, the upper-level 10BASE-T1S bus and the lower-level 10BASE-T1S bus connected to the target 10BASE-T1S bus corresponding to the target vehicle node group are determined, and the newly connected vehicle node is connected to the 10BASE-T1S bus in the upper-level 10BASE-T1S bus and the lower-level 10BASE-T1S bus where the node carrying factor is less than the preset node carrying factor.

[0007] In another possible implementation, the newly connected vehicle node is connected to the 10BASE-T1S bus in the upper-level and lower-level 10BASE-T1S buses where the node carrying factor is less than a preset node carrying factor. This includes: determining multiple node carrying factors corresponding to the upper-level and lower-level 10BASE-T1S buses respectively; determining the minimum node carrying factor among the multiple node carrying factors; and when the minimum node carrying factor is less than the preset node carrying factor, connecting the newly connected vehicle node to the 10BASE-T1S bus corresponding to the minimum node carrying factor in the upper-level and lower-level 10BASE-T1S buses.

[0008] In another possible implementation, the newly connected vehicle node is connected to the 10BASE-T1S bus in the upper-level and lower-level 10BASE-T1S buses where the node carrying factor is less than the preset node carrying factor. This also includes: acquiring test operation data for each 10BASE-T1S bus, including interference severity and response delay; acquiring the node number weight corresponding to the number of nodes, the interference severity weight corresponding to the interference severity, and the response delay weight corresponding to the response delay; determining the sum of the product of the number of nodes and the node number weight, the product of the interference severity and the interference severity weight, and the product of the response delay and the response delay weight for each 10BASE-T1S bus, as the bus attenuation coefficient; determining the minimum bus attenuation coefficient for the upper-level and lower-level 10BASE-T1S buses respectively; and connecting the newly connected vehicle node to the 10BASE-T1S bus with the minimum bus attenuation coefficient among the candidate 10BASE-T1S buses.

[0009] In another possible implementation, connecting the newly connected vehicle node to the 10BASE-T1S bus in the upper-level and lower-level 10BASE-T1S buses where the node carrying factor is less than a preset node carrying factor, further includes: obtaining the branch length corresponding to the newly connected vehicle node connecting to the upper-level and lower-level 10BASE-T1S buses respectively through a branch length database of vehicle nodes connected to different 10BASE-T1S buses; wherein, the branch length database is obtained by detecting the mechanical structure of the vehicle; determining the candidate 10BASE-T1S buses in the upper-level and lower-level 10BASE-T1S buses where the branch length is less than 10cm, and connecting the newly connected vehicle node to the 10BASE-T1S bus with the smallest bus attenuation coefficient among the candidate 10BASE-T1S buses.

[0010] In another possible implementation, the newly connected vehicle node is connected to the 10BASE-T1S bus in the upper-level and lower-level 10BASE-T1S buses where the node carrying factor is less than the preset node carrying factor. This also includes: identifying vehicle nodes in which the newly connected vehicle node has overlapping data transmission time, data content association, or data application layer association, and designating them as associated vehicle nodes; identifying the candidate 10BASE-T1S bus in the upper-level and lower-level 10BASE-T1S buses that includes the most associated vehicle nodes; and connecting the newly connected vehicle node to the candidate 10BASE-T1S bus when the branch length between the newly connected vehicle node and the candidate 10BASE-T1S bus is less than 10cm.

[0011] In another possible implementation, the method further includes: determining the data transmission time, data content, and data application layer characteristics of multiple vehicle nodes; clustering the multiple vehicle nodes into multiple vehicle node cluster groups based on their respective node priorities, data transmission times, data content, and data application layer characteristics; determining the average node priority within each vehicle node cluster group; determining the first vehicle node cluster group with the highest average node priority; deploying a first 10BASE-T1S bus and branch lines with a branch length of less than 10cm for the first vehicle node cluster group; deploying a second 10BASE-T1S bus and branch lines with a branch length of less than 10cm for the remaining vehicle node cluster groups; and connecting the second 10BASE-T1S bus to the first 10BASE-T1S bus through a switch with PLAC coordination function.

[0012] In another possible implementation, multiple vehicle-mounted nodes are clustered into multiple vehicle-mounted node cluster groups based on their respective node priorities, data transmission times, data content, and data application layer features. This includes obtaining node priority weights, data transmission time weights, data content weights, and data application layer feature weights, wherein the node priority weights, transmission time weights, data content weights, and data application layer feature weights decrease sequentially. Based on the node priorities, data transmission times, data content, and data application layer features corresponding to the multiple vehicle-mounted nodes, multiple vehicle-mounted node cluster groups are obtained by clustering the multiple vehicle-mounted nodes according to their respective node priority weights, transmission time weights, data content weights, and data application layer feature weights.

[0013] In another possible implementation, multiple vehicle-mounted nodes are clustered into multiple vehicle-mounted node cluster groups based on their respective node priorities, data transmission times, data content, and data application layer characteristics. This further includes: determining the average number of data transmissions by multiple vehicle-mounted nodes within a preset time window as the data transmission time; obtaining the sensor type IDs of multiple vehicle-mounted nodes as the data content; obtaining the application module IDs of multiple vehicle-mounted nodes as the data application layer characteristics; and clustering the multiple vehicle-mounted nodes into multiple vehicle-mounted node cluster groups according to node priority weights, transmission time weights, data content weights, and data application layer characteristic weights.

[0014] This application also provides a transmission distance extension system for vehicle-mounted 10BASE-T1S branch lines, including units for implementing the above-described transmission distance extension method for vehicle-mounted 10BASE-T1S branch lines.

[0015] The beneficial effects of the embodiments in this application compared with the prior art are:

[0016] This application provides a method for extending the transmission distance of a vehicle-mounted 10BASE-T1S branch line. The method includes: obtaining the node priorities corresponding to multiple vehicle-mounted nodes, where the node priority characterizes the importance of the vehicle-mounted nodes; grouping the multiple vehicle-mounted nodes into multiple vehicle-mounted node groups according to their node priorities, with different node priorities in different vehicle-mounted node groups; deploying a first 10BASE-T1S bus and branch lines with a branch line length of less than 10cm for the first vehicle-mounted node group with the highest node priority, and deploying a second 10BASE-T1S bus and branch lines with a branch line length of less than 10cm for the remaining vehicle-mounted node groups; and connecting the second 10BASE-T1S bus to the first 10BASE-T1S bus through a switch with PLAC coordination function. The method in this application grouping method prioritizes nodes based on their importance, directly connecting the highest priority node group to the backbone bus; the remaining node groups each form independent multi-branch segments, which are then connected to the backbone through switches, greatly improving the flexibility of the in-vehicle network layout. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1A flowchart illustrating the first method for extending the transmission distance of a vehicle-mounted 10BASE-T1S branch line provided in this application embodiment;

[0019] Figure 2 A schematic diagram illustrating the workflow of the first method for extending the transmission distance of a vehicle-mounted 10BASE-T1S branch line provided in this application embodiment;

[0020] Figure 3 A schematic diagram illustrating the workflow of a second method for extending the transmission distance of a vehicle-mounted 10BASE-T1S branch line, provided in an embodiment of this application.

