Novel bus architecture of airborne system

Abstract

The invention relates to a bus architecture design technology, and provides a novel bus architecture of an airborne system, which comprises a CAN (Controller Area Network) electronic bus ring, a CAN electrical bus ring, an industrial Ethernet bus and an RS422 point-to-point bus. The CAN electronic bus ring is connected with each device in the bus calculation storage domain and the electronic function domain, and the electronic function domain comprises a machine body detection sensing domain and a communication navigation monitoring domain; the CAN electrical bus ring is connected with each device in the bus calculation storage domain and the electrical function domain; the industrial Ethernet bus connects the bus calculation storage domain with the machine body detection sensing domain and the communication navigation monitoring domain respectively; the RS422 point-to-point bus connects the communication navigation monitoring domain with the machine body detection sensing domain and connects the communication navigation monitoring domain with the bus calculation storage domain; and the bus computing storage domain is used as a data aggregation and control center. According to the novel bus, the reliability, the integration level and the expandability of a system can be remarkably improved, and the weight and the cost of wire harnesses are reduced.

Description

Technical Field

[0001] This invention belongs to the field of avionics system communication and relates to bus architecture design technology. Specifically, it relates to a novel bus architecture for airborne systems, which is applicable to airborne system integration and communication control of unmanned aerial vehicles / helicopters. Background Technology

[0002] Airborne bus technology is a core component of modern avionics systems. With the continuous evolution of avionics technology, the requirements for data transmission methods, speeds, reliability, and system integration are constantly increasing. From early isolated point-to-point transmission to today's highly shared networked architecture, transmission speeds have jumped from KB to MB and even GB levels, providing solid support for the upgrading of avionics systems. Typical airborne network bus types include single-source / single-receiver, single-source / multiple-receiver, and multi-source / multiple-receiver structures. Among them, ARINC429, as a typical single-source multi-receiver bus, has been widely used in civil transport aircraft and business jets; while multi-source multi-receiver buses such as MIL-STD-1553B and ARINC629 constitute full-duplex communication systems, suitable for integrated, shared avionics architectures.

[0003] In recent years, high-speed network technologies such as AFDX (Avionics Full-Duplex Switched Ethernet) and Gigabit Ethernet have gradually replaced traditional buses, becoming key supports for the next generation of avionics systems. However, with the rapid increase in system complexity, the interaction requirements within and between various airborne functional areas are becoming increasingly diverse—different devices have significantly different requirements for bandwidth, latency, fault tolerance, and reliability, leading to increasingly complex system communication topologies and a wide variety of protocols, which in turn exacerbates the difficulty, cycle, and cost of software and hardware development.

[0004] In unmanned helicopter avionics systems, traditional architectures commonly employ a multi-bus coexistence design: flight control, avionics, electromechanical, power, and mission systems are independently networked according to their functions, each selecting its own suitable bus technology. For example, functions with high security and real-time requirements often use redundant RS422 to build point-to-point links; short-distance communication between devices relies on low-speed buses such as RS485, ARINC429, and RS232; mission systems often introduce 1553B star-topology redundant buses; and for high-capacity data transmission scenarios, 1394 networks, AFDX, or traditional Ethernet are used. Furthermore, to ensure the determinism and security of critical functions, the system still widely relies on dozens or even hundreds of analog and discrete signal lines for status acquisition and control command transmission.

[0005] This architecture, which allows for the coexistence of multiple protocols and buses, presents the following limitations: 1. Heavy weight: A large number of redundant communication lines and sensor cables result in complex wiring harnesses and tight wiring space, which significantly increases the structural weight and affects flight performance and endurance. 2. High cost: Multiple buses operate independently, resulting in a large number of nodes, leading to high costs for hardware procurement, system integration, and subsequent maintenance; 3. High technical difficulty: It needs to support multiple protocols such as RS422, CAN, and ARINC429 simultaneously to achieve cross-bus data interaction, resulting in high complexity in system design, debugging, and integration; 4. Poor electromagnetic compatibility: The lack of effective isolation between weak electrical signal systems (such as sensing, communication, and computing) and strong electrical drive systems (such as energy power and actuation control) makes them susceptible to interference, leading to communication abnormalities and threatening flight safety; 5. Poor scalability: When adding or replacing functional modules, it is often necessary to redesign cable connections, adjust interface configurations, and modify control software, making it difficult to achieve "plug and play" and severely restricting the platform's task adaptability and rapid iteration capabilities; 6. Long development cycle: The combination of the above problems results in a lengthy system development, verification and upgrade cycle, which cannot meet the needs of agile development and rapid deployment of modern unmanned helicopters.