[0021] Figure 4 A flowchart illustrating the third method for extending the transmission distance of a vehicle-mounted 10BASE-T1S branch line provided in this application embodiment;

[0022] Figure 5 This is a schematic diagram of the logic structure of a transmission distance extension system for a vehicle-mounted 10BASE-T1S branch line, provided as an embodiment of this application. Detailed Implementation

[0023] It should be understood that, when used in this application specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or a collection thereof.

[0024] It should also be understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0025] As used in this application specification and the appended claims, the term "if" may be interpreted, depending on the context, as "when," "once," "in response to determination," or "in response to detection." Similarly, the phrase "if determined" or "if detected [the described condition or event]" may be interpreted, depending on the context, as meaning "once determined," "in response to determination," "once detected [the described condition or event]," or "in response to detection [the described condition or event]."

[0026] Furthermore, in the description of this application and the appended claims, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0027] References to "one embodiment" or "some embodiments" as described in this specification mean that one or more embodiments of this application include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0028] The branch line length of the 10BASE-T1S standard is usually required to be no more than 10 centimeters. This limitation on branch line length greatly restricts the flexibility and scalability of in-vehicle network layout, and severely limits the potential for widespread application of the 10BASE-T1S standard in scenarios requiring distributed cabling, such as vehicle body area control.

[0029] Based on the above reasons, this application provides a method for extending the transmission distance of 10BASE-T1S branch lines in vehicles. The method includes: obtaining the node priorities corresponding to multiple vehicle nodes, where the node priority represents the importance of the vehicle nodes; grouping the multiple vehicle nodes into multiple vehicle node groups according to the node priorities, with different node priorities in different vehicle node groups; deploying a first 10BASE-T1S bus and branch lines with a branch line length of less than 10cm for the first vehicle node group with the highest node priority, and deploying a second 10BASE-T1S bus and branch lines with a branch line length of less than 10cm for the remaining vehicle node groups; and connecting the second 10BASE-T1S bus to the first 10BASE-T1S bus through a switch with PLAC coordination function. The method in this application groupes nodes according to their importance, directly connecting the highest priority node group to the backbone bus; the remaining node groups each form independent multi-branch segments, which are then connected to the backbone through switches, greatly improving the flexibility of the in-vehicle network layout.

[0030] In some scenarios, the method for extending the transmission distance of a vehicle-mounted 10BASE-T1S branch line according to an embodiment of this application can be applied to the development of vehicle-mounted 10BASE-T1S networks, which can improve the flexibility and reliability of vehicle-mounted 10BASE-T1S applications.

[0031] The following describes in detail, with specific examples, a method for extending the transmission distance of a vehicle-mounted 10BASE-T1S branch line provided in this application.

[0032] Figure 1A flowchart illustrating the first method for extending the transmission distance of a vehicle-mounted 10BASE-T1S branch line provided in this application embodiment is shown below. Figure 1 As shown in the embodiment of this application, a method for extending the transmission distance of a vehicle-mounted 10BASE-T1S branch line is provided, including steps S110 to S120. Steps S110 to S120 will be described in detail below.

[0033] S110. Obtain the node priorities corresponding to multiple vehicle nodes. The node priority represents the importance of the vehicle node. According to the node priority, the multiple vehicle nodes are included in multiple vehicle node groups. The node priorities of the vehicle nodes in different vehicle node groups are different.

[0034] Figure 2 A schematic diagram illustrating the workflow of the first method for extending the transmission distance of a vehicle-mounted 10BASE-T1S branch line provided in this application embodiment is shown below. Figure 2 As shown, in a vehicle network system, the node priorities of multiple vehicle nodes can be obtained first. The node priority is used to characterize the importance of the vehicle node in the communication system. The node priority can be set according to the functional criticality of the vehicle node. For example, safety-related nodes can have higher node priorities.

[0035] After determining the node priorities of multiple vehicle-mounted nodes, they can be grouped into multiple vehicle-mounted node groups according to their priorities. The node priorities of the vehicle-mounted nodes in different vehicle-mounted node groups are different. This grouping method can reasonably allocate network resources based on the importance of nodes and ensure that important nodes receive priority communication guarantees.

[0036] For example, in a vehicle control system, nodes responsible for engine control can be divided into high-priority groups, and nodes responsible for the entertainment system can be divided into low-priority groups, thus achieving differentiated network resource allocation through grouping.

[0037] S120. For the first vehicle-mounted node group with the highest node priority, deploy a first 10BASE-T1S bus and branch lines with a branch line length of no more than 10cm. For the remaining vehicle-mounted node groups, deploy a second 10BASE-T1S bus and branch lines with a branch line length of no more than 10cm. Connect the second 10BASE-T1S bus to the first 10BASE-T1S bus through a switch with PLAC coordination function.

[0038] like Figure 2As shown, the first 10BASE-T1S bus and branch line with a length of less than 10cm can be deployed for the first vehicle node group with the highest node priority, and the second 10BASE-T1S bus and branch line with a length of less than 10cm can be deployed for the other vehicle node groups. This deployment method ensures that the physical connection within each node group strictly complies with the 10BASE-T1S specification requirements for branch line length.

[0039] For example, for the high-priority first on-board node group, a short-distance first 10BASE-T1S bus can be deployed near the engine control unit to directly connect the relevant control nodes. For other lower-priority node groups, a second 10BASE-T1S bus meeting the length requirements can be deployed in their respective areas.

[0040] like Figure 2 As shown, the second 10BASE-T1S bus can be connected to the first 10BASE-T1S bus through a switch with PLCA (Physical Layer Collision Avoidance) coordination function. The switch with PLCA coordination function can effectively manage the communication timing of multiple node groups, avoid data conflicts, ensure communication reliability, and enable the communication of multiple vehicle nodes to have the PLCA coordination function required by the 10BASE-T1S bus.

[0041] For example, a switch with PLCA coordination capabilities can perform protocol conversion or bridging between different networks and act as a PLCA coordinator to manage the communication timing of one or more 10BASE-T1S buses.

[0042] For example, in the car cabin area, the second 10BASE-T1S bus connecting the entertainment system can be connected to the first 10BASE-T1S bus on the backbone through a switch, using the signal regeneration capability of the switch to extend the transmission distance.

[0043] The beneficial effects of the above implementation method are that, based on the importance of nodes, the nodes are grouped and the highest priority node group is directly connected to the backbone bus; the remaining node groups each form independent multi-branch segments, which are then connected to the backbone through switches. This divides the single, long bus, which is strictly limited by the length of the branch lines, into multiple shorter, compliant branch buses. Signal regeneration and relay are performed through switches. Under the premise of strictly adhering to the 10BASE-T1S physical layer specification regarding branch line length, the introduction of switches breaks through the physical layout limitations of the entire network system, significantly expands the bus range, and greatly improves the flexibility of the in-vehicle network layout.

[0044] The beneficial effects of the above implementation method are that, based on the preset node priority, the high-priority node group directly occupies the backbone bus and enjoys the lowest communication latency; while the lower-priority node group is connected through the switch. After the switching equipment schedules and forwards, not only is the transmission distance extended, but a network architecture with service quality awareness is also built, which can ensure that the critical communication needs of high-priority nodes are always met first, thereby improving the determinism and overall efficiency of the network.

[0045] In some implementations, the above method also includes S130 to S140, which are described in detail below.

[0046] S130. Obtain the node priority of newly connected vehicle nodes. Obtain the actual number of nodes and the maximum number of nodes on the 10BASE-T1S bus corresponding to each vehicle node group. The actual number of nodes is the number of vehicle nodes actually carried by the 10BASE-T1S bus, and the maximum number of nodes is the maximum number of vehicle nodes that the 10BASE-T1S bus can carry. Determine the ratio of the actual number of nodes to the maximum number of nodes corresponding to each 10BASE-T1S bus, as the node carrying factor for each 10BASE-T1S bus.

[0047] Figure 3 A schematic diagram illustrating the workflow of the second method for extending the transmission distance of a vehicle-mounted 10BASE-T1S branch line provided in this application embodiment is shown below. Figure 3 As shown, the node priority of newly connected vehicle nodes can be obtained first. The node priority reflects the importance of the vehicle node in the communication network and the level of communication requirements. At the same time, the actual number of nodes and the maximum number of nodes of the 10BASE-T1S bus corresponding to each vehicle node group can be obtained. The actual number of nodes represents the number of vehicle nodes currently actually carried by the 10BASE-T1S bus, and the maximum number of nodes represents the maximum number of vehicle nodes that the 10BASE-T1S bus can carry in its design.

[0048] After obtaining the actual number of nodes and the maximum number of nodes for the 10BASE-T1S bus, the ratio of the actual number of nodes to the maximum number of nodes for each 10BASE-T1S bus can be determined as the node load factor for each 10BASE-T1S bus. The node load factor can quantitatively reflect the current load status of the bus. When the node load factor is close to 1, it indicates that the bus load is close to saturation. When the node load factor is small, it indicates that the bus still has a lot of remaining load capacity.

[0049] S140. Determine the target vehicle node group corresponding to the node priority of the newly connected vehicle node. When the node bearing factor of the target vehicle node group is less than the preset node bearing factor, connect the newly connected vehicle node to the target 10BASE-T1S bus corresponding to the target vehicle node group. When the node bearing factor of the target vehicle node group is greater than or equal to the preset node bearing factor, determine the upper-level and lower-level 10BASE-T1S buses connected to the target 10BASE-T1S bus corresponding to the target vehicle node group, and connect the newly connected vehicle node to the 10BASE-T1S bus in the upper-level and lower-level 10BASE-T1S buses where the node bearing factor is less than the preset node bearing factor.

[0050] like Figure 3 As shown, the target vehicle node group corresponding to the node priority of the newly connected vehicle node can be further determined. When the node bearing factor of the target vehicle node group is less than the preset node bearing factor, the newly connected vehicle node can be connected to the target 10BASE-T1S bus corresponding to the target vehicle node group. This method can ensure that nodes with the same priority are concentrated on the same bus as much as possible, which is convenient for unified management and scheduling.

[0051] like Figure 3 As shown, when the node carrying factor of the target vehicle node group is greater than or equal to the preset node carrying factor, the upper-level 10BASE-T1S bus and the lower-level 10BASE-T1S bus connected to the target 10BASE-T1S bus corresponding to the target vehicle node group can be determined. Then, the newly connected vehicle node is connected to the 10BASE-T1S bus in the upper-level 10BASE-T1S bus and the lower-level 10BASE-T1S bus where the node carrying factor is less than the preset node carrying factor.

[0052] For example, in an in-vehicle network system, when a new sensor node needs to be connected, the priority category of the sensor can be identified first. If the sensor belongs to a high priority group, but the node load factor of the corresponding target bus is already high, the bus with a lower load in the upper and lower level buses of the target bus can be found for connection.

[0053] For example, the preset node carrying factor can be preset by empirical values, such as 0.7, 0.8, or 0.9.

[0054] The beneficial effects of the above implementation method are as follows: First, the priority of the newly connected vehicle node is obtained, and the ratio of the actual number of nodes to the maximum number of nodes on each 10BASE-T1S bus is calculated as the node carrying factor to determine the corresponding target vehicle node group. If the target group bus carrying factor is less than the preset node carrying factor, the new node is directly connected to the bus. If it is greater than the preset node carrying factor, it is connected to the upper-level 10BASE-T1S bus or the lower-level 10BASE-T1S bus where the carrying factor is less than the preset value. This can avoid the blind connection of new nodes leading to bus overload, achieve reasonable adaptation between new nodes and existing buses, and ensure normal communication of nodes after connection.

[0055] The beneficial effect of the above implementation method is that by quantifying the load of each bus through the node carrying factor, when the target group bus load is too high, the new node is guided to the 10BASE-T1S bus with lower load at the upper and lower levels, instead of being centrally connected to the target bus. This can balance the number of nodes on each 10BASE-T1S bus, prevent some buses from experiencing transmission delays and stuttering due to dense nodes, and improve the overall bus transmission stability.

[0056] The beneficial effects of the above implementation method are that the existing upper and lower level 10BASE-T1S bus architecture and PLCA switch connection do not require bus reconstruction when adding nodes. The access location can be determined by the bearing factor and integrated into the existing system. This reduces the complexity and cost of system transformation when adding nodes, allowing the vehicle branch line system to flexibly cope with the demand for increasing number of nodes and improve the long-term scalability of the system.

[0057] In some implementations, in S140 above, the newly connected vehicle node is connected to the 10BASE-T1S bus of the upper-level 10BASE-T1S bus and the lower-level 10BASE-T1S bus where the node bearing factor is less than the preset node bearing factor, including S141 to S142. S141 to S142 will be explained in detail below.