[0006] In conclusion, as the complexity of unmanned helicopter missions and the level of equipment integration continue to increase, the traditional multi-bus architecture can no longer meet the comprehensive requirements of future systems for high integration, high reliability, lightweight, low cost and flexible expansion.

[0007] Therefore, there is an urgent need to build a new bus architecture that is structurally sound, unified, efficient, secure, reliable, and easily expandable. This architecture can integrate the communication needs of multiple domains, and under the premise of ensuring high real-time performance and high security, achieve unified scheduling and management of communication resources, significantly reduce system complexity and maintenance costs, and comprehensively improve the mission adaptability, maintainability, and overall performance of unmanned helicopters. Summary of the Invention

[0008] To address the technical problems of traditional multi-bus systems, such as complex wiring harnesses, high cost, difficult integration, poor scalability, and weak anti-interference capabilities, this invention discloses a novel bus architecture for an airborne system. The novel bus architecture includes a CAN electronic bus ring, a CAN electrical bus ring, an industrial Ethernet bus, and an RS422 point-to-point bus.

[0009] The CAN electronic bus ring connects the bus computing and storage domain with the various devices in the electronic functional domain, which includes the body detection and sensing domain and the communication, navigation and monitoring domain. The CAN electrical bus ring connects the bus computing and storage domains with the devices in the electrical functional domains. The industrial Ethernet bus connects the bus computing and storage domain to the machine detection and sensing domain and the communication, navigation, and monitoring domain, respectively. The RS422 point-to-point bus connects the communication, navigation, and monitoring domain to the body detection and sensing domain, and connects the communication, navigation, and monitoring domain to the bus computing and storage domain. The bus computing storage domain serves as the data aggregation and control center.

[0010] Furthermore, the body detection and sensing domain includes traditional detection and sensing devices, which are connected to the CAN electronic bus ring.

[0011] Furthermore, the body detection and sensing domain also includes intelligent application sensing devices, which are connected to the CAN electronic bus ring, connected to the bus computing and storage domain via the industrial Ethernet bus, and connected to the communication, navigation, and monitoring domain via the RS422 point-to-point bus.

[0012] Furthermore, the traditional detection and sensing equipment includes atmospheric sensors, inertial attitude control devices, altitude measurement equipment, and icing detectors. The communication, navigation, and surveillance domain includes satellite navigation receivers, air traffic control transponders, and VHF / UHF data link terminals, and also includes 5G data link terminals or satellite internet data link terminals. The intelligent application sensing device includes at least one of lidar, millimeter-wave radar, and optical camera. The intelligent application sensing device receives control commands from the bus computing and storage domain and feeds back status information through the CAN electronic bus ring, transmits service data to the bus computing and storage domain through the industrial Ethernet bus, and receives time synchronization information from the communication, navigation, and monitoring domain through the RS422 point-to-point bus.

[0013] Furthermore, the communication, navigation, and monitoring domain controls and interacts with the bus computing and storage domain through the CAN electronic bus ring, synchronizes the intelligent application sensing devices of the bus computing and storage domain and the body detection and sensing domain through the RS422 point-to-point bus, and realizes high-capacity, high-bandwidth data communication through the industrial Ethernet bus.

[0014] Furthermore, the electrical functional domain includes an actuation control domain and an energy power domain. The actuation control domain includes a servo controller, an actuator, and a tensioning mechanism. The energy power domain includes a starter generator, a battery, a power distribution device, and a thermal management control device.

[0015] Furthermore, the bus computing storage domain includes a redundant computing storage unit, and both the CAN electronic bus ring and the CAN electrical bus ring use the computing storage unit as the starting and ending node to form a closed linear or tree topology.

[0016] Furthermore, the CAN electronic bus ring and the CAN electrical bus ring are physically isolated from each other, and each adopts a dual-line redundancy design to form two independent communication loops: the main channel and the backup channel.

[0017] Furthermore, the devices connected to the CAN electronic bus ring and the CAN electrical bus ring are all equipped with communication controllers.

[0018] Compared with the prior art, the beneficial effects that at least one technical solution adopted in the embodiments of this specification can achieve include at least: 1. Significantly reduce system weight and cost: By uniformly adopting a dual-redundant CAN bus (CAN electronic bus ring and CAN electrical bus ring) as the backbone network, a large number of point-to-point RS422 cables and analog / discrete signal lines are replaced, reducing the number of wiring harnesses by more than 30% and the weight by no less than 20%; at the same time, the number of dedicated interface modules and gateway devices is reduced, resulting in a significant decrease in hardware costs.

[0019] 2. Improved system reliability and safety: The CAN electronic bus ring and the CAN electrical bus ring are physically isolated to avoid electromagnetic interference from the high-voltage system to the low-voltage system; the dual-channel redundancy design ensures that the system can still operate under single-point failure; the dedicated communication controller and hardware-level time synchronization mechanism enhance communication determinism and meet the requirements of critical missions such as flight control.

[0020] 3. Enhanced system integration and scalability: Through modular design, new devices can be connected to the corresponding bus ring via standardized interfaces, achieving "plug and play"; functional upgrades do not require large-scale changes to the system architecture, supporting agile iteration.

[0021] 4. Optimize system maintenance and debugging: Digital signal transmission reduces the workload of physical troubleshooting; unified bus protocol reduces debugging complexity; network structure facilitates remote monitoring and fault diagnosis.

[0022] 5. Balancing high performance and low cost: The control layer uses an enhanced CAN bus, and the data layer uses Ethernet, achieving an optimal balance of "high real-time performance + high bandwidth" and avoiding the high costs associated with using AFDX or 1553B across the board.

[0023] 6. Excellent versatility: This bus architecture is not only suitable for unmanned helicopters, but can also be extended to small and medium-sized platforms such as fixed-wing UAVs, light manned aircraft, and special vehicles, and has broad application prospects. Attached Figure Description

[0024] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments 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.

[0025] Figure 1 This is an architecture diagram of the novel bus architecture of the airborne system of the present invention; Among them, 10. Body detection and sensing domain; 101. Traditional detection and sensing equipment; 102. Intelligent application sensing equipment; 20. Communication, navigation and monitoring domain; 30. Bus computing and storage domain; 40. Actuation control domain; 50. Energy and power domain; 1. CAN electronic bus ring; 2. CAN electrical bus ring; 3. Industrial Ethernet bus; 4. RS422 point-to-point bus. Detailed Implementation

[0026] The embodiments of this application will now be described in detail with reference to the accompanying drawings.

[0027] The following specific examples illustrate the implementation of this application. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. This application can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be noted that, in the absence of conflict, the following embodiments and features of the embodiments can be combined with each other. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0028] In this invention, the airborne system is re-divided according to function into airframe detection and perception domain 10, communication, navigation and monitoring domain 20, bus computing and storage domain 30, actuation control domain 40 and energy and power domain 50, wherein actuation control domain 40 and energy and power domain 50 belong to electrical functional domains, and airframe detection and perception domain 10 and communication, navigation and monitoring domain 20 belong to electronic functional domains.