[0058] S141. Determine the multiple node carrying factors corresponding to the upper-level 10BASE-T1S bus and the lower-level 10BASE-T1S bus respectively, and determine the minimum node carrying factor among the multiple node carrying factors.

[0059] In this implementation, multiple node carrying factors corresponding to the upper-level 10BASE-T1S bus and the lower-level 10BASE-T1S bus can be determined. The node carrying factor reflects the number of nodes connected on the bus. By analyzing the node carrying factor of each bus, the current load distribution status of the network can be understood.

[0060] After obtaining multiple node carrying factors, the minimum node carrying factor among them can be determined. The minimum node carrying factor identifies the bus with the lightest load in the current network. By comparing the node carrying factor values ​​of all buses, the bus with the largest remaining capacity can be quickly identified.

[0061] S142. When the minimum node carrying factor is less than the preset node carrying factor, the newly connected vehicle node is connected to the 10BASE-T1S bus corresponding to the minimum node carrying factor in the upper-level 10BASE-T1S bus and the lower-level 10BASE-T1S bus.

[0062] In this implementation, when the minimum node carrying factor is less than the preset node carrying factor, the newly connected vehicle node can be connected to the 10BASE-T1S bus corresponding to the minimum node carrying factor in the upper-level 10BASE-T1S bus and the lower-level 10BASE-T1S bus. By connecting the new node to the bus with the lightest load, the allocation of network resources can be optimized.

[0063] For example, in an in-vehicle network system, when a node carrying factor of a certain 10BASE-T1S bus is detected to be the minimum and less than the preset node carrying factor, newly connected in-vehicle sensor nodes can be preferentially connected to that 10BASE-T1S bus. This access strategy helps to maintain load balance among the buses and avoid situations where some 10BASE-T1S buses are overloaded while other 10BASE-T1S buses have idle resources.

[0064] The beneficial effect of the above implementation method is that it first obtains the multiple node bearing factors corresponding to the upper-level 10BASE-T1S bus and the lower-level 10BASE-T1S bus, filters out the bearing factors that are less than the minimum, and then connects the newly connected node to the bus corresponding to the minimum bearing factor that is less than the preset node bearing factor. By accurately locating the bus with the lowest load, the load distribution of each bus is more balanced, reducing the problem of transmission efficiency reduction caused by local high load.

[0065] In some implementations, S140 above involves connecting the newly connected vehicle node to the 10BASE-T1S bus of the upper-level 10BASE-T1S bus and the lower-level 10BASE-T1S bus where the node bearing factor is less than the preset node bearing factor. It also includes S143 to S144, which will be explained in detail below.

[0066] S143. Obtain test run data for each 10BASE-T1S bus, including interference severity and response delay. Obtain the node number weight corresponding to the number of nodes, the interference severity weight corresponding to the interference severity, and the response delay weight corresponding to the response delay.

[0067] In this implementation, test operation data for each 10BASE-T1S bus can be obtained in the vehicle network. This test operation data can include interference level and response delay. At the same time, the node number weight corresponding to the number of nodes, the interference level weight corresponding to the interference level, and the response delay weight corresponding to the response delay can be obtained. These weight parameters can be set according to network configuration requirements to adjust the importance of different factors in bus selection.

[0068] For example, the weight of the number of nodes can be 0.5, the weight of the degree of interference can be 0.2, and the weight of the response delay can be 0.3.

[0069] S144. Determine the sum of the product of the number of nodes and node number weights, the product of interference severity and interference severity weights, and the product of response delay and response delay weights for each 10BASE-T1S bus, as the bus attenuation coefficient. Determine the minimum bus attenuation coefficient for the upper-level and lower-level 10BASE-T1S buses respectively. Connect the newly connected vehicle node to the 10BASE-T1S bus with the minimum bus attenuation coefficient among the candidate 10BASE-T1S buses.

[0070] In this implementation, the sum of the product of the number of nodes and the node number weight for each 10BASE-T1S bus, the product of the interference level and the interference level weight, and the product of the response delay and the response delay weight can be used as the bus attenuation coefficient. The bus attenuation coefficient can comprehensively reflect the load status and performance of the bus, providing a quantitative basis for node access decisions.

[0071] In this implementation, after determining the bus attenuation coefficients corresponding to the upper-level 10BASE-T1S bus and the lower-level 10BASE-T1S bus respectively, the minimum bus attenuation coefficient can be selected from them. Then, the newly connected vehicle node is connected to the 10BASE-T1S bus with the minimum bus attenuation coefficient among the candidate 10BASE-T1S buses. This ensures that the new node is connected to the bus with the best current performance.

[0072] For example, when designing an in-vehicle network system, when a new node needs to be connected, test operation data of each bus can be collected, including interference and response delay. The bus attenuation coefficient of each bus can be obtained by weighted calculation, and the bus with the smallest attenuation coefficient can be selected for node connection. This can avoid connecting the new node to a bus with heavy load or poor performance.

[0073] The beneficial effects of the above implementation method are that by collecting test operation data of each 10BASE-T1S bus, including interference and response delay, and combining it with the number of nodes, the bus attenuation coefficient is obtained through weighted calculation. The bus attenuation coefficient comprehensively reflects the load and performance status of the bus. The bus with the smallest attenuation coefficient is selected first to connect to the new node, thereby avoiding performance bottlenecks, reducing data transmission delay and interference, improving overall transmission efficiency, and ensuring the stability of high-speed data communication.

[0074] The beneficial effects of the above implementation method are that, based on the attenuation coefficient, the most reliable bus is selected to ensure that the bus is less susceptible to interference and has a fast response. Through dynamic data acquisition and calculation, the reliability and stability of the network are enhanced, the risk of communication interruption and failure is reduced, and the stable operation of the vehicle network is guaranteed.

[0075] In some implementations, S140 above involves connecting the newly connected vehicle node to the 10BASE-T1S bus of the upper-level 10BASE-T1S bus and the lower-level 10BASE-T1S bus where the node bearing factor is less than the preset node bearing factor. It also includes S145 to S146, which will be explained in detail below.

[0076] S145. By accessing the branch length database of different 10BASE-T1S buses through the vehicle node, obtain the branch lengths corresponding to the newly connected vehicle node's connection to the upper-level and lower-level 10BASE-T1S buses. The branch length database is obtained by detecting the vehicle's mechanical structure.

[0077] In this implementation, when designing a new access vehicle node, when determining whether to connect the new access vehicle node to the upper-level 10BASE-T1S bus and the lower-level 10BASE-T1S bus, the branch lengths corresponding to the new access vehicle node's connection to the upper-level 10BASE-T1S bus and the lower-level 10BASE-T1S bus can be obtained by using the location of the vehicle node and the branch length database of different 10BASE-T1S buses.

[0078] In this implementation, the branch length database can be obtained by detecting the vehicle's mechanical structure. The vehicle's physical structure includes mechanical structural features such as the body frame and wiring harness layout. Through these mechanical structural features, an accurate branch length database for different on-board nodes can be established. The branch length database records the actual physical connection distance when on-board nodes at different locations are connected to different 10BASE-T1S buses.

[0079] S146. Determine the candidate 10BASE-T1S buses with a branch length of less than 10cm in the upper-level 10BASE-T1S bus and the lower-level 10BASE-T1S bus, and connect the newly connected vehicle node to the 10BASE-T1S bus with the smallest bus attenuation coefficient among the candidate 10BASE-T1S buses.

[0080] In this implementation, candidate 10BASE-T1S buses with branch lengths less than 10cm can be identified in both the upper-level and lower-level 10BASE-T1S buses. Buses with branch lengths less than 10cm meet the short-distance transmission requirements of the 10BASE-T1S protocol, ensuring signal transmission quality. At the same time, newly connected vehicle nodes can be connected to the 10BASE-T1S bus with the smallest bus attenuation coefficient among the candidate 10BASE-T1S buses. Selecting the bus with the smallest bus attenuation coefficient can maximize signal strength. By selecting the bus with the smallest attenuation coefficient, signal transmission performance can be optimized.

[0081] For example, when a new sensor node is connected to the vehicle network, the branch length database can be used to query the branch length of each bus to which the node is connected. The bus with a branch length of less than 10cm and the bus attenuation coefficient can be selected for connection. This can meet the requirements of short-distance transmission and ensure the best signal quality.

[0082] The beneficial effect of the above implementation method is that by detecting the physical structure of the vehicle, a branch line length database is established. When a new node is connected, the branch line length of the upper and lower level buses is obtained from the database. The bus with a branch line length of less than 10cm and the bus attenuation coefficient is selected for connection. Based on the vehicle physical data, it is ensured that the branch line meets the 10BASE-T1S short distance requirement and avoids long branch lines from affecting the transmission.

[0083] In some implementations, S140 above involves connecting the newly connected vehicle node to the 10BASE-T1S bus of the upper-level 10BASE-T1S bus and the 10BASE-T1S bus of the lower-level 10BASE-T1S bus where the node bearing factor is less than the preset node bearing factor. It also includes S147 to S148, which will be explained in detail below.

[0084] S147. Identify the vehicle nodes that have overlapping data transmission times, related data content, or related data application layers when they are newly connected vehicle nodes, and designate them as associated vehicle nodes.

[0085] In vehicular network systems, newly connected vehicular nodes can be identified as those whose data transmission times overlap, whose data content is related, or whose data application layers are related. Identifying these related vehicular nodes helps to understand the communication patterns and data interaction characteristics between vehicular nodes.

[0086] For example, in a vehicle-mounted 10BASE-T1S network, when a new sensor node is added, the overlap of data transmission time, similarity of data content, and functional correlation at the application layer between the new node and existing nodes can be analyzed to accurately identify related vehicle nodes that have a close communication relationship with it.

[0087] For example, the degree of overlap in the data transmission times of multiple vehicle nodes can be determined by the proportion of overlap in the occurrence times.

[0088] For example, the similarity of data content among multiple vehicle-mounted nodes can be determined by identifying component types and data formats.

[0089] For example, the functional correlation of multiple vehicle nodes at the application layer can be identified by whether multiple vehicle nodes apply the same functional modules.

[0090] S148. Determine the candidate 10BASE-T1S bus with the largest number of associated vehicle nodes among the upper-level and lower-level 10BASE-T1S buses. When the branch length between the newly connected vehicle node and the candidate 10BASE-T1S bus is less than 10cm, connect the newly connected vehicle node to the candidate 10BASE-T1S bus.

[0091] In this implementation, after obtaining the associated vehicle nodes, the candidate 10BASE-T1S bus with the most associated vehicle nodes among the upper-level and lower-level 10BASE-T1S buses connected to the target 10BASE-T1S bus can be determined. This step provides a quantitative basis for node access decision by statistically analyzing the distribution of associated nodes in each bus.

[0092] For example, during the deployment of vehicle networks, the number of associated nodes of newly connected vehicle nodes on each 10BASE-T1S bus can be counted, and the bus with the most associated nodes can be selected as the candidate access target and as the candidate 10BASE-T1S bus. This is beneficial for concentrating nodes with close communication relationships.

[0093] In this implementation, when the branch length between the newly connected vehicle node and the candidate 10BASE-T1S bus is less than 10cm, the newly connected vehicle node can be connected to the candidate 10BASE-T1S bus. This connection condition ensures the compactness of the physical connection and helps maintain the signal transmission quality.

[0094] The beneficial effects of the above implementation method are as follows: First, identify the associated vehicle nodes of the newly connected vehicle node that have overlapping data transmission times, data content, or application layer associations. Then, select the candidate bus with the most associated vehicle nodes from the upper and lower level 10BASE-T1S buses. When the branch length between the new node and the candidate bus is less than 10cm, the connection is completed. By concentrating nodes with close data interaction on the same bus, the frequency and path of data forwarding across switches are reduced, which can significantly improve the efficiency of vehicle data transmission and effectively reduce data forwarding latency.

[0095] The benefits of the above implementation method are also that it avoids nodes with close data interaction being scattered on different buses, reduces the uneven load on a single bus caused by the transmission of associated data across buses, optimizes the load distribution of each 10BASE-T1S bus, improves the coordination between buses, prevents some buses from being overloaded due to the concentration of associated data, and ensures the overall bus load balance.

[0096] The benefits of the above implementation method are that it can reduce the number of data transmission links across switches, reduce interference points and failure risks in cross-device transmission, reduce communication interruptions or delays caused by cross-device data transmission, effectively improve the operational stability of the vehicle-mounted 10BASE-T1S network, and reduce the system failure rate.

[0097] In some implementations, Figure 4 A flowchart illustrating the third method for extending the transmission distance of a vehicle-mounted 10BASE-T1S branch line provided in this application embodiment is shown below. Figure 4 As shown, the above method also includes S210 to S220, which will be described in detail below.

[0098] S210. Determine the data transmission time, data content, and data application layer characteristics of multiple vehicle-mounted nodes. Based on the node priority, data transmission time, data content, and data application layer characteristics of each vehicle-mounted node, cluster the multiple vehicle-mounted nodes to obtain multiple vehicle-mounted node cluster groups. Determine the average node priority within each vehicle-mounted node cluster group.