[0029] This invention designs a novel bus architecture for the aforementioned airborne system. This novel bus architecture is based on a low-cost CAN bus network for information transmission. Combining the high performance, high security, and high reliability characteristics of unmanned helicopter airborne systems, it employs a forward design approach and digital simulation to construct a CAN bus network main architecture with electronic and electrical functional areas, supplemented by a secure and necessary heterogeneous network, forming a novel low-cost, scalable bus architecture for the entire airborne system. Specifically, to meet the application requirements of high reliability and strong real-time performance, the data acquisition and access layer uses a bus network composed of the versatile and low-cost CAN and RS422, while the service data aggregated at the transmission and switching layer uses the high-bandwidth and high-performance Ethernet, forming a heterogeneous network architecture of CAN bus backbone / RS422 bus auxiliary + Ethernet. This achieves the goals of high performance, high reliability, high security, low cost, light load, easy expansion, and versatility for the airborne system.

[0030] Specifically, see Figure 1 As shown, the new bus architecture includes a CAN electronic bus ring 1, a CAN electrical bus ring 2, an industrial Ethernet bus 3, and an RS422 point-to-point bus 4.

[0031] Among them, the CAN electronic bus ring 1 connects the bus computing and storage domain 30 with each device in the electronic functional domain.

[0032] The CAN electrical bus ring 2 connects the bus computing and storage domain 30 with the devices in the electrical functional domain.

[0033] The industrial Ethernet bus 3 connects the bus computing and storage domain 30 to the body detection and sensing domain 10 and the communication, navigation and monitoring domain 20 respectively, to realize large-capacity data transmission between electronic devices and ensure the ability to interact with information. The RS422 point-to-point bus 4 connects the communication navigation monitoring domain 20 to the bus computing storage domain 30, and connects the communication navigation monitoring domain 20 to the body detection and sensing domain 10. The bus computing storage domain 30 serves as the data aggregation and control center of the bus architecture.

[0034] In one embodiment, see Figure 1 As shown, the body detection and sensing domain 10 includes a conventional detection and sensing device 101, which is connected to the CAN electronic bus ring 1.

[0035] In one embodiment, the conventional detection and sensing device 101 includes an atmospheric sensor, an inertial attitude control device, an altitude measurement device, and an icing detector. The communication, navigation, and surveillance domain 20 includes a satellite navigation receiver, an air traffic control transponder, and an ultra-shortwave data link terminal, and also includes a satellite internet data link terminal or a 5G data link terminal.

[0036] In one embodiment, see Figure 1 As shown, the body detection and sensing domain 10 also includes an intelligent application sensing device 102. The intelligent application sensing device 102 is connected to the CAN electronic bus ring 1, and the intelligent application sensing device 102 is connected to the bus computing and storage domain 30 via the industrial Ethernet bus 3, and to the communication, navigation and monitoring domain 20 via the RS422 point-to-point bus 4.

[0037] In one embodiment, the intelligent application sensing device 102 includes at least one of lidar, millimeter-wave radar, and optical camera. The intelligent application sensing device 102 receives control commands from the bus computing and storage domain 30 and feeds back status information via the CAN electronic bus ring 1, transmits service data to the bus computing and storage domain 30 via the industrial Ethernet bus 3, and receives time synchronization information from the communication, navigation, and monitoring domain 20 via the RS422 point-to-point bus 4.

[0038] In one embodiment, the communication navigation monitoring domain 20 controls and interacts with the bus computing and storage domain 30 through the CAN electronic bus ring 1, synchronizes the intelligent application sensing device 102 of the bus computing and storage domain 30 and the body detection and sensing domain 10 through the RS422 point-to-point bus 4, and realizes high-capacity, high-bandwidth data communication through the industrial Ethernet bus 3.

[0039] In one embodiment, the actuation control domain 40 includes a servo controller, an actuator, and a tensioning mechanism, and the energy power domain 50 includes a starter generator, a battery, a power distribution device, and a thermal management control device.

[0040] In one embodiment, the bus computing storage domain 30 includes a redundant computing storage unit, and the CAN electronic bus ring 1 and the CAN electrical bus ring 2 both use the computing storage unit as the starting and ending node to form a closed linear or tree topology.