[0099] In this implementation, the data transmission time, data content, and data application layer characteristics of multiple vehicle nodes can be determined. These characteristics can reflect the time distribution pattern, information transmission type, and upper-layer application characteristics of the vehicle nodes during the communication process. The data transmission time reflects the time pattern of node communication, the data content reflects the type and structure of transmitted information, and the data application layer characteristics characterize the communication requirements of the upper-layer application.

[0100] In this implementation, multiple vehicle nodes can be further clustered into multiple vehicle node cluster groups based on their respective node priorities, data transmission times, data content, and data application layer characteristics. The clustering process comprehensively considers the node priority level, communication time characteristics, data transmission characteristics, and application layer requirements. Through cluster analysis, nodes with similar communication characteristics and priority levels can be grouped into the same group.

[0101] For example, clustering algorithms can employ density-based clustering methods, which calculate the similarity of nodes across various feature dimensions and group nodes with similar features into the same cluster group. The clustering process can identify groups of nodes with similar communication needs and priority levels.

[0102] In this implementation, after obtaining multiple vehicle node clusters, the average node priority within each vehicle node cluster can be determined. The average node priority reflects the average level of priority of all nodes within the cluster. By calculating the average priority of each cluster, the importance of different clusters in the network can be quantitatively evaluated.

[0103] For example, for each vehicle node cluster, the priority values ​​of all nodes in the group can be counted, and their arithmetic mean can be calculated as the node priority mean of the group. This indicator helps to identify groups of nodes with different levels of criticality in the network.

[0104] S220. Determine the first vehicle node cluster group with the highest average node priority. Deploy a first 10BASE-T1S bus and branch lines with a length of no more than 10cm for the first vehicle node cluster group. Deploy a second 10BASE-T1S bus and branch lines with a length of no more than 10cm for the remaining vehicle node cluster groups. Connect the second 10BASE-T1S bus to the first 10BASE-T1S bus through a switch with PLAC coordination functionality.

[0105] In this implementation, the first vehicle node cluster with the highest average node priority can be determined. A first 10BASE-T1S bus and branch line with a branch length of less than 10cm are deployed for the first vehicle node cluster. A second 10BASE-T1S bus and branch line with a branch length of less than 10cm are deployed for the other vehicle node clusters. This deployment method ensures that high-priority node groups obtain high-quality bus resources, while the branch line length of all nodes is controlled within a short range.

[0106] For example, when deploying an in-vehicle network, the first 10BASE-T1S bus can be configured for the first in-vehicle node cluster group with the highest average node priority, and the second 10BASE-T1S bus can be configured for other node groups with lower priority. The length of the branch connection of all nodes is strictly controlled within 10 centimeters.

[0107] In this implementation, the second 10BASE-T1S bus can be connected to the first 10BASE-T1S bus through a switch with PLCA coordination function. The PLCA coordination function can effectively manage the data transmission timing between different buses, ensuring the coordination and stability of network communication. Through the connection of the switch, orderly communication between node groups of different priorities is realized.

[0108] For example, in an in-vehicle network architecture, the second 10BASE-T1S bus can be interconnected with the first 10BASE-T1S bus through a switch that supports the PLCA protocol. This connection method ensures that data between different buses can be transmitted in a coordinated timing sequence.

[0109] The beneficial effects of the above implementation method are that, firstly, the data transmission time, data content, and data application layer characteristics of multiple vehicle nodes are determined, and then, combined with the priority of each node, the nodes are clustered to obtain multiple vehicle node cluster groups. Corresponding buses are deployed according to the average priority of the nodes, and the data interaction and correlation characteristics of the nodes are incorporated, so that the grouping is more in line with the actual communication needs of the nodes. This can significantly improve the rationality of vehicle node grouping, reduce cross-group data transmission caused by improper grouping, and optimize the overall structure of the vehicle network.

[0110] The beneficial effects of the above implementation method are that, according to the overlap of node data transmission time, content and application layer correlation, closely interacting nodes are grouped into the same cluster group, and each group is equipped with a bus with a branch length of no more than 10cm. The second bus is connected to the first bus through a PLACA switch, allowing frequently interacting nodes to communicate within the same bus, reducing the number of cross-bus data forwardings and paths, effectively reducing data forwarding latency, avoiding efficiency loss in cross-bus transmission, and significantly improving the data transmission efficiency of the vehicle 10BASE-T1S network.

[0111] The beneficial effects of the above implementation method are that, based on the node correlation degree and the average priority, high-quality bus resources are tilted towards key and closely interacting node groups, which can optimize network resource allocation, avoid resource waste, ensure that core node groups obtain stable communication resources, and improve the overall network resource utilization and core node group communication quality.

[0112] In some implementations, in S210 above, multiple vehicle nodes are clustered according to their respective node priorities, data transmission times, data content, and data application layer characteristics to obtain multiple vehicle node cluster groups, including S211 to S212. S211 to S212 will be explained in detail below.

[0113] S211. Obtain the node priority weight, data transmission time weight, data content weight, and data application layer feature weight. Among them, the node priority weight, transmission time weight, data content weight, and data application layer feature weight decrease in that order.

[0114] In this implementation, node priority weight, data sending time weight, data content weight, and data application layer feature weight can be obtained. The node priority weight, sending time weight, data content weight, and data application layer feature weight decrease in that order. This weight setting method can ensure that node priority plays a dominant role in the clustering process, while comprehensively considering the influence of other related features.

[0115] For example, in a vehicle-mounted 10BASE-T1S branch network, the node priority weight can be set to the highest, followed by the data transmission time weight, then the data content weight, and finally the data application layer feature weight. This weight allocation ensures that high-priority nodes are given priority in clustering.

[0116] S212. Based on the node priority, data transmission time, data content, and data application layer characteristics corresponding to multiple vehicle nodes, and according to the node priority weight, transmission time weight, data content weight, and data application layer characteristic weight, multiple vehicle node cluster groups are obtained by clustering multiple vehicle nodes.

[0117] In this implementation, multiple vehicle nodes can be clustered into multiple vehicle node cluster groups based on their respective node priorities, data transmission times, data content, and data application layer features, according to the weights of node priority, transmission time, data content, and data application layer features. This clustering method can comprehensively consider features from multiple dimensions and achieve reasonable grouping of vehicle nodes.

[0118] For example, during clustering, the first product of node priority and node priority weight, the second product of data transmission time and transmission time weight, the third product of data content and data content weight, and the fourth product of data application layer features and data application layer feature weight can be determined. Then, feature vectors are formed for multiple vehicle nodes based on the first product, the second product, the third product, and the fourth product. Subsequently, multiple vehicle nodes are clustered based on the feature vectors corresponding to multiple vehicle nodes to obtain multiple vehicle node cluster groups.