[0041] In one embodiment, see Figure 1 As shown, the CAN electronic bus ring 1 and the CAN electrical bus ring 2 are physically isolated from each other to effectively ensure the normal operation of the transmission link and the successful completion of critical tasks. Furthermore, to meet the data acquisition requirements of the airborne system's access layer terminal devices, a dual-line redundant CAN bus design with high versatility, good scalability, strong real-time performance, and low cost is adopted to form two independent communication loops: a main channel and a backup channel. Each bus ring uses a computer as its central node, undertaking all data processing, calculation, and control functions.

[0042] In implementation, both the CAN electronic bus ring 1 and the CAN electrical bus ring 2 can adopt a dual redundant CAN bus, and the number of rings and redundancy can be expanded according to the load requirements. This bus can realize the transmission of control commands and status information between the computer and these devices.

[0043] In an embodiment where no accompanying drawings are shown, the devices connected to the CAN electronic bus ring 1 and the CAN electrical bus ring 2 are both equipped with communication controllers.

[0044] In an embodiment where no accompanying drawings are shown, the industrial Ethernet bus 3 may adopt a star topology, primarily used to realize data transmission of communication navigation, intelligent sensing image data, and information interaction between computing and storage unit devices.

[0045] In an embodiment where figures are not shown, the novel bus architecture design takes into account the unique characteristics of airborne systems in the aviation field. For example, some devices may have unidirectional data communication, while others may require high real-time synchronization. To address these specific applications, an RS422 point-to-point bus 4 is designed. This enables data exchange between satellite navigation receivers, air traffic control transponders, optical radar, microwave radar, and computing / storage units in half-duplex / full-duplex and synchronous / asynchronous modes. This effectively reduces costs while meeting high system performance requirements, resulting in a high cost-performance ratio. Furthermore, for the analog and discrete signals widely used in traditional airborne systems, bus interface conversion devices are used for signal conversion. Depending on application requirements, information data exchange is achieved via CAN bus or RS422 bus, greatly simplifying the airborne system wiring harness.

[0046] Verification has shown that the novel bus architecture for airborne systems provided by this invention reduces cost and weight by at least 20% compared to traditional bus architectures. It is suitable for unmanned helicopter airborne systems and can also be extended to other small and medium-sized aircraft platforms, demonstrating excellent versatility. Furthermore, while meeting the functional and performance requirements of airborne systems, it effectively reduces the types of buses and wiring harnesses, thereby reducing system weight and cost. The CAN bus-based communication protocol and data format are extended and adapted for aviation airborne applications, effectively ensuring security and real-time performance. It also possesses excellent bus scalability, enabling rapid implementation and capability enhancement of aviation airborne system equipment.

[0047] The novel bus architecture disclosed in this invention can realize bus communication control of airborne systems (such as unmanned helicopter systems), wherein the bus communication control method specifically includes the following steps: S101. Control commands and status information of the body detection and sensing domain 10 and communication navigation and monitoring domain 20 are transmitted through CAN electronic bus ring 1, wherein the CAN electronic bus ring 1 connects the bus computing and storage domain 30, the body detection and sensing domain 10 and the communication navigation and monitoring domain 20. S102, transmit control commands and feedback signals between the actuation control domain 40 and the energy power domain 50 through the CAN electrical bus ring 2, wherein the CAN electrical bus ring 2 connects the bus computing storage domain 30, the actuation control domain 40 and the energy power domain 50; S103, transmit large-capacity business data such as point cloud, image or video between the bus computing and storage domain 30 and the intelligent application sensing device 102, and between the bus computing and storage domain 30 and the communication, navigation and monitoring domain 20 via the industrial Ethernet bus 3. S104, Time synchronization between the communication navigation and monitoring domain 20 and the bus computing and storage domain 30, and time synchronization between the communication navigation and monitoring domain 20 and the intelligent application sensing device 102 are achieved through the RS422 point-to-point bus 4. Both the CAN electronic bus ring 1 and the CAN electrical bus ring 2 are designed with dual redundancy, with the primary and backup channels operating simultaneously. The bus computing and storage domain 30 selects the bus channel for receiving and transmitting data. If both the primary and backup channels are normal, the primary channel is selected. If the primary channel fails but the backup channel is normal, the backup channel is switched to.

[0048] This method deeply integrates the communication process with the hardware architecture, enabling: isolated communication between low-voltage and high-voltage systems; automatic switching between primary and backup channels; microsecond-level time synchronization; hardware-level priority arbitration; and cross-functional domain collaborative control.

[0049] In one embodiment, the bus communication control process also includes monitoring and channel switching of CAN electronic bus ring 1 and CAN electrical bus ring 2 to ensure normal communication, specifically including the following steps: S201. Real-time monitoring of the communication status of the main and backup channels of CAN electronic bus ring 1 and CAN electrical bus ring 2; S202. When a continuous communication timeout or CRC check error exceeds a preset threshold, the channel is deemed faulty. S203. The bus computing storage domain selects a channel that meets the preset strategy to continue communication based on the channel status, and generates fault information for reporting.

[0050] In one embodiment, the bus communication control process further includes performing the following time synchronization procedure via the bus computing storage domain 30: S301, the bus computing storage domain 30 periodically sends and receives time synchronization messages through CAN electronic bus ring 1 and CAN electrical bus ring 2; In S302, CAN electronic bus ring 1 and CAN electrical bus ring 2, each bus CAN node sends a periodic synchronization message to provide timestamp information; S303, the bus computing and storage domain 30 receives UTC and PPS timing signals from the communication, navigation, and surveillance domain via an RS422 point-to-point bus; S304. Adjust the local clock based on a unified clock source to achieve microsecond-level time synchronization.

[0051] In one embodiment, during bus communication control, the following priority arbitration procedure is executed: S401, In the new bus architecture, each node writes the device ID (priority field) into the frame header before sending a CAN message; S402, Bus arbitration phase: Compare the priority field values ​​of messages from each node; S403: High-priority node messages gain bus access rights, ensuring deterministic transmission of flight control commands. Low-priority node messages switch to receive mode, waiting for the next time the bus is idle to request transmission again.

[0052] In one embodiment, during the bus communication control process, the following composite communication process is executed on the intelligent application sensing device 102: S501: Receives control commands from the bus computing and storage domain 30 via the CAN electronic bus ring 1 and feeds back the device status; S502 uploads point cloud, image, or video data to the bus computing storage domain 30 via the industrial Ethernet bus 3.

[0053] In one embodiment, during bus communication control, the following high real-time communication process is performed on the communication navigation monitoring domain 20: S601, Control and status interaction are performed with bus computing storage domain 30 via CAN electronic bus ring 1; S602 transmits high-precision time synchronization signals via RS422 point-to-point bus 4, using half-duplex mode.

[0054] In one embodiment, during bus communication control, the following sensor signal digitization process is executed: S701: Acquires traditional analog signals and discrete signals, and converts them into CAN digital messages; S702, uploaded to the bus computing storage domain 30 via CAN electronic bus ring 1 or CAN electrical bus ring 2.

[0055] In one embodiment, during bus communication control, the following cross-loop control flow is executed: S801, the bus computing storage domain 30 receives and processes the flight status data uploaded by the CAN electronic bus ring 1; S802, Generate servo control commands or energy dispatch commands; S803 sends commands to the actuation control domain 40 or the energy power domain 50 via the CAN electrical bus ring 2.

[0056] In one embodiment, the following plug-and-play extension process is executed during bus communication control: S901. Determine the functional domain affiliation of the newly added device; S902. Connect the device control interface to the corresponding CAN bus ring (CAN electrical bus ring 2 or CAN electronic bus ring 1). S903. Connect the device data interface to the industrial Ethernet bus 3 or RS422 point-to-point bus 4; S904. Configure communication parameters in the bus computing storage domain 30 to complete system expansion.

[0057] In implementation, the bus computing storage domain 30 adopts a dual-machine redundancy architecture with a main processor and a backup processor. The main processor operates normally, while the backup processor is in a hot standby state. When the main processor fails, the backup processor takes over the bus management function and continues to execute the communication control process.