[0119] In the vehicular 10BASE-T1S branch network, vehicular nodes with similar priority levels and data interaction characteristics are grouped into the same cluster group by a clustering algorithm. This grouping method helps to optimize the network topology and improve data transmission efficiency.

[0120] The beneficial effect of the above implementation method is that it first obtains the weights of node priority, transmission time, data content, and data application layer characteristics, and then combines these four indicators of each vehicle node to perform clustering to obtain vehicle node cluster groups. By setting weights, the core influence of node priority is highlighted, while taking into account data interaction characteristics, ensuring that high-priority nodes and closely interacting nodes are reasonably grouped, laying a scientific foundation for subsequent bus deployment.

[0121] The beneficial effects of the above implementation method are that, during clustering, node priority is used as the highest weight, and high-priority nodes are prioritized to be assigned to reasonable cluster groups. Subsequently, a dedicated first bus is deployed for the cluster group with the highest average priority. By assigning high-priority nodes the leading role in clustering through weight, it is ensured that core nodes, such as security control nodes, are in the optimal communication position in the grouping. This can strengthen the communication guarantee of core nodes, reduce the cross-bus transmission frequency of core nodes, reduce their communication delay and interference risk, and improve the stability of core data transmission.

[0122] In some implementations, S210 above involves clustering multiple vehicle nodes into multiple vehicle node cluster groups based on their respective node priorities, data transmission times, data content, and data application layer characteristics. It also includes S213 to S214, which will be explained in detail below.

[0123] S213. Determine the average number of data transmissions by multiple vehicle-mounted nodes within a preset time window, and use this as the data transmission time. Obtain the sensor type IDs of the multiple vehicle-mounted nodes, and use this as the data content. Obtain the application module IDs of the multiple vehicle-mounted nodes, and use this as the data application layer feature.

[0124] In this implementation, the average number of data transmissions by multiple vehicle-mounted nodes within a preset time window can be used as the data transmission time. The preset time window can be set to a fixed duration, and the data transmission time reflects the communication activity level of the nodes within a specific time period.

[0125] For example, the number of times each node sends data within the most recent time window can be counted and the average value calculated, thereby quantifying the communication frequency characteristics of the nodes.

[0126] In this implementation, the sensor type IDs of multiple vehicle nodes can be obtained as data content, and the sensor type IDs can be numerically represented. The sensor type IDs can uniquely identify the type and functional attributes of the sensors connected to the node.

[0127] For example, different types of sensors may include radar sensors, camera sensors, ultrasonic sensors, etc. Each type has a corresponding unique identifier. The sensor type ID can accurately identify the category of data content collected by the node.

[0128] In this implementation, the application module IDs of multiple vehicle nodes can be obtained as data application layer features, and the application module IDs can be numerically represented. The application module IDs represent the specific application scenarios and functional modules to which the data belongs in the vehicle system.

[0129] For example, different application modules may involve autonomous driving control modules, in-vehicle entertainment system modules, vehicle status monitoring modules, etc. Each module has a unique identifier, and the final application goal and usage environment of the data can be clearly identified through the application module ID.

[0130] S214. Based on the node priority, data transmission time, data content, and data application layer characteristics corresponding to multiple vehicle nodes, and according to the node priority weight, transmission time weight, data content weight, and data application layer characteristic weight, multiple vehicle node cluster groups are obtained by clustering multiple vehicle nodes.

[0131] In this implementation, the method in S212 above can be used to cluster multiple vehicle nodes according to their node priority, data transmission time, data content, and data application layer features, based on the node priority weight, transmission time weight, data content weight, and data application layer feature weight. The clustering process can consider the relative importance of different features and calculate the similarity between nodes by weighting.

[0132] For example, the clustering process can employ a density-based clustering algorithm, which can be trained using sample node priority, sample data transmission time, sample data content, and sample data application layer features. The clustering algorithm can identify groups of nodes with similar communication patterns and functional characteristics, and automatically group nodes with similar features into the same cluster group. The calculation process of the clustering algorithm comprehensively considers the node attribute features of multiple dimensions.

[0133] The beneficial effects of the above implementation method are that the data content attributes are determined by the sensor type ID, the data application layer affiliation is determined by the application module ID, and the node clustering is completed by weighting the average number of data transmissions and node priority. The data content association and application scenario association between nodes can be accurately matched by specific IDs, which can improve the identification accuracy of node data association, enable nodes with close data interaction to be efficiently grouped, and reduce cross-group data transmission loss.

[0134] This application also provides a transmission distance extension system for vehicle-mounted 10BASE-T1S branch lines, including units for implementing the above-described transmission distance extension method for vehicle-mounted 10BASE-T1S branch lines.

[0135] Figure 5 A schematic diagram of the logic structure of a transmission distance extension system for a vehicle-mounted 10BASE-T1S branch line provided in this application embodiment is shown below. Figure 5 As shown, the system 1 of this embodiment includes a processing unit 11, a storage unit 12, and a transceiver unit 13. The processing unit 11 is used to process data, the storage unit 12 is used to store data, and the transceiver unit 13 is used to send and receive data. The processing unit 11, the storage unit 12, and the transceiver unit 13 cooperate with each other to implement the above-described method. The beneficial effects of the embodiments of this application have been described in the above-described method and will not be repeated here.

[0136] It should be noted that the information interaction and execution process between the above-mentioned devices / units are based on the same concept as the method embodiments of this application. For details on their specific functions and technical effects, please refer to the method embodiments section, and they will not be repeated here.

[0137] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0138] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments of this application can be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include at least: any entity or device capable of carrying computer program code to a photographing device / terminal device, a recording medium, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunication signal, and a software distribution medium. Examples include USB flash drives, portable hard drives, magnetic disks, or optical disks. In some jurisdictions, according to legislation and patent practice, computer-readable media cannot be electrical carrier signals or telecommunication signals.