[0058] In summary, the bus control method achieves centralized management of sensing and communication devices through: a CAN electronic bus ring; closed-loop control of energy and actuation devices through a CAN electrical bus ring; support for big data and high real-time communication through heterogeneous auxiliary links (Ethernet, RS422); enhances system fault tolerance through multi-machine redundancy and dual-channel backup; and ensures communication determinism through time synchronization and priority mechanisms. It can solve the problems of low system reliability, high maintenance costs, and inconvenient upgrades caused by multiple buses coexisting, complex wiring harnesses, difficult expansion, and weak anti-interference capabilities in existing technologies.

[0059] Obviously, those skilled in the art should understand that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Various modifications and variations of the embodiments of the present invention are possible for those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A novel bus architecture for an on-board system, characterized in that, Comprise: A CAN electronic bus ring connecting each device in the bus computing storage domain and the electronic functional domain, wherein the electronic functional domain comprises a body detection and perception domain and a communication and navigation monitoring domain; A CAN electrical bus ring connecting each device in the bus computing storage domain and the electrical functional domain; An industrial Ethernet bus connecting the bus computing storage domain with the body detection and perception domain and the communication and navigation monitoring domain respectively; An RS422 point-to-point bus connecting the communication and navigation monitoring domain with the body detection and perception domain and connecting the communication and navigation monitoring domain with the bus computing storage domain; Wherein, the bus computing storage domain serves as a data collection and control center.

2. The novel bus architecture for onboard systems according to claim 1, characterized in that, The body detection and perception domain comprises traditional detection and perception devices, which are connected to the CAN electronic bus ring.

3. The novel bus architecture for onboard systems according to claim 2, characterized in that, The body detection and perception domain further comprises intelligent application perception devices, which are connected to the CAN electronic bus ring; The intelligent application perception devices are connected to the bus computing storage domain via the industrial Ethernet bus and connected to the communication and navigation monitoring domain via the RS422 point-to-point bus.

4. The novel bus architecture for onboard systems according to claim 3, characterized in that, The traditional detection and perception devices comprise atmospheric sensing devices, inertial attitude devices, altitude measuring devices and icing detectors; The communication and navigation monitoring domain comprises satellite navigation receivers, air traffic control transponders, ultra-short wave data link terminals, 5G data link terminals or satellite internet data link terminals; The intelligent application perception devices comprise at least one of laser radars, millimeter wave radars and optical cameras, which receive control instructions from the bus computing storage domain and feed back state information via the CAN electronic bus ring, transmit business data to the bus computing storage domain via the industrial Ethernet bus and receive time synchronization information from the communication and navigation monitoring domain via the RS422 point-to-point bus.

5. The novel bus architecture for onboard systems according to any one of claims 1 to 4, characterized in that, The communication and navigation monitoring domain interacts with the bus computing storage domain for control and state via the CAN electronic bus ring, synchronously provides time to the bus computing storage domain and the intelligent application perception devices in the body detection and perception domain via the RS422 point-to-point bus and realizes large-capacity high-bandwidth data communication via the industrial Ethernet bus.

6. The novel bus architecture of claim 1, wherein, The electrical functional domain comprises actuation control domain and energy power domain, the actuation control domain comprises rudder controllers, actuators and tensioning mechanisms, and the energy power domain comprises starting generators, storage batteries, power distribution devices and thermal management control devices.

7. The novel bus architecture for onboard systems as claimed in claim 1, wherein, The bus computing storage domain comprises redundant computing and storage units, and the CAN electronic bus ring and the CAN electrical bus ring are both connected to the computing and storage units as start and end nodes, forming a closed linear or tree-shaped topology.

8. The novel bus architecture for onboard systems as claimed in claim 1, wherein, The CAN electronic bus ring and the CAN electrical bus ring are physically isolated from each other and each adopts a dual-line redundant design, forming two independent communication loops of main channel and backup channel.

9. The novel bus architecture for onboard systems as claimed in claim 1, wherein, Each device connected to the CAN electronic bus ring and the CAN electrical bus ring is provided with a communication controller.

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