[0139] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0140] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0141] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0142] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0143] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A method for extending the transmission distance of a vehicle-mounted 10BASE-T1S branch line, characterized in that, The method includes: Obtain the node priority corresponding to each of the multiple vehicle nodes. The node priority represents the importance of the vehicle node. According to the node priority, the multiple vehicle nodes are included in multiple vehicle node groups. The node priorities of the vehicle nodes in different vehicle node groups are different. For the first vehicle node group with the highest node priority, deploy the first 10BASE-T1S bus and branch line with a branch line length of less than 10cm. For the other vehicle node groups, deploy the second 10BASE-T1S bus and branch line with a branch line length of less than 10cm. Connect the second 10BASE-T1S bus to the first 10BASE-T1S bus through a switch with PLCA coordination function. The method further includes: Obtain the node priority of newly connected vehicle nodes; obtain the actual number of nodes and the maximum number of nodes on the 10BASE-T1S bus corresponding to each vehicle node group, where the actual number of nodes is the number of vehicle nodes actually carried by the 10BASE-T1S bus, and the maximum number of nodes is the maximum number of vehicle nodes that the 10BASE-T1S bus can carry; determine the ratio of the actual number of nodes to the maximum number of nodes corresponding to each 10BASE-T1S bus, as the node carrying factor corresponding to each 10BASE-T1S bus. Determine the target vehicle node group corresponding to the node priority of the newly connected vehicle node. When the node bearing factor of the target vehicle node group is less than the preset node bearing factor, connect the newly connected vehicle node to the target 10BASE-T1S bus corresponding to the target vehicle node group. When the node bearing factor of the target vehicle node group is greater than or equal to the preset node bearing factor, determine the upper-level 10BASE-T1S bus and the lower-level 10BASE-T1S bus connected to the target 10BASE-T1S bus corresponding to the target vehicle node group. Connect the newly connected vehicle node to the 10BASE-T1S bus in the upper-level 10BASE-T1S bus and the lower-level 10BASE-T1S bus where the node bearing factor is less than the preset node bearing factor.

2. The method according to claim 1, characterized in that, Connecting newly connected vehicle nodes to 10BASE-T1S buses in both the upper-level and lower-level 10BASE-T1S buses where the node bearing factor is less than the preset node bearing factor includes: Determine the node carrying factors corresponding to the upper-level 10BASE-T1S bus and the lower-level 10BASE-T1S bus respectively, and determine the minimum node carrying factor among the multiple node carrying factors. When the minimum node carrying factor is less than the preset node carrying factor, the newly connected vehicle node will be connected to the 10BASE-T1S bus corresponding to the minimum node carrying factor in the upper-level 10BASE-T1S bus and the lower-level 10BASE-T1S bus.

3. The method according to claim 2, characterized in that, Connecting newly connected vehicle nodes to 10BASE-T1S buses in both the upper-level and lower-level 10BASE-T1S buses where the node bearing factor is less than the preset node bearing factor also includes: Acquire test run data for each 10BASE-T1S bus, including interference level and response delay; obtain the node number weight corresponding to the number of nodes, the interference level weight corresponding to the interference level, and the response delay weight corresponding to the response delay. The sum of the product of the number of nodes and the node number weight, the product of the interference level and the interference level weight, and the product of the response delay and the response delay weight for each 10BASE-T1S bus is used as the bus attenuation coefficient. The minimum bus attenuation coefficient is determined for the upper-level 10BASE-T1S bus and the lower-level 10BASE-T1S bus respectively. The newly connected vehicle node is connected to the 10BASE-T1S bus with the minimum bus attenuation coefficient among the candidate 10BASE-T1S buses.

4. The method according to claim 3, characterized in that, Connecting newly connected vehicle nodes to 10BASE-T1S buses in both the upper-level and lower-level 10BASE-T1S buses where the node bearing factor is less than the preset node bearing factor also includes: By using the branch length database of vehicle nodes connected to different 10BASE-T1S buses, the branch lengths corresponding to the newly connected vehicle nodes connected to the upper-level and lower-level 10BASE-T1S buses are obtained; the branch length database is obtained by detecting the mechanical structure of the vehicle. Identify the candidate 10BASE-T1S buses with branch lengths less than 10cm in both the upper-level and lower-level 10BASE-T1S buses, and connect the newly connected vehicle node to the 10BASE-T1S bus with the smallest bus attenuation coefficient among the candidate 10BASE-T1S buses.

5. The method according to claim 4, characterized in that, Connecting newly connected vehicle nodes to 10BASE-T1S buses in both the upper-level and lower-level 10BASE-T1S buses where the node bearing factor is less than the preset node bearing factor also includes: Identify newly connected vehicle nodes that have overlapping data transmission times, related data content, or related data application layers as associated vehicle nodes; Identify the candidate 10BASE-T1S bus with the largest number of associated vehicle nodes among the upper-level and lower-level 10BASE-T1S buses. When the branch length between the newly connected vehicle node and the candidate 10BASE-T1S bus is less than 10cm, connect the newly connected vehicle node to the candidate 10BASE-T1S bus.

6. The method according to claim 5, characterized in that, The method further includes: Determine the data transmission time, data content, and data application layer characteristics of multiple vehicle nodes; based on the node priority, data transmission time, data content, and data application layer characteristics of each vehicle node, cluster the multiple vehicle nodes to obtain multiple vehicle node cluster groups; determine the average node priority within each vehicle node cluster group; Determine the first vehicle node cluster group with the highest average node priority, and deploy a first 10BASE-T1S bus and branch lines with a branch line length of less than 10cm for the first vehicle node cluster group. Deploy a second 10BASE-T1S bus and branch lines with a branch line length of less than 10cm for the other vehicle node cluster groups. Connect the second 10BASE-T1S bus to the first 10BASE-T1S bus through a switch with PLCA coordination function.

7. The method according to claim 6, characterized in that, Based on the node priority, data transmission time, data content, and data application layer characteristics of multiple vehicle nodes, multiple vehicle node clusters are obtained, including: Obtain the node priority weight, data transmission time weight, data content weight, and data application layer feature weight; among them, the node priority weight, transmission time weight, data content weight, and data application layer feature weight decrease in that order. Based on the node priority, data transmission time, data content, and data application layer characteristics of multiple vehicle nodes, multiple vehicle node clusters are obtained by clustering the multiple vehicle nodes according to the node priority weight, transmission time weight, data content weight, and data application layer characteristic weight.

8. The method according to claim 7, characterized in that, Based on the node priority, data transmission time, data content, and data application layer characteristics of the multiple vehicle nodes, multiple vehicle node clusters are obtained, including: The average number of data transmissions by multiple vehicle-mounted nodes within a preset time window is determined as the data transmission time; the sensor type IDs of multiple vehicle-mounted nodes are obtained as the data content; and the application module IDs of multiple vehicle-mounted nodes are obtained as the data application layer features. Based on the node priority, data transmission time, data content, and data application layer characteristics of multiple vehicle nodes, multiple vehicle node clusters are obtained by clustering the multiple vehicle nodes according to the node priority weight, transmission time weight, data content weight, and data application layer characteristic weight.

9. A transmission distance extension system for vehicle-mounted 10BASE-T1S branch lines, characterized in that, Includes units for implementing the method of any one of claims 1 to 8.

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